CN111634423B - Combustion control method of deicing vehicle heater, heater and deicing vehicle - Google Patents

Combustion control method of deicing vehicle heater, heater and deicing vehicle Download PDF

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Publication number
CN111634423B
CN111634423B CN202010420607.0A CN202010420607A CN111634423B CN 111634423 B CN111634423 B CN 111634423B CN 202010420607 A CN202010420607 A CN 202010420607A CN 111634423 B CN111634423 B CN 111634423B
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China
Prior art keywords
gear
combustion
injection pressure
combustion head
heater
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CN202010420607.0A
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CN111634423A (en
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卿丽纯
郭方云
陈奕松
姚学军
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Hunan Shuangda Electromechanical Co ltd
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Hunan Shuangda Electromechanical Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
    • B64D15/02—De-icing or preventing icing on exterior surfaces of aircraft by ducted hot gas or liquid
    • B64D15/06—Liquid application
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
    • B64D15/02—De-icing or preventing icing on exterior surfaces of aircraft by ducted hot gas or liquid
    • B64D15/06—Liquid application
    • B64D15/10—Liquid application sprayed over surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/36—Details, e.g. burner cooling means, noise reduction means
    • F23D11/38—Nozzles; Cleaning devices therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/36—Details, e.g. burner cooling means, noise reduction means
    • F23D11/44—Preheating devices; Vaporising devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23N—REGULATING OR CONTROLLING COMBUSTION
    • F23N3/00—Regulating air supply or draught
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23N—REGULATING OR CONTROLLING COMBUSTION
    • F23N5/00—Systems for controlling combustion
    • F23N5/24—Preventing development of abnormal or undesired conditions, i.e. safety arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23N—REGULATING OR CONTROLLING COMBUSTION
    • F23N5/00—Systems for controlling combustion
    • F23N5/26—Details

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Regulation And Control Of Combustion (AREA)

Abstract

The application discloses a deicing vehicle heater's combustion control method, heater and deicing vehicle, include: s10, controlling the fan to execute the sweeping motion; s21, starting a heating device; controlling the opening of the fan; controlling the fuel pump to be started; s22, confirming the actual temperature and acquiring a theoretical temperature range; confirming actual wind pressure and acquiring a theoretical wind pressure range; confirming the fuel injection pressure of the combustion head, and obtaining the theoretical fuel injection pressure range of the combustion head; s23, judging the actual temperature, the actual wind pressure and the actual fuel injection pressure of the combustion head; s30, starting an igniter; s40, controlling the combustion head to be in an open state; s50, confirming the actual flame brightness in the furnace body; s60, judging the actual flame brightness; s70, controlling a gear; s80, accumulating an ignition process; s81, judging the accumulated number of the ignition process; s90, accumulating ignition times; s91, judging accumulated number of ignition times; s100, ending the program. The ignition success rate can be improved.

Description

Combustion control method of deicing vehicle heater, heater and deicing vehicle
Technical Field
The application relates to a deicing vehicle, in particular to a combustion control method of a heater of the deicing vehicle, the heater and the deicing vehicle.
Background
Under icing conditions, ice, snow and frost can directly influence the running safety of the aircraft, the outer surface of the aircraft can be roughened, the weight of the aircraft is increased, the moving range of an aircraft control surface is limited, instrument errors are caused, and the aircraft stall is increased and the aircraft is instantaneously and abnormally turned upwards when the instrument errors are serious, so that the flight performance of the aircraft is greatly reduced, and particularly when the aircraft takes off and ascends, the flight attitude is difficult to control, and the air accident is seriously caused. Therefore, in order to ensure normal shipping and flight safety, it is necessary to remove the snow and frost from the aircraft surface.
In the using process of the existing deicing vehicle equipment, the program ends after one-time ignition failure, and influences of all intermediate factors in the ignition process are ignored, so that the ignition success rate is low, and the using experience of the deicing vehicle equipment is influenced.
Disclosure of Invention
In view of the foregoing, it is desirable to provide a combustion control method for a deicing vehicle heater, a heater, and a deicing vehicle, so as to improve the problem of low ignition success rate.
In order to achieve the above purpose, the technical solution of the embodiments of the present application is implemented as follows:
the combustion control method of the deicing vehicle heater comprises the following steps:
s10, controlling the fan to execute the sweeping motion; the broom acts as follows: in a preset duration time, the fan enters a first preset gear to blow air into the furnace body; s21, starting a heating device to preheat a fuel pipeline; controlling the fan to be started so as to blow air into the furnace body; controlling the fuel pump to be started so as to pump fuel to the combustion head; s22, confirming the actual temperature of the fuel oil, and acquiring a theoretical temperature range; confirming the actual wind pressure of the fan and obtaining a theoretical wind pressure range; confirming the actual fuel injection pressure of the combustion head, and acquiring the theoretical fuel injection pressure range of the combustion head; s23, judging whether the actual temperature, the actual wind pressure and the actual fuel injection pressure of the combustion head are all within a preset range; if yes, executing the step S30, otherwise executing the step S80; s30, starting an igniter; s40, controlling at least one combustion head to be in an open state so as to spray fuel into the furnace body; s50, confirming the actual flame brightness in the furnace body, and acquiring a preset theoretical flame brightness range; s60, judging whether the actual flame brightness is within a theoretical flame brightness range; if yes, executing step S70; otherwise, executing the step S90; s70, controlling a gear to keep combustion heating; s80, accumulating an ignition process for one time; s81, judging whether the accumulated number of the ignition process is larger than a preset number, if so, executing the step S100, otherwise, executing the step S10; s90, accumulating ignition times for one time; s91, judging whether the accumulated number of ignition times is larger than a preset number, if so, executing the step S100, otherwise, executing the step S80; s100, ending the program.
Further, before the step S10, the method further includes: s01, initializing data.
Further, in the step S10, the duration is 2S-10S; the first preset gear is the gear with the largest wind pressure corresponding to the fan among the gears of the heater.
Further, after the step S21 is performed for 15S, the step S22 is started to be performed.
Further, after the step S40 is performed for 5S, the step S50 is started to be performed.
Further, the step S70 specifically includes: s71, calculating a required target gear; s72, switching the current gear to a target gear; s73, judging whether the actual temperature of the inlet end of the heater is in a first theoretical temperature range, if so, executing the step S74, otherwise, executing the step S71; s74, the heater enters an flameout state; and S75, judging whether the actual temperature of the inlet end of the heater is in a second theoretical temperature range, if so, executing the step S10, otherwise, executing the step S74.
Further, the step S71 specifically includes: and comprehensively calculating a required target gear according to the set temperature, the inlet temperature of the inlet end of the heater, the outlet temperature of the outlet end of the heater and the flow.
Further, the step S72 specifically includes: s721, acquiring the opening quantity of the combustion head and the fuel injection pressure of the combustion head in the current gear; s722, acquiring the starting quantity of the combustion heads and the fuel injection pressure of the combustion heads of the target gear; wherein the current gear and the target gear have at least different numbers of combustion head openings; s723, switching from the current gear to the target gear according to a preset control rule; the preset control rule is as follows: in each gear of the switching process, one of the fuel injection pressure of the combustion head and the opening quantity of the combustion head of two adjacent gears is the same, and the other is different.
Further, the current gear and the target gear have different combustion head opening numbers, and the current gear and the target gear have different combustion head oil injection pressures;
the step S723 specifically includes: s7231, selecting one gear among a plurality of gears as a transition gear; wherein, for one of the opening number of the combustion heads and the fuel injection pressure of the combustion heads, the current gear is the same as the transition gear; for the other of the opening quantity of the combustion heads and the fuel injection pressure of the combustion heads, the target gear is the same as the transition gear; s7232, adjusting the other one of the opening quantity of the combustion head and the fuel injection pressure of the combustion head to switch from the current gear to the transition gear; and S7233, adjusting one of the opening quantity of the combustion head and the fuel injection pressure of the combustion head so as to switch from the transition gear to the target gear.
Further, the number of the combustion heads in the current gear is smaller than that of the combustion heads in the target gear, and the fuel injection pressure of the combustion heads in the current gear is larger than that of the combustion heads in the target gear;
the step S723 specifically includes: s7234, selecting one gear among a plurality of gears as a transition gear; the current gear and the combustion heads of the transition gear are the same in starting quantity; the fuel injection pressure of the combustion head of the target gear and the transition gear is the same; s7235, firstly, sequentially reducing fuel injection pressure of the combustion heads under the condition of keeping the opening quantity of the combustion heads unchanged so as to switch from the current gear to the transition gear; the number of burner openings is then increased to switch from the transitional gear to the target gear while maintaining the burner injection pressure unchanged.
Further, the number of the combustion heads in the current gear is larger than the number of the combustion heads in the target gear, and the fuel injection pressure of the combustion heads in the current gear is smaller than the fuel injection pressure of the combustion heads in the target gear;
the step S723 specifically includes: s7236, selecting one gear among a plurality of gears as a transition gear; the current gear is the same as the fuel injection pressure of the combustion head of the transition gear; the number of the combustion heads of the target gear is the same as that of the combustion heads of the transition gear; s7237, firstly reducing the opening quantity of the combustion head under the condition of keeping the injection pressure of the combustion head unchanged so as to switch from the current gear to the transition gear; and then increasing the fuel injection pressure of the combustion heads under the condition of keeping the opening quantity of the combustion heads unchanged so as to switch from the transition gear to the target gear.
A heater, comprising: a furnace body; the coil pipe is arranged in the furnace body, two ends of the coil pipe are respectively communicated with the outside of the furnace body, and the coil pipe is used for flowing liquid to be heated; the burner comprises a plurality of combustion heads, a fuel pipeline communicated with the combustion heads, a heating device arranged on the periphery of the fuel pipeline, a fuel pump and an igniter which are connected with the fuel pipeline, wherein the combustion heads comprise a flameout closing state and a fuel oil spraying opening state, and the fuel pump sprays fuel oil into the furnace body when the combustion heads are in the opening state; the igniter comprises a standby state for stopping ignition and an ignition state for igniting fuel; the fan is used for blowing air into the furnace body; the second sensor is used for sensing the fuel injection pressure of the combustion head; a third sensor for sensing the temperature of the fuel line; a fourth sensor for sensing the wind pressure of the fan; a fifth sensor for sensing the brightness of the flame in the furnace body; and a control system storing a program of the control method; the control system controls the combustion head to switch between a closed state and an open state, controls the fuel injection pressure of the combustion head and controls the wind pressure of the fan; the second sensor is connected with the control system; the third sensor is connected with the control system; the fourth sensor is connected with the control system; the fifth sensor is connected with the control system; the heater is provided with a plurality of gears, and each gear corresponds to the preset wind pressure of the fan, the number of the preset combustion heads corresponding to the number of the burners and the preset fuel injection pressure of the combustion heads.
Further, the heater comprises a first sensor for sensing the number of the opened combustion heads, and the first sensor is connected with the control system to feed back a first signal.
Further, the heater comprises a water pump and a sixth sensor; the water pump is communicated with the coil pipe; the sixth inductor is arranged at the inlet end of the coil pipe to induce temperature, and the sixth inductor is connected with the control system.
A deicing vehicle comprising: the automobile body and above-mentioned heater, the heater sets up on the automobile body.
The combustion control method of the deicing vehicle heater, the heater and the deicing vehicle pass through, and the fan is controlled to execute the sweeping action, so that residues and residual air in the furnace body are rapidly discharged, preparation is made for the next ignition, and the ignition success rate is improved; and by confirming the actual temperature, the actual wind pressure and the actual fuel injection pressure of the combustion head, when the ignition adjustment is not satisfied, accumulating the ignition process once, and judging whether the accumulated number of the ignition process is larger than a preset number, wherein the preset number can be set to be two times, three times or five times; in addition, after ignition, whether the actual flame brightness is in the theoretical flame brightness range is judged, when the actual flame brightness is not met, the ignition times are accumulated, and whether the accumulated ignition times are larger than a preset number is judged, so that a plurality of restarting opportunities can be provided no matter in the ignition process or the ignition times, failure judgment is avoided when one ignition is unsuccessful, and the ignition success rate is improved.
Drawings
FIG. 1 is a schematic diagram of a heater according to an embodiment of the present application;
FIG. 2 is a flow chart of a combustion control method according to an embodiment of the present application;
FIG. 3 is a flow chart of a combustion control method according to another embodiment of the present application;
FIG. 4 is a prior art switching diagram of heater gear, wherein the vertical axis is the number of combustion starts and the horizontal axis is the burner injection pressure;
FIG. 5 is a graph of a shift relationship of a heater gear according to an embodiment of the present disclosure, wherein the vertical axis is the number of combustion starts and the horizontal axis is the burner injection pressure;
FIG. 6 is a first embodiment of step S72 in FIG. 3;
FIG. 7 is a second embodiment of step S72 in FIG. 3;
FIG. 8 is a third embodiment of step S72 in FIG. 3;
fig. 9 is a fourth embodiment of step S72 in fig. 3.
Detailed Description
It should be noted that, in the case of no conflict, the embodiments and technical features in the embodiments may be combined with each other, and the detailed description in the specific embodiments should be construed as an explanatory description of the present application and should not be considered as undue limitation of the present application.
In the description of the embodiments of the present application, the terms "upper," "lower," "left," "right," "front," "rear," or positional relationships are based on those shown in fig. 1, and it should be understood that these terms are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application.
A deicing vehicle comprising: the deicing device comprises a vehicle body and a heater, wherein the heater is arranged on the vehicle body to heat deicing liquid.
As shown in fig. 1, the heater includes: the burner comprises a furnace body 1, a coil pipe 2, a burner 4, a fan 5, a second sensor (not shown) for sensing the fuel injection pressure of the burner, a third sensor (not shown) for sensing the temperature of a fuel pipeline 43, a fourth sensor (not shown) for sensing the wind pressure of the fan 5, a fifth sensor (not shown) for sensing the brightness of flame in the furnace body 1 and a control system storing a program of a control method.
The coil pipe 2 is arranged in the furnace body 1, two ends of the coil pipe 2 are respectively communicated with the outside of the furnace body 1, and the coil pipe 2 is used for flowing liquid to be heated; the liquid may be water, anti-icing liquid or deicing liquid.
The heater may also include a switching valve (not shown) through which the inlet end of the coil 2 communicates with an external liquid source and the outlet end of the coil 2 selectively communicates with the inlet end or with the water cannon of the deicing vehicle. Typically, the liquid is heated by the coil 2 and then ejected from the cannon under the drive of a power system (e.g., a water pump), which may be referred to as an external circulation. In some cases, the water cannon is temporarily closed, but the temperature of the liquid needs to be maintained, and the water cannon is switched by a control valve to enable the inlet end and the outlet end of the coil pipe 2 to be communicated, so that the liquid flows in the coil pipe 2 to form an internal circulation, and the heater is controlled to heat or flameout according to the requirement in the internal circulation process so as to maintain the temperature of the liquid in the heater.
The burner 4 includes a plurality of burner heads 42, a fuel pipe 43 communicating with the burner heads 42, a heating device (not shown) provided on the peripheral side of the fuel pipe 43, a fuel pump (not shown) connected to the fuel pipe 43, and an igniter 44; the igniter 44 includes a standby state in which ignition is stopped and an ignition state in which fuel is ignited; the heating means may be an electrical heating device, such as a resistance wire; the combustion head 42 comprises a flameout closing state and a fuel oil spraying opening state, the combustion head 42 is in the opening state, a fuel pump is started to spray fuel oil into the furnace body 1, and the combustion head 42 is in the closing state, the fuel pump is started to pump fuel oil with preset pressure into the fuel oil pipeline 43; the fuel injection pressure of the combustion head is adjusted by adjusting the operating power of the fuel pump.
The fan 5 is used for blowing air into the furnace body 1, the blown air can be mixed with fuel oil sprayed into the furnace body 1, and then the ignition is completed by switching to an ignition state through the igniter 44, so that the fuel oil is combusted to provide heat of liquid in the heating coil 2; in addition, when the combustion head 42 is in a closed state, the fan 5 blows air with higher wind pressure into the furnace body 1 with higher power to complete a canteen, and residues and residual air in the furnace body 1 are rapidly discharged so as to be ready for the next ignition.
The control system may control the switching of the burner 42 between the off state and the on state, control the burner injection pressure of the burner 42, and control the wind pressure of the blower 5.
The second sensor is connected with the control system to send a second signal. The second sensor may be a pressure sensitive sensor or a fluid sensor through which the liquid flow is detected. When the control method is implemented, the control system confirms the fuel injection pressure of the combustion head in the current gear by receiving the second signal.
The third sensor may be a temperature sensitive sensor to convert the temperature of the fuel in the fuel line 43 into an electrical signal. Specifically, a third sensor is coupled to the control system to transmit a third signal. The control system confirms the actual temperature of the fuel by receiving the third signal.
The fourth sensor may be a pressure sensitive sensor to convert wind pressure of the blower 5 into an electrical signal; the fourth inductor may be disposed at an outlet or an inlet of the air duct of the blower 5. Specifically, the fourth sensor is coupled to the control system to transmit the fourth signal. The control system confirms the actual wind pressure of the blower 5 by receiving the fourth signal.
The fifth sensor may be a photosensor to convert the flame intensity of combustion of the fuel in the furnace body 1 into an electrical signal. The fifth sensor is connected with the control system to send the fifth signal. The control system confirms the actual flame brightness in the furnace body 1 by receiving the fifth signal.
The heater has a plurality of gears, and each gear corresponds to a preset wind pressure of the fan 5, and corresponds to a preset number of combustion head opening numbers and preset combustion head oil injection pressures of the combustor 4. The number of combustion heads open may be determined by the control system by controlling a corresponding number of combustion heads 42 to switch to an open state, and the combustion head injection pressure may be determined by the fuel pump operating to a corresponding power to provide a corresponding pumped fuel pressure.
In the embodiment of the application, after the heater of the deicing vehicle is started for the first time or stopped due to flameout in a normal state, the control system executes the combustion control method according to a program so as to control the actions of all the components; thereby completing the corresponding ignition operation.
As shown in fig. 2 to 9, the combustion control method of the deicing vehicle heater includes:
s10, controlling the fan 5 to execute the sweeping motion. The broom acts as follows: the fan 5 enters a first preset gear for a preset duration to blow air into the furnace body 1. Wherein, the duration time can be set to be 2s-10s; the first preset gear may be a gear with the largest wind pressure of the corresponding fan 5, such as a third gear (mentioned below), among the plurality of gears of the heater, or may be other gears set according to needs; specifically, the fan 5 blows air with high wind pressure into the furnace body 1 with maximum power under thirteenth gear, and rapidly discharges residues and residual air in the furnace body 1 so as to be ready for the next ignition.
S21, starting a heating device to preheat the fuel pipeline 43. The fan 5 is controlled to be turned on to blow air into the furnace body 1. Controlling the fuel pump to turn on to pump fuel to the combustion head 42; at this time, the combustion head 42 is in a closed state, and therefore, the fuel line 43 is provided with fuel at a certain pressure, but the combustion head 42 does not inject fuel into the furnace body 1.
It should be noted that the operations of this step may be performed in parallel or separately, and not in sequence.
S22, confirming the actual temperature of the fuel oil, and acquiring a theoretical temperature range. The theoretical temperature range is usually preset to be greater than 20 degrees celsius to avoid misfire due to too low a fuel temperature.
And confirming the actual wind pressure of the fan 5 and acquiring a theoretical wind pressure range. The theoretical wind pressure range is usually preset to be more than 20kPa to avoid the lack of air to cause the lack of ignition.
And confirming the actual fuel injection pressure of the combustion head, and obtaining the theoretical fuel injection pressure range of the combustion head. The range of theoretical burner injection pressures typically preset is greater than 200Pa to avoid misfire due to lack of fuel.
Wherein, each operation of the step is parallel or can be carried out independently without sequence.
It should be noted that, in order to ensure that the obtained actual temperature, the actual wind pressure, and the actual injection pressure of the combustion head are stable, it is generally necessary to wait for each operation in step S21 to be performed for 15S, so that the data is stable, the measurement deviation is small, and then start to perform each operation in step S22, thereby preventing erroneous judgment.
S23, judging whether the actual temperature, the actual wind pressure and the actual fuel injection pressure of the combustion head are all within a preset range; if yes, step S30 is executed, and otherwise step S80 is executed.
Specifically, when the actual temperature is within the theoretical temperature range, and when the actual wind pressure is within the theoretical wind pressure range; and when the actual combustion head fuel injection pressure is within the theoretical combustion head fuel injection pressure range, the step S30 can be further executed if the ignition condition is judged to be met; otherwise, it is determined that the ignition condition is absent, and step S80 is performed.
S30, starting the igniter 44 so as to ignite and complete combustion heating when the fuel oil and the air are mixed and sprayed out.
S40, controlling at least one combustion head 42 to be in an open state so as to spray fuel into the furnace body 1. The step S30 is usually waited for to execute 0.5S-2S and then the step S40 is executed again to ensure normal ignition.
It should be understood that each operation in step S21 is always maintained, when the combustion head 42 is in the closed state, the fuel oil pipeline 43 will have a certain pressure of fuel oil, but the combustion head 42 will not spray fuel oil into the furnace body 1, when the combustion head 42 is in the open state, the fuel oil can be sprayed into the furnace body 1 through the combustion head 42, and then the combustion is performed by mixing the fuel oil and the air blown into the furnace body 1 by the fan 5 and igniting the mixture through the igniter 44 in the ignition state.
S50, confirming the actual flame brightness in the furnace body 1 and obtaining a theoretical flame brightness range. The theoretical flame brightness range can be more than 10LUX, and the flame can be considered normal at the moment, and the fuel is in a normal combustion state.
It should be noted that, since the igniter 44 is already in the ignition state in advance and the blower 5 is blowing air uniformly, the combustion can occur when the burner 42 sprays fuel into the furnace body 1, but in order to ensure that the obtained actual flame brightness is stable and reliable, it should generally wait for the step S40 to be performed for 5S, that is, after the combustion is performed for 5S, the step S50 is started again.
S60, judging whether the actual flame brightness is within the theoretical flame brightness range, and timely finding out whether the furnace body 1 is in continuous combustion; if yes, executing step S70; otherwise, the step S90 is executed.
And S70, controlling the gear to keep combustion heating.
After entering and continuously burning the in-process, carry out the gear according to predetermineeing the rule and adjust, when the liquid volume of waiting to heat is big, improve the gear, increase the combustion heat and supply, when the liquid volume of waiting to heat is little, reduce the gear, reduce the combustion heat and supply, ensure that liquid can obtain suitable heating all the time in order to maintain at stable temperature, avoid the temperature fluctuation in order to improve deicing efficiency and deicing quality.
S80, accumulating the ignition process once.
S81, judging whether the accumulated number of the ignition process is larger than a preset number, if so, executing the step S100, otherwise, executing the step S10. The preset number can be set to be two times, three times or five times according to different use occasions, and a plurality of restarting opportunities are provided for the system, so that failure judgment when one ignition is unsuccessful is avoided; the ignition success rate is improved; and the direct stop of the program after flameout caused by accidental factors can be avoided.
S90, accumulating the ignition times for one time.
S91, judging whether the accumulated number of ignition times is larger than a preset number, if so, executing the step S100, otherwise, executing the step S80. The preset number can be set to be two times, three times or five times according to different use occasions, and a plurality of restarting opportunities are provided, so that failure judgment is avoided when one ignition is unsuccessful, the ignition success rate is improved, and the program can be prevented from being directly stopped after flameout caused by accidental factors.
S100, ending the program.
It should be understood that the accumulated number of the ignition process in step S81 is the determination result of the ignition condition, that is, the actual temperature, the actual wind pressure, and the actual fuel injection pressure of the combustion head, and the corresponding parts are whether the heating device, the fan 5, and the fuel pump work normally, so that by fault protection, the execution of the action elements in the abnormal state is avoided, and the loss of the heating device, the fan 5, and the fuel pump is reduced; the cumulative number of ignition times in step S91 is for continuous combustion after ignition, and the corresponding parts are the igniter 44 and the combustion head 42, respectively, and either one of them satisfies the preset number, that is, the execution of the step S100 is ended. In addition, the step S100 is performed after the step S81, which means that the ignition condition is not satisfied, and problems may occur in the corresponding heating device, fan 5, and fuel pump; the step S91 is performed to execute the step S100, which means that the continuous combustion condition is not satisfied, and problems may occur in the igniter 44 and the combustion head 42, so that specific causes of the ignition failure can be displayed in the control display screen after the step S100 is completed, and maintenance is convenient.
In one possible implementation manner, step S40 further includes step S41;
s41, turning off an igniter 44; turning off the heating device; controlling the fan 5 to operate in a second preset gear; the fuel pump is controlled to operate in a second predetermined gear to reduce the loss of the igniter 44 and the heating device and thereby extend the service life. The second preset gear may be a gear with the smallest wind pressure corresponding to the fan 5 among the plurality of gears of the heater, and the gear corresponds to the lowest running power of the fuel pump; for example, a zero gear (mentioned below), the second preset gear may be another gear set as needed; the second preset gear is used as a starting gear to facilitate the wind pressure and power corresponding to other gears of the fan 5 and the fuel pump to be switched.
As shown in fig. 2 to 9, a possible embodiment further includes the following steps before step S10:
s01, initializing data. Specifically, the previous data cache is cleared, such as accumulated number of ignition times and accumulated number of ignition processes; and resets various components such as switching the combustion head 42 to an off state, switching the igniter 44 to a standby state, switching the fuel pump off, switching the blower 5 off, etc. Thus preparing for the next ignition.
As shown in fig. 3 to 9, step S70 specifically includes:
s71, calculating a required target gear.
Specifically, the required target gear is comprehensively calculated according to the set temperature T0 input on site, the inlet temperature T1 of the inlet end of the coil pipe 2 of the heater, the outlet temperature T2 of the outlet end of the coil pipe 2 of the heater and the flow S in unit time; specifically, the set temperature T0 is 85 ℃, the real-time inlet temperature T1 is 30 ℃, the real-time outlet temperature T2 is 81 ℃, the real-time flow is 50 gallons/min, the calculation shows that the outlet temperature is required to reach 85 ℃ and the heat quantity Q is required to be provided, the conversion is carried out through the heat quantity of the fuel oil, the eleventh gear corresponding to the target gear is calculated, each gear of the heater corresponds to different heat quantities, and the conversion process can be preset in the control system.
S72, switching the current gear to the target gear.
The initial current gear generally corresponds to a first gear or a zero gear (mentioned later) with relatively low heat in each gear of the heater, and may also be set, in the step S21, the fuel pump is operated with the power of the first gear or the zero gear, and the fan 5 is operated with the power of the first gear; the number of the combustion heads 42 switched to the on state in step S23 corresponds to the number of the first-gear combustion heads to be started, and the liquid can be stably heated after being switched to the target gear according to a preset rule.
S73, judging whether the actual temperature of the inlet end of the heater is in a first theoretical temperature range, if so, executing the step S74, otherwise, executing the step S71. The first theoretical temperature range is preset by manufacturers and is defined as a temperature range which is larger than the set temperature minus 3 degrees.
S74, the heater enters an extinction state. In the flameout state, the fuel pump stops running, and the combustion head 42 in the on state is switched to the off state, so that the heating of the liquid in the coil pipe 2 can be stopped to stabilize the liquid temperature.
And S75, judging whether the actual temperature of the inlet end of the heater is in a second theoretical temperature range, if so, executing the step S10, otherwise, executing the step S74. The second theoretical temperature range is preset by manufacturers and is defined as a temperature range less than the set temperature minus 5 ℃.
The heater includes a water pump (not shown) and a sixth sensor (not shown); the water pump communicates with the coil 2 to provide motive force for the flow of liquid. The sixth sensor may be a temperature sensitive sensor, and is disposed at the inlet end of the heater to sense the actual temperature of the liquid entering the inlet end of the heater, and is connected to the control system to feed back the sixth signal in real time, and the actual temperature is dynamically fluctuated due to the fact that the heater is heating or flameout. Throughout the process of S73 to S75, the control system confirms the actual temperature of the inlet port in real time by receiving the sixth signal.
Specifically, in step S73, if the set temperature t0=85° input in the field is confirmed by the sixth sensor that the actual temperature t1=80° at the inlet end at that time is 80 ° < (85-3) °, the actual temperature is not within the theoretical inlet end first temperature range, step S71 is returned to be executed, the desired target gear is recalculated, step S72 is executed, the target gear is adjusted, step S73 is entered, the actual temperature t1=83° at the inlet end is confirmed again, 83 ° > (85-3) °, and the actual temperature is within the theoretical inlet end first temperature range.
It will be appreciated that step S72 is performed for a period of time before proceeding to step S73, and the time interval may be 0.5S-10S to ensure that the combustion is stable and then the detection determination is made.
Step S74 is performed, and the heater enters an off state. In the flameout state, the fuel pump stops running, and the combustion head 42 in the on state is switched to the off state, so that the heating of the liquid in the coil pipe 2 can be stopped to stabilize the liquid temperature. The fan 5 can be selected to be in a suspended operation or in a high-speed operation as required, and air can be blown into the furnace body 1 in a high-speed operation state, and the fan is similar to a canteen action and is prepared for the next step.
The step S74 and the step S75 may be performed simultaneously, or the step S76 may be performed after the step S74 is performed for a period of time.
Executing step S75, wherein the on-site input set temperature t0=85°, confirming the actual temperature t1=81°,81 ° > (85-5) ° of the inlet end of the heater at the moment by the sixth sensor, and returning to step S74 if the actual temperature is not in the second theoretical temperature range, i.e. the heater is still kept in the flameout state, so as to control the temperature; when the temperature is reduced, the actual temperature T1 = 79 degrees and 79 degrees < (85-5) degrees of the inlet end of the heater at the next moment is confirmed by the sixth sensor, so that the temperature of the liquid is reduced, the liquid needs to be reheated, the actual temperature is in the second temperature range of the theoretical inlet end, the step S10 is executed again, and the ignition heating process of the next round is carried out.
It will be appreciated that in the above embodiments, the actual temperature of the inlet end of the heater may be the actual temperature of the inlet end of the coil 2, or the actual temperature of a portion of the heater further to the front than the inlet end of the coil 2, and thus the sixth sensor may be provided at a different position depending on the actual situation, in which case the former is employed, i.e., the sixth sensor is provided on the inlet end of the coil 2.
As shown in fig. 4, in the prior art, the fuel injection pressure of the combustion head and the number of the opened combustion heads of the gear of the deicing vehicle heater are usually preset by manufacturers, and for convenience of understanding, the matrix arrangement of the gear can be obtained according to the number of the opened combustion heads and the fuel injection pressure of the combustion heads from large to small.
Specifically, taking a=50, b=1, i.e., the number of burner openings is 1 to 3, the burner injection pressure is 100 to 150 to 200 as an example, wherein a gear in which the number of burner openings is 1 and the burner injection pressure is 100Pa is considered as a first gear, a gear in which the number of burner openings is 1 and the burner injection pressure is 150Pa is considered as a second gear, a gear in which the number of burner openings is 1 and the burner injection pressure is 200Pa is considered as a third gear, a gear in which the number of burner openings is 2 and the burner injection pressure is 100Pa is considered as a fourth gear, and so on.
In the prior art gear shifting process, the route from first gear to second gear to third gear … … to ninth gear is followed. I.e. according to the following rules:
the gear is changed from small to large, the fuel injection pressure of the combustion head is gradually increased, after the fuel injection pressure of the combustion head reaches the maximum value, the fuel injection pressure of the combustion head is adjusted to be the minimum value, and the opening quantity of the combustion head is increased until the fuel injection pressure of the combustion head and the opening quantity of the combustion head reach the preset value. The gear is changed from big to small, the fuel injection pressure of the combustion head is gradually reduced, and after the fuel injection pressure of the combustion head reaches the minimum value, the fuel injection pressure of the combustion head is adjusted to be maximum, and the starting quantity of the combustion head is reduced until the fuel injection pressure of the combustion head and the starting quantity of the combustion head reach the preset value.
Therefore, according to the number of the opened combustion heads and the injection pressure of the combustion heads included in different gears, the following situations can occur:
1. when the initial gear is first gear, the gear needs to be switched to third gear, and the switching route is first gear, second gear and third gear; the change of the opening quantity of the combustion head is not involved, and the switching can be completed only by adjusting the fuel injection pressure of the combustion head. Similarly, the switching route is not repeated from the third gear to the first gear, the sixth gear to the fourth gear, the ninth gear to the seventh gear, and the like.
2. When the initial gear is first gear and needs to be switched to fifth gear, the switching route is first gear, second gear, third gear, fourth gear and fifth gear, and in the process, the first gear, second gear, third gear, fourth gear and fifth gear are all sequentially adjusted, the variation range is small, but the third gear, fourth gear and the maximum fuel injection pressure of the combustion head is 100Pa; and the number of the combustion heads is changed from 1 to 2, the amount of the injected fuel is changed greatly and the pressure is fluctuated drastically for the fuel (not shown) supplied to the combustion heads 42, thereby causing instability, excessive or insufficient injection, and causing flameout. Similarly, as long as the vertical axis is changed (namely the number of the combustion heads is changed) in gear switching, flameout is easy to occur, so that the deicing vehicle is poor in deicing effect or the deicing operation is interrupted due to insufficient temperature, and the efficiency is affected.
In one possible embodiment, as shown in fig. 1 to 3 and fig. 5 to 9, the step S72 specifically includes:
s721, acquiring the opening quantity of the combustion head and the fuel injection pressure of the combustion head in the current gear.
Specifically, the number of burner head openings and the burner head injection pressure for each gear may be set in advance. When the control method is implemented, the preset starting number of the combustion heads and the injection pressure of the combustion heads in the current gear can be obtained. In addition, the heater may include a first sensor for sensing the number of the combustion heads turned on; the first sensor is connected with the control system to feed back a first signal, and the first sensor can be a resistance sensor or a displacement sensor. When the control method is implemented, the control system can confirm the opening quantity of the combustion heads in the current gear by receiving the first signal.
S722, acquiring the starting quantity of the combustion heads and the fuel injection pressure of the combustion heads of the target gear. Wherein the current gear and the target gear have at least different numbers of combustion head openings.
Specifically, the number of combustion head openings and the combustion head injection pressure of the gear are set in advance. When the control method is implemented, the opening quantity of the combustion heads and the fuel injection pressure of the combustion heads in the preset target gear can be directly obtained.
It is understood that the steps S721 and S722 have no logical relationship, and the order may be exchanged or performed simultaneously.
S723, switching from a current gear to a target gear according to a preset control rule; the preset control rule is as follows: in each gear of the switching process, one of the fuel injection pressure of the combustion head and the opening quantity of the combustion head of two adjacent gears is the same, and the other is different.
Specifically, for the current gear and the target gear, the shift gear is no longer routed from first gear to second gear to third gear … … to ninth gear; instead, each time the gear is shifted, only one of the fuel injection pressure of the combustion head and the number of the opened combustion heads is changed, and the condition that two parameters are changed simultaneously is ensured not to occur, so that the change range of fuel oil supplied to the combustion heads 42 is small, flameout is effectively prevented, the combustion heads 42 can stably inject fuel for combustion, heat is provided, and the stable operation of the heater is ensured.
One possible embodiment, as shown in fig. 1, 5 and 6, is that the current gear and the target gear have different numbers of burner tips open, and the current gear and the target gear have the same burner tip injection pressure;
The step S723 specifically includes:
s723a, the number of combustion head openings is adjusted to switch from the current gear to the target gear.
Taking the case of switching from first gear to eighth gear, keeping the fuel injection pressure of the combustion head unchanged, and adjusting the starting quantity of the combustion head from b to 3b to finish gear switching. It should be noted that the gear may be from first gear to fifth gear to eighth gear, the corresponding number of the opened combustion heads is changed from b to 2b to 3b, or from first gear to eighth gear, and the corresponding number of the opened combustion heads is changed from b to 3b directly. In the switching route of this embodiment, the three-gear switching to the four-gear switching and the seven-gear switching to the eight-gear switching in the prior art are not performed, so that the condition that two parameters are simultaneously changed is ensured not to occur, the variation range of fuel supplied to the combustion head 42 is further ensured to be small, flameout is effectively prevented, stable fuel injection combustion of the combustion head 42 is ensured, heat is provided, and stable operation of the heater is ensured.
One possible embodiment is shown in fig. 1, 5, 6 and 7, where the current gear and the target gear have different burner opening numbers and the current gear and the target gear have different burner injection pressures.
The step S723 specifically includes:
s7231, selecting one gear among a plurality of gears as a transition gear; wherein, for one of the opening number of the combustion head and the fuel injection pressure of the combustion head, the current gear is the same as the transition gear; for the other of the number of burner openings and burner injection pressure, the target gear is the same as the transition gear.
And S7232, adjusting the other of the opening quantity of the combustion head and the fuel injection pressure of the combustion head to switch from the current gear to the transition gear.
S7233, one of the opening quantity of the combustion head and the fuel injection pressure of the combustion head is adjusted to switch from the transition gear to the target gear.
In the various embodiments of the present application, one of them and the other are specific; for example, the number of burner openings in the current gear and the transition gear is the same, one of which is referred to as the number of burner openings, and the other of which is referred to as the burner injection pressure; for another example, the current gear and the transition gear have the same burner tip injection pressure, one of which is referred to as the burner tip injection pressure, and the other of which is referred to as the burner tip opening number, depending on the selected transition gear.
Taking the current gear as the first gear, six gears as the target gear are taken as examples. Selecting a second gear as a transition gear, and adjusting the fuel injection pressure of the combustion head to switch from the first gear to the second gear; and then adjusting the starting quantity of the combustion heads to switch from the second gear to the sixth gear so as to finish gear switching.
Taking the current gear as the first gear, a nine-gear shift is taken as an example. Selecting a second gear as a transition gear, and adjusting the fuel injection pressure of the combustion head to switch from the first gear to the second gear; and then adjusting the starting quantity of the combustion heads to switch from the second gear to the nine gears so as to finish gear switching. It should be noted that the gear may be two gear, six gear and nine gear, and the corresponding number of opened combustion heads is changed from b to 2b to 3b, or two gear and nine gear, and the corresponding number of opened combustion heads is changed from b to 3b directly.
Taking the current gear as one gear, four gears as target gears are taken as an example. Selecting a fifth gear as a transition gear, and adjusting the starting quantity of the combustion heads to switch from a first gear to the fifth gear; and then adjusting the fuel injection pressure of the combustion head to switch from the fifth gear to the fourth gear so as to finish gear switching.
In the switching process, the condition of simultaneously changing two parameters cannot occur, so that the small variation range of fuel supplied to the combustion head 42 is ensured, flameout is effectively prevented, stable oil injection combustion of the combustion head 42 is ensured, heat is provided, and stable operation of the heater is ensured.
In addition, taking the current gear as the first gear, ten gears as the target gear are taken as examples; three gears or eight gears can be selected as transition gears according to the process, so that gear switching is completed; a staged switching approach is also possible.
Specifically, in the first stage, the current gear is taken as a first gear, the target gear is taken as a sixth gear, a second gear is selected as a transition gear, and the fuel injection pressure of the combustion head is adjusted so as to switch from the first gear to the second gear; and then adjusting the starting quantity of the combustion heads to switch from the second gear to the sixth gear, and completing the gear switching at the stage. The second stage, taking the current gear as a sixth gear, taking the target gear as a tenth gear, selecting a seventh gear as a transition gear, and adjusting the fuel injection pressure of the combustion head to switch from the sixth gear to the seventh gear; and then adjusting the starting quantity of the combustion heads to switch from seven gears to ten gears, thereby completing the gear switching at the stage. The two-stage process is integrated to complete the process of switching from the first gear to the ten gears serving as the target gear.
Taking the current gear as a third gear and the target gear as a tenth gear as an example for switching. In the first stage, the current gear is used as a third gear, the target gear is used as an eighth gear, ten gears are selected as transition gears, the starting quantity of the combustion heads is adjusted to switch from the third gear to the ten gears, and then the fuel injection pressure of the combustion heads is adjusted to switch from the ten gears to the eighth gear, so that the gear switching in the stage is completed. And in the second stage, the fuel injection quantity of the combustion head is adjusted to switch from eight gears to eleven gears, so that the switching is completed.
Taking the current gear as a fourth gear and the target gear as a tenth gear as an example for switching. In the first stage, the current gear is taken as a fourth gear, the target gear is taken as an eighth gear, a fifth gear is selected as a transition gear, the starting quantity of the combustion head is adjusted to switch from the fourth gear to the fifth gear, and then the fuel injection pressure of the combustion head is adjusted to switch from the fifth gear to the eighth gear, so that the gear switching in the stage is completed. And in the second stage, the fuel injection pressure of the combustion head is regulated so as to switch from eight gears to ten gears, and the switching is completed.
The switching routes of each stage in each embodiment are only schematic, in the actual operation process, the switching routes can be reasonably selected according to the needs, and at least one stage can be independently regarded as implementing the control method in step S723 in the present application once. Therefore, the condition that two parameters are changed simultaneously in the gear switching process of the step S70 is avoided, the small change range of fuel oil supplied to the combustion head 42 is ensured, flameout is effectively prevented, the combustion head 42 can stably spray fuel to burn, heat is provided, and the stable operation of the heater is ensured.
In addition, in the process of selecting the transition gear, a plurality of gears meeting the transition gear are provided, and any gear meeting the requirement can be selected as the transition gear. In the process of switching from the current gear to the transition gear and from the transition gear to the target gear, corresponding parameters can be changed in a gradual manner, for example, the number of the opened combustion heads can be changed from b to 2b to 3b, and the number of the opened combustion heads can be changed from b to 3b directly. The same applies to the injection pressure of the combustion head.
In one possible implementation, as shown in fig. 1, 5 and 7, the step S7232 specifically includes:
s7232a, selecting one gear between the transition gear and the current gear as the first intermediate gear. Wherein, for one of the opening number of the combustion head and the fuel injection pressure of the combustion head, the first intermediate gear and the transition gear are the same as the current gear; and for the other of the opening quantity of the combustion head and the fuel injection pressure of the combustion head, the transition gear, the first intermediate gear and the current gear are in a decreasing or increasing relation.
And S7232b, adjusting the other of the opening quantity of the combustion head and the fuel injection pressure of the combustion head to switch from the current gear to the first intermediate gear.
And S7232c, adjusting the other of the opening quantity of the combustion head and the fuel injection pressure of the combustion head to switch from the first intermediate gear to the transition gear.
Taking the current gear as a first gear, and switching to ten gears serving as target gears as an example; and selecting eight gears as the transition gears, and selecting five gears between the first gear and the eight gears as the first intermediate gear. The starting quantity of the combustion heads of the first intermediate gear and the target gear is different from the fuel injection pressure of the combustion heads. Adjusting the number of the combustion heads to be opened, wherein the number is changed from b to 2b, so that the first gear is switched to the fifth gear; and then the number of the combustion heads is adjusted to be changed from 2b to 3b so as to be switched from five gears to eight gears, so that the switching from the current gear to the transition gear is smooth, the change range of fuel oil supplied to the combustion heads 42 is ensured to be small, flameout is effectively prevented, stable oil injection and combustion of the combustion heads 42 are ensured, heat is provided, and stable operation of the heater is ensured.
In one possible implementation, as shown in fig. 1, 5 and 7, the step S7233 specifically includes:
s7233a, selecting one gear between the transition gear and the target gear as the second intermediate gear. The transition gear, the second intermediate gear and the target gear are in a decreasing or increasing relation with one of the opening quantity of the combustion head and the fuel injection pressure of the combustion head.
S7233b, one of the opening quantity of the combustion head and the fuel injection pressure of the combustion head is adjusted so as to switch from the transition gear to the second intermediate gear.
S7233c, adjusting one of the opening quantity of the combustion head and the fuel injection pressure of the combustion head so as to switch from the second intermediate gear to the target gear.
Taking the current gear as a first gear, and switching to ten gears serving as target gears as an example; and selecting the third gear as the transition gear, and selecting the seventh gear between the third gear and the tenth gear as the second intermediate gear. The opening quantity of the combustion heads of the second intermediate gear and the current gear is different from the fuel injection pressure of the combustion heads. Adjusting the number of the combustion heads to be opened, wherein the number is changed from b to 2b, so that the three-gear is switched to the seven-gear; and then the number of the combustion heads is adjusted to be changed from 2b to 3b so as to be switched from seven gears to ten gears, so that the switching from the transition gear to the target gear is smooth, the change range of fuel oil supplied to the combustion heads 42 is ensured to be small, flameout is effectively prevented, the combustion heads 42 can stably spray fuel for combustion, heat is provided, and the stable operation of the heater is ensured.
As shown in fig. 5, in combination with the above embodiment, the following switching route may be adopted for switching the current gear and the target gear:
the current gear is a first gear, the target gear is a thirteenth gear, the tenth gear is selected as a transition gear, and the switching route is from the first gear to the fifth gear to the eighth gear to the eleventh gear to the twelfth gear to the thirteenth gear.
The current gear is a thirty-three gear, the target gear is a first gear, the selected three gears are transition gears, and the switching route is from thirteen gears to ten gears to seven gears to three gears to two gears to one gear.
The current gear is a tenth gear, the target gear is a third gear, the first gear is selected as a transition gear, and the switching route is from eleven gears to eight gears to five gears to first gears to second gears to third gears.
The current gear is a thirty-three gear, the target gear is a four-gear, the seven gears are selected as transition gears, and the switching route is from thirteen gears to ten gears to seven gears to six gears to five gears to four gears.
The first intermediate gear and the second intermediate gear can enable the parameter change of the fuel oil in the switching process to be smoother, are favorable for preventing the combustion head 42 from flameout, ensure that the combustion head 42 can stably spray fuel for combustion, provide heat and ensure the stable operation of the heater.
In one possible embodiment, as shown in fig. 1, 5 and 8, the number of burner tips turned on in the current gear is smaller than the number of burner tips turned on in the target gear, and the burner tip injection pressure in the current gear is greater than the burner tip injection pressure in the target gear.
The step S723 specifically includes:
s7234, selecting one gear among a plurality of gears as a transition gear. The number of the combustion heads in the current gear is the same as that of the combustion heads in the transition gear; the target gear is the same as the combustion head injection pressure of the transition gear.
S7235, sequentially reducing fuel injection pressure of the combustion heads under the condition of keeping the opening quantity of the combustion heads unchanged so as to switch from the current gear to the transition gear; the number of burner openings is then increased to switch from the transitional gear to the target gear while maintaining the burner injection pressure unchanged.
Taking the current gear as a seven gear and the target gear as an eight gear as an example, selecting a five gear as a transition gear; specifically, the opening number of the combustion heads is kept unchanged, and the fuel injection pressure of the combustion heads is reduced so as to switch from seventh gear to fifth gear; and then keeping the oil injection pressure of the combustion head unchanged, increasing the opening quantity of the combustion head, and switching from five gears to eight gears to finish gear switching.
In the switching process, the fifth gear is lower than the seventh gear, and compared with the tenth gear as the transition gear, the fuel oil sprayed by the combustion head 42 corresponding to the fifth gear is low in heat generated by combustion, so that the sudden temperature of liquid is not ultrahigh, the heating effect is ensured, and the heater can stably run.
In one possible embodiment, as shown in fig. 1, 5 and 9, the number of burner tips turned on in the current gear is greater than the number of burner tips turned on in the target gear, and the burner tip injection pressure in the current gear is less than the burner tip injection pressure in the target gear.
The step S723 specifically includes:
s7236, selecting one gear among a plurality of gears as a transition gear. The current gear and the combustion head of the transition gear have the same fuel injection pressure; the number of the combustion heads of the target gear is the same as that of the combustion heads of the transition gear;
s7237, firstly reducing the opening quantity of the combustion head under the condition of keeping the injection pressure of the combustion head unchanged so as to switch from the current gear to the transition gear; the burner injection pressure is then increased to switch from the transitional gear to the target gear while maintaining the number of burner openings unchanged.
Taking the current gear as an eight gear and the target gear as a seven gear as an example, selecting a five gear as a transition gear; specifically, the fuel injection pressure of the combustion head is kept unchanged, and the opening quantity of the combustion head is reduced so as to switch from eight gears to five gears; and then the starting number of the combustion heads is kept unchanged, and the fuel injection pressure of the combustion heads is increased so as to switch from five gears to seven gears, thereby completing gear switching.
In the switching process, the fifth gear is lower than the seventh gear, compared with the tenth gear which is selected as the transition gear, the heat generated by the combustion of the fuel oil sprayed out of the combustion head corresponding to the fifth gear is also lower, the sudden temperature of the liquid is not ultrahigh, the heating effect is ensured, and the heater can stably operate.
It will be appreciated that the liquid temperature is low, and the fuel can be ejected by the combustion head 42 to burn so as to quickly obtain heat, so that the consumption time is short, and the influence time on the deicing vehicle is short; the temperature of the liquid is reduced only by self-radiating the liquid, the influence time on the deicing vehicle is long, the operation quality and efficiency are influenced, and the heat radiating device is added to make the system structure of the deicing vehicle more complex and the cost is increased, so that the condition of ultrahigh temperature should be avoided as much as possible in the heating process.
In one possible embodiment, as shown in fig. 1, the heater comprises a furnace body 1 having an opening 12 at one end, an end cap 3 having a mounting opening 31, and a coil 2. The furnace body 1 is internally provided with a containing cavity 11, the furnace body 1 is provided with a smoke outlet 13, and the smoke outlet 13 is communicated with the containing cavity 11 and the outside of the furnace body 1 and is used for discharging waste gas. The end cover 3 is fixedly connected to the opening 12, and the coil pipe 2 can be spirally arranged in the accommodating cavity 11, so that the heating effect is more uniform. The burner 4 includes a buried portion 41, the buried portion 41 is fixedly connected in the housing chamber 11 through the mounting port 31, and the burner head 42 is placed in the buried portion 41 to achieve fixation.
As shown in fig. 1 and 5, taking a=50 and b=1 as an example for explanation, the heater includes zero gear, first gear, second gear and up to ten-third gear which are sequentially arranged, the number of the combustion heads 42 is four, one combustion head 42 is correspondingly started in the zero gear, first gear and third gear of the heater, two combustion heads 42 are correspondingly started in the four gears and seven gears of the heater, and three combustion heads 42 are correspondingly started in the eight gears and ten gears of the heater; eleven to thirty-three gears of the heater each correspond to four combustion heads 42 being turned on.
Wherein, the heater sets gradually zero gear, first gear, second gear and up to the ten-third gear, and the corresponding oil injection pressure range can be 50Pa-200Pa. The fuel injection pressures of the combustion heads corresponding to the first gear, the fifth gear, the eighth gear and the tenth gear of the heater are equal, and the fuel injection pressure of the combustion heads is 100Pa; the fuel injection pressure of the combustion head corresponding to the second gear, the sixth gear, the ninth gear and the tenth gear of the heater is equal, and the fuel injection pressure of the combustion head is 150Pa; the fuel injection pressures of the combustion heads 42 corresponding to the third gear, the seventh gear, the tenth gear and the tenth gear of the heater are all equal, and the fuel injection pressure of the combustion heads is 200Pa; the fuel injection pressure of the combustion head corresponding to the zero gear and the fourth gear is 50Pa; the injection pressures of the fourth gear, the first gear, the second gear and the third gear are sequentially increased. Wherein, the zero gear is a starting gear and is used for an initial gear in the execution process of each step.
Of course, the range of the injection pressure may be 100Pa-300Pa, and the specific injection pressure of the combustion head corresponding to the gear is similar to the above setting process, and will not be repeated here.
It can be understood that in each embodiment of the present application, the values of a and b of the opening number of the combustion heads and the injection pressure of the combustion heads can be changed according to actual settings, and the gear is arranged according to the magnitude relation between the opening number of the combustion heads and the injection pressure of the combustion heads; in the actual structure of the arrangement in fig. 2 and 3, the gear is placed according to the azimuth, but only the relation between the opening number of the combustion heads and the fuel injection pressure of the combustion heads for each gear is aimed at, so as to facilitate understanding of the switching route between gears; meanwhile, the wind pressure of the fan 5 corresponding to each gear is preset in advance, and the gear can be fully combusted according to the calculated or actual calculation of the fuel sprayed out of the gear no matter how the gear is switched.
The various embodiments/implementations provided herein may be combined with one another without conflict.
The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the same, but rather, various modifications and variations can be made by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims (13)

1. The combustion control method of the deicing vehicle heater is characterized by comprising the following steps:
s10, controlling the fan (5) to execute the canteen action; the broom acts as follows: in a preset duration, the fan (5) enters a first preset gear to blow air into the furnace body (1);
s21, starting a heating device to preheat a fuel pipeline (43); controlling the fan (5) to be started so as to blow air into the furnace body (1); controlling the fuel pump to turn on to pump fuel to the combustion head (42);
s22, confirming the actual temperature of the fuel oil, and acquiring a theoretical temperature range;
confirming the actual wind pressure of the fan (5) and obtaining a theoretical wind pressure range;
confirming the actual fuel injection pressure of the combustion head, and acquiring the theoretical fuel injection pressure range of the combustion head;
S23, judging whether the actual temperature, the actual wind pressure and the actual fuel injection pressure of the combustion head are all within a preset range; if yes, executing the step S30, otherwise executing the step S80;
s30, starting an igniter (44);
s40, controlling at least one combustion head (42) to be in an open state so as to spray fuel into the furnace body (1);
s50, confirming the actual flame brightness in the furnace body (1) and acquiring a preset theoretical flame brightness range;
s60, judging whether the actual flame brightness is within a theoretical flame brightness range; if yes, executing step S70; otherwise, executing the step S90;
s70, controlling a gear to keep combustion heating;
s80, accumulating an ignition process for one time;
s81, judging whether the accumulated number of the ignition process is larger than a preset number, if so, executing the step S100, otherwise, executing the step S10;
s90, accumulating ignition times for one time;
s91, judging whether the accumulated number of ignition times is larger than a preset number, if so, executing the step S100, otherwise, executing the step S80;
s100, ending the program;
the step S70 specifically includes:
s71, calculating a required target gear;
s72, switching the current gear to a target gear;
s73, judging whether the actual temperature of the inlet end of the heater is in a first theoretical temperature range, if so, executing the step S74, otherwise, executing the step S71;
S74, the heater enters an flameout state;
s75, judging whether the actual temperature of the inlet end of the heater is in a second theoretical temperature range, if so, executing the step S10, otherwise, executing the step S74;
the step S72 specifically includes:
s721, acquiring the opening quantity of the combustion head and the fuel injection pressure of the combustion head in the current gear;
s722, acquiring the starting quantity of the combustion heads and the fuel injection pressure of the combustion heads of the target gear; wherein the current gear and the target gear have at least different numbers of combustion head openings;
s723, switching from the current gear to the target gear according to a preset control rule; the preset control rule is as follows: in each gear of the switching process, one of the fuel injection pressure of the combustion head and the opening quantity of the combustion head of two adjacent gears is the same, and the other is different.
2. The combustion control method according to claim 1, characterized by further comprising, before step S10:
s01, initializing data.
3. The combustion control method according to claim 1, characterized in that in step S10, the duration is 2S to 10S; the first preset gear is the gear with the largest wind pressure corresponding to the fan (5) in a plurality of gears of the heater.
4. The combustion control method according to claim 1, wherein the step S22 is started after the step S21 is performed for 15S.
5. The combustion control method according to claim 1, wherein the step S50 is started after the step S40 is performed for 5S.
6. The combustion control method according to claim 1, characterized in that the step S71 specifically includes: and comprehensively calculating a required target gear according to the set temperature, the inlet temperature of the inlet end of the heater, the outlet temperature of the outlet end of the heater and the flow.
7. The combustion control method according to claim 1, characterized in that the current gear and the target gear have different combustion head opening numbers, and the current gear and the target gear have different combustion head injection pressures;
the step S723 specifically includes:
s7231, selecting one gear among a plurality of gears as a transition gear; wherein, for one of the opening number of the combustion heads and the fuel injection pressure of the combustion heads, the current gear is the same as the transition gear; for the other of the opening quantity of the combustion heads and the fuel injection pressure of the combustion heads, the target gear is the same as the transition gear;
S7232, adjusting the other one of the opening quantity of the combustion head and the fuel injection pressure of the combustion head to switch from the current gear to the transition gear;
and S7233, adjusting one of the opening quantity of the combustion head and the fuel injection pressure of the combustion head so as to switch from the transition gear to the target gear.
8. The combustion control method according to claim 1, wherein the number of combustion head openings of the current gear is smaller than the number of combustion head openings of the target gear, and the combustion head injection pressure of the current gear is larger than the combustion head injection pressure of the target gear;
the step S723 specifically includes:
s7234, selecting one gear among a plurality of gears as a transition gear; the current gear and the combustion heads of the transition gear are the same in starting quantity; the fuel injection pressure of the combustion head of the target gear and the transition gear is the same;
s7235, firstly, sequentially reducing fuel injection pressure of the combustion heads under the condition of keeping the opening quantity of the combustion heads unchanged so as to switch from the current gear to the transition gear; the number of burner openings is then increased to switch from the transitional gear to the target gear while maintaining the burner injection pressure unchanged.
9. The combustion control method according to claim 1, wherein the number of combustion head openings of the current gear is larger than the number of combustion head openings of the target gear, and the combustion head injection pressure of the current gear is smaller than the combustion head injection pressure of the target gear;
the step S723 specifically includes:
s7236, selecting one gear among a plurality of gears as a transition gear; the current gear is the same as the fuel injection pressure of the combustion head of the transition gear; the number of the combustion heads of the target gear is the same as that of the combustion heads of the transition gear;
s7237, firstly reducing the opening quantity of the combustion head under the condition of keeping the injection pressure of the combustion head unchanged so as to switch from the current gear to the transition gear; and then increasing the fuel injection pressure of the combustion heads under the condition of keeping the opening quantity of the combustion heads unchanged so as to switch from the transition gear to the target gear.
10. A heater, comprising:
a furnace body (1);
the coil pipe (2) is arranged in the furnace body (1), two ends of the coil pipe (2) are respectively communicated with the outside of the furnace body (1), and the coil pipe (2) is internally used for flowing liquid to be heated;
The burner (4) comprises a plurality of combustion heads (42), a fuel pipeline (43) communicated with the combustion heads (42), a heating device arranged on the periphery of the fuel pipeline (43), a fuel pump connected with the fuel pipeline (43) and an igniter (44), wherein the combustion heads (42) comprise a flameout closed state and a fuel oil spraying open state, the combustion heads (42) are in the open state, and the fuel pump sprays fuel oil into the furnace body (1); the igniter (44) includes a standby state in which ignition is stopped and an ignition state in which fuel is ignited;
the fan (5) is used for blowing air into the furnace body (1);
the second sensor is used for sensing the fuel injection pressure of the combustion head;
a third sensor for sensing the temperature of the fuel line (43);
a fourth sensor for sensing the wind pressure of the fan (5);
a fifth sensor for sensing the brightness of the flame in the furnace body (1);
and a control system storing a program of the control method according to any one of claims 1 to 9; the control system controls the combustion head (42) to switch between a closed state and an open state, controls the combustion head oil injection pressure of the combustion head (42) and controls the wind pressure of the fan (5); the second sensor is connected with the control system; the third sensor is connected with the control system; the fourth sensor is connected with the control system; the fifth sensor is connected with the control system;
The heater is provided with a plurality of gears, and each gear corresponds to the preset wind pressure of the fan (5), and corresponds to the preset number of the burner (4) and the preset fuel injection pressure of the burner.
11. The heater of claim 10, wherein the heater includes a first sensor for sensing the number of combustion heads open, the first sensor being coupled to the control system to feed back a first signal.
12. The heater of claim 10, wherein the heater comprises a water pump and a sixth inductor; the water pump is communicated with the coil pipe (2); the sixth inductor is arranged at the inlet end of the coil pipe (2) to induce temperature, and the sixth inductor is connected with the control system.
13. A deicing vehicle, comprising: a vehicle body and a heater as claimed in any one of claims 10 to 12, the heater being provided on the vehicle body.
CN202010420607.0A 2020-05-18 2020-05-18 Combustion control method of deicing vehicle heater, heater and deicing vehicle Active CN111634423B (en)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4565321A (en) * 1981-12-08 1986-01-21 Godtfred Vestergaard Vehicle for deicing aircraft
JPH02225939A (en) * 1989-02-28 1990-09-07 Rinnai Corp Combustion control device for hot-water supplier
JPH06101835A (en) * 1992-09-21 1994-04-12 Matsushita Electric Ind Co Ltd Flame detecting device
JP2001241657A (en) * 2000-03-01 2001-09-07 Toyotomi Co Ltd Petroleum combustion equipment with air bleeding function
CN204631662U (en) * 2015-05-29 2015-09-09 湖南双达机电有限责任公司 A kind of aircraft deicing vehicle integrated control system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4565321A (en) * 1981-12-08 1986-01-21 Godtfred Vestergaard Vehicle for deicing aircraft
JPH02225939A (en) * 1989-02-28 1990-09-07 Rinnai Corp Combustion control device for hot-water supplier
JPH06101835A (en) * 1992-09-21 1994-04-12 Matsushita Electric Ind Co Ltd Flame detecting device
JP2001241657A (en) * 2000-03-01 2001-09-07 Toyotomi Co Ltd Petroleum combustion equipment with air bleeding function
CN204631662U (en) * 2015-05-29 2015-09-09 湖南双达机电有限责任公司 A kind of aircraft deicing vehicle integrated control system

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