CN110630805B - Rapid solenoid valve system of aircraft engine and control method thereof - Google Patents
Rapid solenoid valve system of aircraft engine and control method thereof Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/12—Actuating devices; Operating means; Releasing devices actuated by fluid
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Abstract
The invention discloses a rapid solenoid valve system of an aircraft engine and a control method thereof, belonging to the field of control of aircraft engines. A quick electromagnetic valve system of an aircraft engine is characterized in that a first port is arranged on the cavity wall of a cavity where a first piston is located, a second port, a first adjustable port and a first oil outlet port are sequentially arranged on the cavity wall of the cavity where a first pair of annular cross-section valves are located, a second oil outlet port, a second adjustable port and a third port are sequentially arranged on the cavity wall of the cavity where the first pair of annular cross-section valves are located, and a fourth port is arranged on the cavity wall of a second piston; the first to fourth through hydraulic chambers are communicated with a pressure source, and the first and second oil outlet ports are connected and then used as output ports; the force application end of the connecting rod of the first piston is connected with the output port of the cylindrical air gap unit, and the output port of the connecting rod is connected with a feedback spring; in the applicable working range of the quick electromagnetic valve, the quick electromagnetic valve works stably, the adjusting time is less than 0.05s, and the static precision is more than 95 percent.
Description
Technical Field
The invention belongs to the field of control of aero-engines, and particularly relates to a rapid solenoid valve system of an aero-engine and a control method thereof.
Background
Aircraft engines are extremely complex electromagnetic, pneumatic and thermal systems. Therefore, the aircraft engine control system is required to have good dynamic and static performances. Modern advanced aircraft engines largely use digital electronic control systems, and the rapid solenoid valve is an important element for realizing stable, accurate and rapid control of the aircraft engine by a digital electronic controller, and has important significance for improving the control quality of the aircraft engine by researching the rapid solenoid valve.
At present, solenoid valve systems suitable for aircraft engines are rarely available on the market, the response speed of the solenoid valve can not meet the requirement of complete aircraft engine control, the service life is short, the price is high, and the solenoid valve can not be applied to high-performance aircraft engine control in a large scale. Most of traditional servo valve actuators adopt pneumatic and hydraulic control loops, mainly take mechanical devices as main actuating mechanisms, and the servo valves can only meet the requirements of relatively coarse control quality. In the traditional process production, the pneumatic valve and the hydraulic valve are widely applied. The working principle of the pneumatic valve is that the compression and expansion of air are utilized to control some aerodynamic elements, such as a diaphragm, an air cylinder and the like to move so as to drive a mechanical device to control a valve core to move, and therefore the pneumatic valve is closed and opened. The working principle of the hydraulic valve is as follows: the valve core is driven by the hydraulic mechanical system to move by controlling the pressure, the flow and other related hydraulic state quantities of the liquid of the hydraulic element in the hydraulic valve system, so that the hydraulic valve is turned off. Compared with the two valves, the quick electromagnetic valve integrates the mechanical advantages of the valve, adopts an electric signal for control, and improves the control precision and the response stability. The electromagnetic valve is modulated by the pulse duty ratio of a power signal input signal, and the electromagnet periodically generates electromagnetic force to drive the valve plug to move, so that the electromagnetic valve is switched on or switched off. The liquid flow or pressure can be adjusted by periodically switching on and off the electromagnetic valve.
The quick electromagnetic valve has the main characteristics that: the response speed is fast, the work is stable, the control accuracy is high, and meanwhile, the error caused by small increment linearization is reduced. Aircraft engines are extremely complex electromagnetic, pneumatic and thermal systems. Therefore, the aircraft engine control system is required to have good dynamic and static performances. The rapid electromagnetic valve of the aero-engine can realize stable, accurate and rapid control on the aero-engine, researches the rapid electromagnetic valve, and has important significance for improving the control quality of the aero-engine.
Disclosure of Invention
The invention aims to overcome the defect of low response speed of the existing solenoid valve and provides a quick solenoid valve system of an aircraft engine and a control method thereof.
In order to achieve the purpose, the invention adopts the following technical scheme to realize the purpose:
a rapid electromagnetic valve system of an aircraft engine comprises a valve body, wherein a first piston, a first pair of annular section valves, a limiting mass block, a second pair of annular section valves and a second piston are sequentially arranged in the valve body, a connecting rod is arranged on each of the first piston, the first pair of annular section valves and the second pair of annular section valves, and the first pair of annular section valves and the second pair of annular section valves are formed by butting two annular section valves;
a first port is arranged on the cavity wall of the cavity where the first piston is located, a second port, a first adjustable port and a first oil outlet port are sequentially arranged on the cavity wall of the cavity where the first pair of annular section valves are located, a second oil outlet port, a second adjustable port and a third port are sequentially arranged on the cavity wall of the cavity where the second pair of annular section valves are located, and a fourth port is arranged on the cavity wall of the cavity where the second piston is located;
the first port, the second port, the third port and the fourth port are communicated with a pressure source through a hydraulic chamber, and the first oil outlet port and the second oil outlet port are connected and then serve as flow output ports;
the force application end of the connecting rod of the first piston is connected with the output port of the cylindrical air gap unit, and the output port of the connecting rod of the second piston is connected with the feedback spring;
when the communicating rod is stressed, the piston and the section valve move in the valve body, and the opening degree of the flow output port is changed along with the movement of the piston and the section valve, so that the oil quantity output is controlled;
when the feedback spring is in a free state, the flow output port is in a closed state.
Further, the opening degree of the first adjustable port and the opening degree of the second adjustable port are controlled by the magnetic adjusting unit.
Furthermore, two input ends of the cylindrical air gap unit are respectively connected with a magnetic element, the other end of the magnetic element is respectively connected with a magnetic leakage unit, the magnetic leakage units are respectively connected with a radial magnetic unit, the other ends of the two radial magnetic units are respectively connected with two output ports of the coil, the input end of the coil is connected with an output port of the signal processing module, and the input end of the signal processing module is connected with a pulse duty ratio adjusting signal module.
Furthermore, the frequency of a Pwm signal of the pulse duty ratio signal module is 50Hz, the maximum value of the Pwm signal is 1V, and the amplification factor of the Pwm signal is 50 times;
the number of turns of the coil is 4200 turns;
the diameter of the cylindrical air gap unit is 6 mm;
the difference between the inner diameter and the outer diameter of the rod plug of the first piston and the rod plug of the second piston with the same structure is 10 mm;
a limiting mass block with the mass of 0.0026kg and the displacement limitation of +/-0.0005 m;
the stiffness coefficient of the feedback spring is 100000N/m, and the total mass of the feedback spring and the spring baffle is 2 multiplied by 10-5kg, the friction coefficient of the baffle is 5N/(m/s);
the dead volume of the cavity of the hydraulic pressure chamber module is 1 multiplied by 10-9cm3The pressure of the pressure source was 210 bar.
A method of controlling an aircraft engine fast solenoid valve system, comprising the operations of:
the opening degree of the first adjustable port and the opening degree of the second adjustable port are controlled, so that the flow of the flow output port is adjusted;
the electromagnetic force is controlled so as to adjust the opening degree of the flow output port.
Further, controlling the magnitude of the electromagnetic force so as to adjust the opening degree of the flow output port specifically includes the following operations:
the electromagnetic force acts on the connecting rod of the first piston to push the first piston, the first pair of annular section valves, the limiting mass block, the second pair of annular section valves and the second piston to move, so that the opening change of the output port is adjusted and the feedback spring is extruded;
the electromagnetic force disappears, and the restoring force of the feedback spring pushes the first piston, the first pair of annular section valves, the limiting mass block, the second pair of annular section valves and the second piston to move reversely until the output port is closed.
Further, the electromagnetic force is generated as follows:
the pulse duty ratio signal adjusting module outputs a high level signal, the high level signal is transmitted to the signal processing module, and the high level signal is changed into a voltage signal with the same value and the opposite sign in the signal processing module;
the voltage signal is transmitted to the coil, and a magnetic field with changed magnetic flux is generated in the coil;
the magnetic field is transmitted to the cylindrical air gap unit through the transmission of the magnetic element and the radial magnetic unit and the obstruction of the magnetic leakage unit;
an electromagnetic force is generated in the cylindrical air gap unit.
Further, the disappearance process of the electromagnetic force is as follows:
the pulse duty ratio signal adjusting module outputs a low level signal, and no excitation voltage exists in the coil, so that no electromagnetic force is generated in the cylindrical air gap unit.
Compared with the prior art, the invention has the following beneficial effects:
the invention relates to a quick solenoid valve system of an aircraft engine, which aims at a quick solenoid valve with quick response characteristic for a high-performance aircraft engine. The rapid solenoid valve system of the aircraft engine is suitable for the system with the load mass less than 0.001kg and the load motion range of 0-10mm, and the test result shows that: in the applicable working range of the quick electromagnetic valve, the quick electromagnetic valve works stably, the adjusting time is less than 0.05s, and the static precision is more than 95 percent.
The control method of the rapid solenoid valve system of the aircraft engine is controlled by the electromagnetic signal, and the automation degree is high.
Drawings
FIG. 1 is a schematic diagram of an aircraft engine fuel supply control system;
FIG. 2 is a schematic illustration of an aircraft engine rapid solenoid valve system of the present invention;
FIG. 3 is an end portion radially magnetically permeable structure;
FIG. 4 is a graph of spool displacement response under the influence of a Pwm input signal at a duty cycle of 50%;
FIG. 5 is a solenoid valve flow output response under the influence of a Pwm input signal at a duty cycle of 50%;
FIG. 6 is a graph of the spool displacement response under the influence of a Pwm input signal at a duty cycle of 25%;
fig. 7 shows the solenoid valve flow output response with Pwm input signal at 25% duty cycle.
Wherein: 1-pulse duty ratio signal adjusting module; 2-a signal processing module; 3-a coil; 4-a magnetic element; 5-a radial magnetic unit; 6-a magnetic leakage unit; 7-cylindrical air gap element; 8-a first piston; 9-a first pair of annular section valves; 10-limiting mass block; 11-a feedback spring; 12-a magnetic element; 13-a pressure source; 14-a hydraulic chamber; 15-zero magnetic potential voltage source.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
The invention is described in further detail below with reference to the accompanying drawings:
referring to fig. 1, fig. 1 is a schematic structural diagram of an aircraft engine fuel supply control system; in the aircraft engine oil supply control system, the digital electronic controller completes the oil supply control of the engine. The working principle is as follows: aircraft engine inlet total temperature (T) detected by sensor1) Flying height (H), throttle lever position (a), nozzle throat area (l)A8) Angle (alpha) of inlet guide vane of high-pressure compressor1) And fan stator blade angle (alpha)2) Inputting the equal parameters into a digital electronic controller, calculating the control information by the digital electronic controller according to the corresponding parameters, converting the control information into pulse duty ratio signals and sending the pulse duty ratio signals to the rapid electronic controllerThe magnetic valve drives the quick electromagnetism to periodically open and close, so that the oil pressure and the flow of the upper cavity of the follow-up piston are continuously adjusted through the metering valve. Because the oil pressure of the upper cavity of the follow-up piston is in a certain proportion to the actual oil supply quantity of the aircraft engine, the aircraft engine oil supply control system can realize the oil supply control of the aircraft engine, and meanwhile, the digital electronic controller continuously monitors the actual oil supply quantity of the engine to form closed-loop control of the oil supply quantity.
Referring to fig. 2, fig. 2 is a schematic structural diagram of an aeroengine rapid solenoid valve system of the present invention, which includes a pulse duty ratio signal module 1, a signal processing module 2, a coil 3, a magnetic element 4, a radial magnetic unit 5, a magnetic leakage unit 6, a cylindrical air gap unit 7, a piston module 8, a first pair of ring-shaped cross-section valves 9, a limiting mass block 10, a feedback spring 11, a magnetic element 12, a pressure source 13, a hydraulic chamber 14, and a zero-magnetic potential voltage source 15;
the pulse duty ratio signal adjusting module 1 is composed of a pulse width modulation signal (PWM) generator and a step signal. The step signal provides the PWM signal generator with a duty cycle, so the value of the step signal should be between 0 and 1. The frequency of the PWM signal is 50HZ and the corresponding maximum and minimum values of the signal are 1V and 0V.
And the signal processing module 2 is used for amplifying the PWM control signal, generating positive and negative voltage signals with the same value through the branch point and introducing the positive and negative voltage signals into the coil.
And a coil 3, which is mainly used for generating an alternating electromagnetic field from an input pulse signal, transmitting the alternating electromagnetic field to a working air gap through various magnetic conductors, and the number of turns of the electromagnetic coil is 4200.
A magnetic element 4, the module representing the armature flux guide portion. The flux-guide is mainly determined by the length of the magnetic module and its outer and inner diameters. The length of the magnetic element is designed to be 600mm, and the effective magnetic area is designed to be 50mm2。
The radial magnet unit 5, which represents a radially magnetically permeable part of the yoke end, can transfer magnetic flux without hysteresis. The radial flux guide is designed to be 700mm in length, 10mm in inner diameter and 20mm in outer diameter.
A leakage unit 6, the module representing a non-working air gap.
The cylindrical air gap unit 7, which represents the working air gap, is an important module for converting the electromagnetic signal into the mechanical signal and outputting the mechanical signal to the actuator. The electromagnetic part transfers the changed magnetic flux through the magnetic conductance, and the changed magnetic flux is converted into corresponding electromagnetic force conforming to the Faraday's law of electromagnetic induction through the working air gap and is output to a piston module of the mechanical part to be used as the power of the electromagnetic valve. The initial air gap was designed to be 1mm, the module tube diameter 6mm, and the correction factor 0.58.
And a piston module 8, wherein the through rod pressure of the module acts on the piston or the valve core, and the piston and the valve body of the valve are fixedly connected. The force output by the piston module is determined by the force applied to the straight connecting rod and the hydraulic pressure in the oil inlet. The force in the direct connecting rod is the input electromagnetic force, and the hydraulic pressure in the oil inlet port is the pressure of the constant-flow pressure source. Because the pressure in the constant-current pressure source is fixed, the acting force of the output rod plug can change along with the change of the output electromagnetic force, so that the input magnetic flux of the working air gap is adjusted by adjusting the duty ratio of an input signal, and the motion of the valve core is adjusted by controlling the output electromagnetic force. The diameter of the outer contact surface of the piston is designed to be 10mm, and the diameter of the connecting rod in the piston is designed to be 0.1 mm.
A first pair of annular section valves 9, this module representing an annular section valve with circular edges, containing spool and sleeve clearances. Unlike a piston module, which has a pressure source output port in addition to a communication rod input force port and a pressure source flow input port and a piston output force port. Thus, when the two modules are docked into the solenoid valve design, one of the pressure source output ports can be used as the flow output port of the solenoid valve, and the other pressure source output port can be connected to the magnetic element (module 12) to form a non-output leak of flow. Because the valve core is required to be connected with the feedback spring part, symmetrical structures are designed at two ends of the valve core (the module 10), and the piston module and the annular section valve module are symmetrically connected at two sides. The diameter of the outer contact surface of the valve module with the annular section is designed to be 10mm, and the diameter of the connecting rod in the piston is designed to be 5.5 mm.
And a limiting mass block 10, which represents the motion and limitation of the valve core. The valve core is arranged inside the electromagnetic valve, and the displacement of the valve core is limited within a specified range. In consideration of the aspects of the size, the material, the economical efficiency, the practicability and the like of the actual electromagnetic valve, the valve core mass is designed to be 0.0026kg, the friction coefficient is 50N/m/s, and the displacement of the valve core is limited to be plus or minus 0.0005m according to the design principle of an aviation electromagnetic valve system.
A feedback spring 11, the module being primarily intended to represent a spring and a baffle. The intermediate mass module has displacement limitations due to the presence of the baffle in the solenoid valve which limits the amount of displacement and deformation of the upper and lower springs. The elastic strength of the upper spring and the lower spring is designed to be consistent, and meanwhile, the elastic strength and the mass of the springs are selected to directly influence the response quality of the electromagnetic valve. The influence of the spring material and the mass on the stiffness coefficient of the spring can design the stiffness coefficient of the spring module to be 100000N/m and the spring mass to be 2 multiplied by 10-5Serves as a variable orifice to regulate leakage from the solenoid valve. The size of the flow-through port of the magnetic element is changed by changing the input signal to change the amount of leakage flow. The characteristic flow rate when the maximum opening is designed is 1L/min, the maximum opening is that the aperture of the compression nozzle is 10mm, the maximum flow coefficient is 0.7, and the input leakage signal is 0.01 v.
A pressure source 13, which acts as a fixed oil supply input, supplies the solenoid valve with oil. The pressure source has a size of 210 bar.
A hydraulic chamber 14 for transmitting the input hydraulic flow equally to the respective output ports. For the purpose of low pressure loss conduction, the dead volume of the hydraulic chamber is generally set to be small and is set to be 1 × 10-9cm3
A zero potential voltage source 15 to provide a potential reference in the flux circuit.
The working principle of the rapid solenoid valve system of the aircraft engine is as follows:
when a direct signal from 0 to 1 is given to a step signal module in the pulse duty ratio signal module 1, a Pwm signal with the value of the signal as the duty ratio is output, processed by the signal processing module 2 and then output to the coil 3 to generate a magnetic field with changed magnetic flux; the magnetic field is calculated with the zero-potential voltage source 15 as a reference; this varying magnetic field is transferred to the cylindrical air gap unit 7 after passing through the magnetic element 4 and the radial magnetic unit 5, and being blocked by the leakage magnetic unit 6, and an electromagnetic force is generated by the cylindrical air gap unit 7, and a duty ratio of a waveform of the electromagnetic force in time is identical to a value of the input step signal.
The electromagnetic force signal is transmitted to the first piston 8, and the force output by the first piston 8 is determined by the force exerted on the connecting rod and the hydraulic pressure in the oil inlet. The force in the connecting rod is the input electromagnetic force, and the pressure of the hydraulic pressure in the oil inlet port is the pressure of the pressure source 13. Since the pressure in the pressure source is fixed, the force of the output rod plug changes with the change of the output electromagnetic force. The force signal output by the first piston 8 is transmitted to a device formed by two opposite annular section valves in a butt joint mode, wherein an oil outlet port of one opposite annular section valve serves as an output port of the electromagnetic valve, a first adjustable port and a second adjustable port of the other two opposite annular section valves are connected and then connected into the magnetic adjusting unit 12, and the aperture size of the adjustable port is adjusted by adjusting the magnetic adjusting unit 12.
The electromagnetic force acts on the connecting rod between the first piston 8 and the first pair of annular section valves 9, the force is transmitted to the limiting mass block 10, and the limiting mass block 10 moves back and forth in the valve body; the valve body is designed by adopting a symmetrical structure, namely, the other end of the limiting mass block 10 is also connected with a second piston by adopting a second pair of symmetrical annular section valves and finally connected into a feedback spring 11.
The process of opening and closing the solenoid valve is as follows:
the opening process of the electromagnetic valve is as follows:
the pulse-adjusting duty ratio signal module 1 outputs Pwm signals as high levels, the output electric signals are converted into voltage signals with the same values and opposite signs through the signal processing module 2 and enter the coil 3, and magnetic flux changes are generated and are transmitted through the magnetic element 4 and the radial magnetic unit 5 and blocked by the magnetic leakage unit 6, so that the cylindrical air gap unit 7 generates electromagnetic force; electromagnetic force acts in the piston module 8 to cause the spool to start moving forward to compress the spring of the feedback spring 11 and simultaneously vary the opening of the oil outlet of the annular cross-section valve module 9, thereby adjusting the oil output.
The closing process of the electromagnetic valve is as follows:
pwm signal outputted from the pulse duty ratio signal module 1 is at low level, and there is no exciting voltage in the coil 3, so that there is no electromagnetic force generated in the cylindrical air gap unit 7. At the moment, the valve core moves reversely until the valve core returns to the original position due to the action of the spring potential energy stored by the feedback spring in the opening process, so that the oil outlet is closed.
The specific parameter design process of the solenoid valve system is as follows:
1. solenoid part design
The electromagnetic valve coil (coil) is used for changing the magnetic flux of a magnetic circuit connected with the coil according to the excitation of a corresponding input signal, and is an interface connected and converted by the circuit and the magnetic circuit. Therefore, when two circuit ports should input reverse equivalent voltage, the magnetic fluxes of the two magnetic circuits are equal, and the magnetic flux of one port can be expressed by the following formula:
wherein: u1-coil access circuit certain port voltage; u2-voltage at the other end of the coil access circuit; dphi 1-rate of change of magnetic flux of the coil magnetic circuit; r-coil impedance; nc-number of coil turns; lbda1 — magnetic potential voltage at a certain port of the coil; lbda2 — the other port of the coil is the potential voltage.
2. Magnetic conductive element design of electromagnetic valve
The magnetic conductance part of the electromagnetic valve can be divided into two parts, namely an end radial magnetic conductance part (a radial magnetic unit) and an armature magnetic conductance part (a magnetic element). The design of the end portion radial flux guide will be described first. The radial cell size is shown in figure 3 below.
The radially magnetically permeable element parameter may be obtained from the following equation:
wherein: l0-reference length of true diameter of radially magnetically permeable element; d 1-inner diameter length of radially magnetically permeable element; d 2-the length of the outer diameter of the radially magnetically permeable element;
wherein: a 0-area of radially magnetically permeable element; d 1-inner diameter length of radially magnetically permeable element; d 2-the length of the outer diameter of the radially magnetically permeable element; length-length of the module of radially magnetically permeable elements.
The magnetic flux density B and the magnetic field strength H obtained after obtaining the above-mentioned important parameters can be calculated as shown in the following equations:
wherein: phi 2-the magnetic flux at one end of the coil mentioned in the coil section design above; a 0-area of radially magnetically permeable element.
Wherein: lbda — coil port magnetic potential voltage; l0-reference length of diameter of radially magnetically permeable element.
Referring to the armature flux guide portion module, the magnetic flux density B and the magnetic field strength H of the armature flux guide can be calculated by the following equations:
wherein: b-armature flux-guide field density; phi1 — coil port flux; area of A-armature magnetic conductive element
Wherein: h-armature flux-guide magnetic field strength; lbda-coil one port magnetic potential voltage; length-armature magnetically permeable element module length.
3. Design of electromagnetic valve air gap
The electromagnetic air gap in the solenoid valve is divided into a working air gap (cylindrical air gap unit) and a non-working air gap (magnetic leakage unit). For the non-working air gap, there are:
wherein: lbda1 — magnetic potential voltage at a port of the non-working air gap; lbda2 — magnetic potential voltage at the other port of the non-working air gap; rel — electromagnetic leakage reluctance.
The working air gap is an important port for converting electromagnetic energy into mechanical energy, and assuming that two ports are connected with the circuit part and two ports are connected with the mechanical part, then:
Lg＝x0-x2-x3 (9)
wherein: l isg-air gap length; x is the number of0-an initial air gap; x is the number of2-a connection mechanical part port displacement length; x is the number of3-connecting the mechanical part further port displacement length.
Wherein: b-air gap field density; phi 1-air gap flux rate; area-air gap area.
The force generated by the air gap can be calculated as:
wherein: f-electromagnetic force generated by working air gap; phi-air gap flux; r-the impedance of the air gap; x-air gap length; r' (x) -air gap resistance as a function of air gap length.
For a cylindrical air gap, the air gap impedance can be calculated as:
in the formula:
wherein: mu.s0Is air permeability, mu0＝4π×107(H/m); dia-a polar region in the air gap; c. CfCorrection factor (typically 0.58).
4. Partial design of mechanical valve core
The valve core (limiting mass block) of the electromagnetic valve is an important design component, which is directly related to whether the corresponding of the electromagnetic valve can meet the design requirements or not, the mass is one of important parameters of the valve core, if the mass is too large, the valve core has too large inertia in the motion process, so that the valve core can not rapidly respond to the driving of electromagnetic force, and if the mass is too small, the valve core shakes too much when a spring gives feedback, so that the adjustment time is too long, and the stability of the electromagnetic valve is influenced.
The valve core is positioned in the electromagnetic valve, the driving of the valve core is mainly driven by the hydraulic part and the feedback of the feedback spring, and the net conduction force transmitted to the feedback spring can be calculated by taking the driving direction of the hydraulic part as a positive direction:
fext＝fext1-fext2-9.81.mass.sin(theta) (13)
wherein: fext-a net external force other than friction that tends to accelerate mass; fext1 — hydraulic device conduction force; fext 2-feedback spring force; mass-spool mass; theta-weight gradient.
Also considering the friction:
wherein: ffric-contact friction; fdyn-coulomb friction torque; fstat-inputting an adjusted static friction torque; vrd-spool speed;
5. design of hydraulic part
The hydraulic part mainly comprises a piston (piston module) and a hydraulic transmission part (annular section valve module), wherein the force of the part of the rod plug part which is input into one end of the rod is input by the electromagnetic force generated by the electromagnetic part, and a high-pressure source is used for inputting high pressure. The hydraulic part key design parameters are calculated as follows:
wherein: vol 1-volume of flow chamber; length-length of flow chamber; dp-diameter of the outer contact surface of the piston; dr-diameter of the connecting rod in the piston.
The flow from the pressure source into the flow chamber can be calculated as:
wherein: q 1-flow into the flow chamber; v 3-wand plug output speed; dp-diameter of the outer contact surface of the piston; dr-diameter of the connecting rod in the piston; p 1-pressure of liquid flowing into the flow chamber.
The relationship between the stem plug output pressure and the input pressure is:
wherein: f3 — rod plug output pressure; f2 — rod plug input pressure; dp-diameter of the outer contact surface of the piston; dr-diameter of the connecting rod in the piston; p 1-pressure of liquid flowing into the flow chamber.
6. Feedback spring partial design
The spring feedback part consists of a spring baffle and a two-part spring (feedback spring). When the input signal is on, the electromagnetic force generated by the electromagnetic part is used as power, and the feedback spring part is used as resistance. And when the input signal is off, the feedback spring part is used as a power part to provide power for the valve core to restore the initial position.
The instantaneous spring force is calculated by the formula:
df＝k(V1+V2) (18)
wherein: df-an instantaneous spring force; k-spring rate; v1-spring port speed; v2Spring other port speed.
The compression of the spring is:
wherein: df-an instantaneous spring force; k-spring rate; x-the amount of compression of the spring.
Through the calculation process, the key parameters of the fast solenoid valve can be obtained as shown in table 1.
TABLE 1 Key parameters of the fast solenoid valve
The quick solenoid valve obtained according to the design has good dynamic performance as shown in fig. 4 and 5, and the spool displacement response and the solenoid valve flow output response under the action of the Pwm input signal when the duty ratio is 50%.
The spool displacement response and the solenoid valve flow output response under the influence of the Pwm input signal at a duty ratio of 25% are shown in fig. 6 and 7. It can be seen that the designed electromagnetic valve response can be changed according to the duty ratio change, and has good controllability.
Through a plurality of experiments, the controllable load range of the designed solenoid valve system can be measured and calculated to be between 0.001kg and 40kg, and the load is generally selected to be less than 10kg in order to keep good performance. In the load range, the corresponding effect of the solenoid valve in an actual loop is very quick, and the response time is in the microsecond level. The requirement of the high-performance aircraft engine can be met no matter the load requirement or the response speed.
The above-mentioned contents are only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited thereby, and any modification made on the basis of the technical idea of the present invention falls within the protection scope of the claims of the present invention.
Claims (8)
1. A rapid electromagnetic valve system of an aircraft engine is characterized by comprising a valve body, wherein a first piston (8), a first pair of annular section valves (9), a limiting mass block (10), a second pair of annular section valves and a second piston are sequentially arranged in the valve body, connecting rods are respectively arranged on the first piston (8), the first pair of annular section valves (9), the limiting mass block (10), the second pair of annular section valves and the second piston, and the first pair of annular section valves (9) and the second pair of annular section valves are respectively formed by butting two annular section valves;
a first port is arranged on the cavity wall of the cavity where the first piston (8) is located, a second port, a first adjustable port and a first oil outlet port are sequentially arranged on the cavity wall of the cavity where the first pair of annular section valves (9) are located, a second oil outlet port, a second adjustable port and a third port are sequentially arranged on the cavity wall of the cavity where the second pair of annular section valves are located, and a fourth port is arranged on the cavity wall of the cavity where the second piston is located;
the first port, the second port, the third port and the fourth port are communicated with a pressure source (13) through a hydraulic chamber (14), and the first oil outlet port and the second oil outlet port are connected and then serve as flow output ports;
the force application end of the communication rod of the first piston (8) is connected with the output port of the cylindrical air gap unit (7), and the output port of the communication rod of the second piston is connected with a feedback spring (11);
when the communicating rod is stressed, the first piston (8), the first pair of annular section valves (9), the limiting mass block (10), the second pair of annular section valves and the second piston move in the valve body, and the opening degree of the flow output port is changed along with the movement of the first piston, so that the oil quantity output is controlled;
when the feedback spring (11) is in a free state, the flow output port is in a closed state.
2. The aircraft engine rapid solenoid valve system of claim 1, wherein the opening size of the first adjustable port and the second adjustable port is controlled by a magnetic adjustment unit (12).
3. The rapid aviation engine solenoid valve system of claim 1, wherein the two input ends of the cylindrical air gap unit (7) are respectively connected with the magnetic element (4), the other ends of the magnetic elements (4) are respectively connected with the magnetic leakage unit (6), the magnetic leakage unit (6) is respectively connected with the radial magnetic unit (5), the other ends of the two radial magnetic units (5) are respectively connected with the two output ports of the coil (3), the input end of the coil (3) is connected with the output port of the signal processing module (2), and the input end of the signal processing module (2) is connected with the pulse duty ratio adjusting signal module (1).
4. The aircraft engine rapid solenoid valve system according to claim 3, characterized in that the Pwm signal frequency of the pulse duty cycle signal module (1) is 50Hz, the maximum value of the Pwm signal is 1V, and the amplification factor of the Pwm signal is 50 times;
the number of turns of the coil (3) is 4200 turns;
the diameter of the cylindrical air gap unit (7) is 6 mm;
the difference between the inner diameter and the outer diameter of the rod plug of the first piston (8) and the rod plug of the second piston with the same structure is 10 mm;
a limit mass block (10) with the mass of 0.0026kg and the displacement limit of +/-0.0005 m;
the stiffness coefficient of the feedback spring (11) is 100000N/m, and the total mass of the feedback spring and the spring baffle is 2 multiplied by 10-5kg, the friction coefficient of the baffle is 5N/(m/s);
the dead volume of the cavity of the hydraulic pressure chamber module (14) is 1 multiplied by 10-9 cm3The pressure of the pressure source (13) is 210 bar.
5. The control method for an aircraft engine rapid solenoid valve system according to any one of claims 1 to 4, characterized by comprising the operations of:
the opening degree of the first adjustable port and the opening degree of the second adjustable port are controlled, so that the flow of the flow output port is adjusted;
the electromagnetic force is controlled so as to adjust the opening degree of the flow output port.
6. The control method of an aircraft engine rapid solenoid valve system according to claim 5, wherein controlling the magnitude of the electromagnetic force to adjust the opening degree of the flow output port specifically comprises:
the electromagnetic force acts on a connecting rod of the first piston (8) to push the first piston (8), the first pair of annular section valves (9), the limiting mass block (10), the second pair of annular section valves and the second piston to move, so that the opening change of the flow output port is adjusted, and the feedback spring (11) is extruded;
the electromagnetic force disappears, and the restoring force of the feedback spring (11) pushes the first piston (8), the first pair of annular section valves (9), the limiting mass block (10), the second pair of annular section valves and the second piston to move reversely until the flow output port is closed.
7. The control method for an aircraft engine rapid solenoid valve system according to claim 6, wherein the electromagnetic force is generated as follows:
the pulse-modulating duty ratio signal module (1) outputs a high level signal, the high level signal is transmitted to the signal processing module (2), and the high level signal is changed into a voltage signal with the same value and the opposite sign in the signal processing module (2);
the voltage signal is transmitted to the coil (3), and a magnetic field with changed magnetic flux is generated in the coil (3);
the magnetic field is transmitted to the cylindrical air gap unit (7) through the transmission of the magnetic element (4) and the radial magnetic unit (5) and the obstruction of the magnetic leakage unit (6);
electromagnetic forces are generated in the cylindrical air gap unit (7).
8. The control method for an aircraft engine rapid solenoid valve system according to claim 6, wherein the disappearance of the electromagnetic force is as follows:
the pulse duty ratio signal adjusting module (1) outputs a low-level signal, no excitation voltage exists in the coil (3), and therefore no electromagnetic force is generated in the cylindrical air gap unit (7).
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Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2244493A1 (en) * | 1972-09-11 | 1974-04-04 | Bosch Gmbh Robert | DIRECTIONAL VALVE |
| JP2000274414A (en) * | 1999-03-26 | 2000-10-03 | Akebono Brake Res & Dev Center Ltd | Proportional control solenoid valve |
| CN1133025C (en) * | 2002-01-18 | 2003-12-31 | 宁波华液机器制造有限公司 | Bidirectional differential pressure feedback type proportional pilot control slide valve |
| JP4228370B2 (en) * | 2004-10-25 | 2009-02-25 | Ｓｍｃ株式会社 | Solenoid pilot type switching valve |
| CN2883825Y (en) * | 2005-06-10 | 2007-03-28 | 常泽华 | High/low pressure cut-over valve |
| US8931517B2 (en) * | 2010-03-03 | 2015-01-13 | Eagle Industry Co., Ltd. | Solenoid valve |
| CN202561124U (en) * | 2012-05-23 | 2012-11-28 | 广东省肇庆方大气动有限公司 | Dual pilot-type electric control reversing valve |
| CN102878326A (en) * | 2012-09-28 | 2013-01-16 | 济南夫驰科技有限公司 | Pilot-operated electromagnetic directional valve |
| BE1024622B1 (en) * | 2016-09-30 | 2018-05-24 | Safran Aero Boosters S.A. | FLUID VALVE |
| CN207145665U (en) * | 2016-11-23 | 2018-03-27 | 贵州大学 | A kind of guide's oil circuit controls switching valve |
| US11519497B2 (en) * | 2017-12-08 | 2022-12-06 | Allison Transmission, Inc. | Linear force solenoid valve body mounting |
| CN209229061U (en) * | 2018-12-25 | 2019-08-09 | 启东德乐润滑设备有限公司 | A kind of two-position four way change valve |
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Effective date of registration: 20231116 Address after: No.153 Jingui Avenue, Enshi City, Enshi Tujia and Miao Autonomous Prefecture, Hubei Province Patentee after: HUBEI CHUANGSINUO ELECTRICAL TECHNOLOGY Corp. Address before: 710064 middle section, south two ring road, Shaanxi, Xi'an Patentee before: CHANG'AN University |