CN111997784B - Same-pressure-source multi-path parallel propellant flow accurate control device and method - Google Patents

Same-pressure-source multi-path parallel propellant flow accurate control device and method Download PDF

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CN111997784B
CN111997784B CN202010801422.4A CN202010801422A CN111997784B CN 111997784 B CN111997784 B CN 111997784B CN 202010801422 A CN202010801422 A CN 202010801422A CN 111997784 B CN111997784 B CN 111997784B
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propellant
pipeline
pressure
inlet
main
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CN111997784A (en
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王朝
唐斌运
高强
张志涛
向民
罗帅帅
徐鸿鹏
李涛
朱小刚
杨战伟
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Xian Aerospace Propulsion Testing Technique Institute
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Xian Aerospace Propulsion Testing Technique Institute
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K9/00—Rocket-engine plants, i.e. plants carrying both fuel and oxidant therefor; Control thereof
    • F02K9/42—Rocket-engine plants, i.e. plants carrying both fuel and oxidant therefor; Control thereof using liquid or gaseous propellants
    • F02K9/44—Feeding propellants
    • F02K9/56—Control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K9/00—Rocket-engine plants, i.e. plants carrying both fuel and oxidant therefor; Control thereof
    • F02K9/96—Rocket-engine plants, i.e. plants carrying both fuel and oxidant therefor; Control thereof characterised by specially adapted arrangements for testing or measuring

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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Abstract

The invention provides a device and a method for accurately controlling the flow of a multi-path parallel propellant with the same pressure source, which solve the problems that the prior propellant supply system adopts a multi-path cavitation pipe for flow control, has insufficient precision control and causes overlarge system vibration. The device comprises a propellant supply container, a main pipeline and a main propellant supply assembly and N auxiliary propellant supply assemblies which are connected in parallel; the inlet of the main pipeline is connected with a propellant supply container, and a switch valve and a pressure measuring part are arranged on the main pipeline; the main propellant supply assembly comprises a first pipeline and a first cavitation pipe arranged on the first pipeline, and the inlet and the outlet of the first pipeline are respectively connected with the outlet of the main pipeline and the main propellant inlet of the engine; the inlet pressure of the main propellant is greater than the inlet pressure of the rest auxiliary propellants of the engine; the auxiliary propellant supply assembly comprises an auxiliary branch pipeline, and a throttling orifice plate and an auxiliary branch cavitation pipe which are arranged on the auxiliary branch pipeline, wherein the inlet and the outlet of the auxiliary branch pipeline are respectively connected with the outlet of the main pipeline and the inlet of the corresponding auxiliary propellant of the engine.

Description

Same-pressure-source multi-path parallel propellant flow accurate control device and method
Technical Field
The invention relates to a propellant supply technology, in particular to a device and a method for accurately controlling the flow of a multi-path parallel propellant with the same pressure source.
Background
Currently, squeeze propellant supply systems are primarily flow controlled using a orifice plate or venturi cavitation tube. The method for supplying the propellant flow by adopting the orifice plate is the simplest flow control method, the flow size corresponds to the pressure difference between the front and the back of the orifice plate, but the instability of the engine combustion process causes the pressure fluctuation at the outlet end of the orifice plate, thereby causing the pressure fluctuation of the inlet and the outlet of the orifice plate and influencing the flow supply precision. The flow control by adopting the venturi cavitation pipe is the most effective flow control mode at present, when the cavitation pipe is in a cavitation state, the flow of the extrusion type propellant supply system only depends on the inlet pressure of the cavitation pipe, but the control mode must ensure that the outlet pressure Pe of the cavitation pipe is lower than the critical cavitation pressure Pc of the cavitation pipe and higher than 80 percent of the critical cavitation pressure Pc of the cavitation pipe, namely 0.8Pc < Pe < Pc.
Taking the engine test with three fuel supplies as an example: an extrusion type propellant supply system is adopted in an engine test, the propellant is pressurized by the same container and then is divided into three paths for supply, and the flow and the pressure of the three paths of propellant meet specific values required by engine combustion. The currently used cavitation pipe has a cavitation pressure Pc of 90% of the system inlet pressure Pi, that is: pc is 0.9Pi, which requires the cavitation tube outlet pressure Pe to fluctuate within a range of 0.72Pi < Pe <0.9 Pi. However, in actual operation, the propellant supplied by the same container has the same pressure source Pi, and the variation range of the outlet pressure Pe of the three-way propellant cavitation pipe exceeds the requirement that the Pi is 0.72 < Pe <0.9Pi, which causes excessive system vibration and seriously affects the pulsation pressure value.
Disclosure of Invention
The invention provides a device and a method for accurately controlling the flow of a multi-path parallel propellant under the same pressure source, aiming at solving the technical problems that when the flow control is carried out by adopting a multi-path cavitation pipe in the existing engine test extrusion type propellant supply system, the precision control is insufficient and the system vibration is overlarge.
In order to achieve the purpose, the technical scheme provided by the invention is as follows:
a device for accurately controlling the flow of a multi-path parallel propellant with a same pressure source is characterized in that: the propellant supplying device comprises a propellant supplying container, a main pipeline, a main propellant supplying assembly and N auxiliary propellant supplying assemblies, wherein N is an integer which is more than or equal to 1; the main propellant supply assembly and the N auxiliary propellant supply assemblies are connected in parallel;
the inlet end of the main pipeline is connected with a propellant supply container, and a switch valve and a main pipeline outlet pressure measuring part are sequentially arranged on the main pipeline along the conveying direction;
the main propellant supply assembly comprises a first pipeline and a first cavitation pipe arranged on the first pipeline, wherein the inlet of the first pipeline is connected with the outlet end of the main pipeline, and the outlet of the first pipeline is connected with the main propellant inlet of the engine; the pressure of the main propellant inlet is greater than that of the rest auxiliary propellant inlets of the engine;
the auxiliary propellant supply assembly comprises an auxiliary branch pipeline, and a throttling orifice plate and an auxiliary branch cavitation pipe which are sequentially arranged on the auxiliary branch pipeline along the conveying direction of the auxiliary branch pipeline, wherein the inlet of the auxiliary branch pipeline is connected with the outlet end of the main pipeline, and the outlet of the auxiliary branch pipeline is connected with the corresponding auxiliary propellant inlet of the engine;
a flow area A of the first cavitation pipe1Flow area A of auxiliary branch cavitation pipexFlow area A of orifice platexkThe following conditions are respectively satisfied:
Figure BDA0002627529840000021
Figure BDA0002627529840000022
Figure BDA0002627529840000023
wherein x is 2,3 … … (N + 1);
Q1is a first pipeline flow set value;
Q2for assisting branch pipeline flow equipmentFixing the value;
c is the flow coefficient of the first cavitation pipe and the auxiliary branch cavitation pipe;
C1is the flow coefficient of the orifice plate;
rho is the density of the propellant;
Pi1is the inlet pressure, P, of the first cavitation ducti1＝1.25～1.39Pe1；Pe1P1, P1 is the main propellant inlet pressure of the engine; pe1 is the outlet pressure of the first cavitation tube;
Pixinlet pressure, P, of the cavitation tube serving as an auxiliary branchix＝1.25～1.39Pex；PexApproximately closing Px, wherein Px is the inlet pressure of the auxiliary propellant of the engine; pex is the outlet pressure of the auxiliary branch cavitation pipe;
pi is the outlet pressure of the main pipeline, and Pi is approximately equal to Pi1。
Further, a main pipeline outlet temperature measuring piece is further arranged on the main pipeline.
Further, the outlet sides of the first pipeline and the auxiliary branch pipeline are provided with outlet pressure measuring parts.
Further, the outlet sides of the first pipeline and the auxiliary branch pipeline are provided with outlet temperature measuring parts.
Meanwhile, the invention also provides a method for accurately controlling the flow of the multi-path parallel propellant with the same pressure source, which is characterized by comprising the following steps of:
1) according to the pressure of all propellant inlets of the engine, the inlet with the highest pressure is selected as a main propellant inlet, and the rest are auxiliary propellant inlets;
2) set up first cavitation erosion pipe and assist branch road cavitation erosion pipe, satisfy following condition:
p1> Px, where P1 is the pressure at the primary propellant inlet, x is 2,3 … … (N +1), and Px is the pressure at the secondary propellant inlet;
Pe1≈P1，Pexpx, where Pe1The outlet pressure of the first cavitation tube, x ═ 2,3 … … (N +1), PexThe outlet pressure of the auxiliary branch cavitation pipe;
a first cavitation pipeFlow area A of1And flow area A of the auxiliary branch cavitation pipexThe following conditions are respectively satisfied:
Figure BDA0002627529840000031
Figure BDA0002627529840000032
in the formula: x is 2,3 … … (N + 1);
Q1is a first pipeline flow set value;
Qxthe flow set value is the auxiliary branch pipeline flow set value;
c is the flow coefficient of the first cavitation pipe and the auxiliary branch cavitation pipe;
rho is the density of the propellant;
Pi1is the inlet pressure, P, of the first cavitation ducti1＝1.25～1.39Pe1；
PixInlet pressure, P, of the cavitation tube serving as an auxiliary branchix＝1.25～1.39Pex；
3) Setting a throttle orifice plate, the flow area A of the throttle orifice platexkThe following conditions are satisfied:
Figure BDA0002627529840000033
in the formula: c1Is the flow coefficient of the orifice plate;
pi is the outlet pressure of the main pipeline, and Pi is approximately equal to Pi1；
4) The main pipeline realizes the supply of the propellant to each propellant inlet of the engine by controlling the action of the switch valve.
Compared with the prior art, the invention has the advantages that:
1. the control device and the control method realize the propellant supply of the main propellant inlet (with the maximum pressure) of the engine only through the cavitation pipe, realize the propellant supply of the auxiliary propellant inlet of the engine in a series connection mode of the multi-path throttling orifice plate and the cavitation pipe, can extrude the propellant by the same pressure source, realize that the multi-path propellant enters the engine to meet the specific flow and the specific pressure, ensure that the flow is not influenced by the pressure fluctuation in the combustion process of the engine, and ensure that the outlet pressure of the cavitation pipe is in the working range.
2. The invention adopts the mode that the throttling orifice plate is connected with the cavitation pipe in series, and the flow control is carried out through different cavitation pipes, so that the accurate and reliable control of the flow of the multi-path parallel propellant supply system is obtained; and due to the action of the cavitation pipe, the pressure fluctuation generated by the combustion assembly of the engine can be ensured not to influence the flow of each group of supply assemblies.
3. In the propellant flowing process, the invention can ensure that the inlet pressure and the outlet pressure of the cavitation pipe are in the normal working pressure range by the orifice plate throttling (pressure reduction) mode, thereby ensuring that the propellant supply system does not generate transitional cavitation to cause the vibration and the pulsating pressure of the supply system to be overlarge.
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FIG. 1 is a schematic structural diagram of a first embodiment of a device for accurately controlling the flow of propellants in parallel with multiple pressure sources according to the present invention;
FIG. 2 is a schematic structural diagram of a second embodiment of the device for accurately controlling the flow of multiple parallel propellants of the same pressure source;
wherein the reference numbers are as follows:
1-main pipeline, 11-switch valve, 12-main pipeline outlet pressure measuring part, 13-main pipeline outlet temperature measuring part; 21-a first conduit, 22-a first cavitation pipe; 31-a second pipeline, 32-a first orifice plate, 33-a second cavitation pipe; 41-a third pipeline, 42-a second throttling orifice plate, 43-a third cavitation pipe; 5-engine, 51-main propellant inlet, 52-first secondary propellant inlet, 53-second secondary propellant inlet, 54-third secondary propellant inlet, 55-fourth secondary propellant inlet; 61-a fourth pipeline, 62-a third orifice plate, 63-a fourth cavitation pipe; 71-a fifth pipeline, 72-a fourth orifice plate, 73-a fifth cavitation pipe; 81-outlet pressure measurement, 82-outlet temperature measurement.
Detailed Description
The invention is described in further detail below with reference to the figures and specific embodiments.
Example one
Taking the engine test with three fuel supplies as an example: the extrusion type propellant supply system is adopted, the propellant is pressurized by the same container and then is divided into three paths for supply, in order to ensure that the propellant is extruded by the same pressure source and the three paths of propellants enter the engine to meet the specific flow Q1、Q2、Q3And satisfies a specified pressure P1、P2、P3The flow is not influenced by the pressure fluctuation in the combustion process of the engine, and the outlet pressure of the cavitation pipe can be ensured to be 0.8Pc<Pe<Pc (to ensure that the system does not vibrate and the pulsating pressure is too high), the embodiment adopts a mode that the orifice plate is connected with the cavitation pipe in series, and flow control is performed through different venturi cavitation pipes, so that accurate and reliable control of the flow of the multi-path parallel propellant supply system is obtained.
As shown in fig. 1, a device for accurately controlling the flow of a multi-path parallel propellant under the same pressure source, which accurately controls the flow of the propellant for a multi-path parallel operation cavitation pipe in a manner that a venturi cavitation pipe (hereinafter referred to as a cavitation pipe) is connected in series behind a pore plate; the control device comprises a propellant supply container, a main pipeline 1, a main propellant supply assembly and N auxiliary propellant supply assemblies; the number of auxiliary propellant supply units is equal to and corresponds one-to-one to the number of auxiliary propellant inlets of the engine 5.
In the embodiment, the number of propellant inlets of the engine 5 is 3, which are respectively a main propellant inlet 51 and 2 auxiliary propellant inlets, the pressure of the main propellant inlet 51 is greater than that of the auxiliary propellant inlets, the main propellant inlet 51 is located at the upper part of the engine 5, and the 2 auxiliary propellant inlets are respectively a first auxiliary propellant inlet 52 located at the body part of the engine 5 and a second auxiliary propellant inlet 53 located at the bottom part of the engine 5; accordingly, the number N of the auxiliary propellant supply units in the control device of the present embodiment is 2, the main propellant supply unit is connected to the main propellant inlet 51 of the engine 5, 2 auxiliary propellant supply units are respectively connected to 2 auxiliary propellant inlets of the engine 5, and 2 auxiliary propellant supply units are respectively the second propellant supply unit and the third propellant supply unit.
An inlet end of the main pipeline 1 is connected with a propellant supply container, a switch valve 11, a main pipeline outlet temperature measuring piece 13 and a main pipeline outlet pressure measuring piece 12 are sequentially arranged on the main pipeline 1 along the conveying direction, the main pipeline outlet pressure measuring piece 12 can be a main pipeline outlet pressure measuring sensor in the embodiment, and the main pipeline outlet temperature measuring piece 13 can be a main pipeline outlet temperature measuring sensor;
the main propellant supply assembly comprises a first pipe 21 and a first cavitation pipe 22 arranged on the first pipe 21, an inlet end of the first pipe 21 is connected with an outlet end of the main pipe 1, and an outlet end of the first pipe 21 is connected with a main propellant inlet 51 of the engine 5;
the second propellant supply assembly comprises a second pipeline 31, a first throttling orifice plate 32 and a second cavitation pipe 33 which are sequentially arranged on the second pipeline 31 along the conveying direction of the second pipeline 31, the inlet end of the second pipeline 31 is connected with the outlet end of the main pipeline 1, and the outlet end of the second pipeline 31 is connected with a first auxiliary propellant inlet 52 of the body part of the engine 5;
the third propellant supply assembly comprises a third pipeline 41, and a second throttling orifice 42 and a third cavitation pipe 43 which are sequentially arranged on the third pipeline 41 along the conveying direction of the third pipeline 41, wherein the inlet end of the third pipeline 41 is connected with the outlet end of the main pipeline 1, and the outlet end of the third pipeline 41 is connected with a second auxiliary propellant inlet 53 at the bottom of the engine 5.
The outlet sides of the first pipeline 21, the second pipeline 31 and the third pipeline 41 are respectively provided with an outlet pressure measuring part 81 and an outlet temperature measuring part 82, in this embodiment, the outlet pressure measuring part 81 can adopt an outlet pressure measuring sensor, and the outlet temperature measuring part 82 can adopt an outlet temperature measuring sensor.
To ensure the inlet pressure and flow of the engine 5:
first, when the first cavitation pipe 22, the second cavitation pipe 33, and the third cavitation pipe 43 are provided, the following conditions should be followed:
p1> P2, and P1> P3, where P1 is the pressure of the main propellant inlet 51, P2 is the pressure of the first auxiliary propellant inlet 52, and P3 is the pressure of the second auxiliary propellant inlet 53;
P1≈Pe1，P2≈Pe2，P3≈Pe3wherein P ise1Is the outlet pressure, P, of the first cavitation pipe 22e2Is the outlet pressure, P, of the second cavitation pipe 33e3Is the outlet pressure of the third cavitation pipe 43, Pe1、Pe2、Pe3Satisfies the following conditions: pe1>Pe2And P ise1>Pe3；
Inlet pressure P of the first cavitation pipe 22i1Inlet pressure P of the second cavitation pipe 33i2The inlet pressure P of the third cavitation pipe 43i3Satisfies the following conditions: pi1＝1.25～1.39Pe1,Pi2＝1.25～1.39Pe2，Pi3＝1.25～1.39Pe3And P isi1Pi is approximately distributed; wherein Pi is the outlet pressure of the main pipeline 1;
the flow area a of the first cavitation pipe 221Satisfies the formula:
Figure BDA0002627529840000061
flow area a of the second cavitation pipe 332Satisfies the formula:
Figure BDA0002627529840000062
flow area a of the third cavitation pipe 433Satisfies the formula:
Figure BDA0002627529840000063
in the formula: q1First conduit 21 flow setpoint to ensure engine 5 inlet pressure P1;
Q2a second conduit 31 flow setpoint to ensure engine 5 inlet pressure P2;
Q3 third conduit 41 flow setpoint to ensure engine 5 inlet pressure P3;
c is the flow coefficient of the first cavitation pipe 22, the second cavitation pipe 33, the third cavitation pipe 43;
ρ is the propellant density.
Next, when the first orifice plate 32 and the second orifice plate 42 are provided, the following conditions should be satisfied:
flow area A of the first orifice plate 322kSatisfies the formula:
Figure BDA0002627529840000071
flow area A of the second orifice plate 423kSatisfies the formula:
Figure BDA0002627529840000072
in the formula: c1The flow coefficients of the first orifice plate 32 and the second orifice plate 42.
The control device effectively meets the specific flow and pressure requirements of the inlet propellant during the combustion of the engine in the supply process of multiple groups of parallel propellants.
Based on the above flow rate accurate control device, the embodiment further provides a method for accurately controlling the flow rate of the multi-path parallel propellant with the same pressure source, which includes the following steps:
1) according to the pressure of all propellant inlets of the engine 5, the inlet with the highest pressure is selected as a main propellant inlet 51, and the rest are auxiliary propellant inlets;
2) the main pipe 1 is connected to a main propellant inlet 51 of the engine 5 through a main propellant supply assembly including a first pipe 21 and a first cavitation pipe 22 provided on the first pipe 21; the main pipeline 1 is connected with the other auxiliary propellant inlets through auxiliary propellant supply assemblies respectively, each auxiliary propellant supply assembly comprises an auxiliary branch pipeline, and a throttling orifice plate and an auxiliary branch cavitation pipe which are sequentially arranged on the auxiliary branch pipeline along the conveying direction of the auxiliary branch pipeline; wherein, the number of the auxiliary propellant supply assemblies is equal to the number of the auxiliary propellant inlets of the engine 5 and corresponds to one by one, and the number of the auxiliary propellant supply assemblies is 2 in the embodiment;
3) the main pipeline 1 is connected with a propellant supply container through a main pipeline outlet pressure measuring part 12 and a switch valve 11;
4) the action of the on-off valve 11 is controlled to supply precise propellant flow rates to each propellant inlet of the engine 5.
The propellant flow accurate control device effectively solves the problems that three paths of propellants enter the engine 5, so that the system vibration is too large and the pulsation pressure value is seriously influenced in a mode of serially connecting the throttling orifice plate and the cavitation pipe; the influence of pressure fluctuation generated by combustion of the engine 5 on the orifice plate is eliminated through the cavitation effect, the pressure fluctuation generated by the engine 5 can be ensured not to influence the flow of each group, and meanwhile, the cavitation pipe can be ensured to be in a normal working state, and the problems of vibration and overlarge pulsating pressure of a control device can be avoided.
Example two
The difference from the first embodiment is that: as shown in fig. 2, the number of propellant inlets of the engine 5 is 5, which are respectively a main propellant inlet 51 and 4 auxiliary propellant inlets, the pressure of the main propellant inlet 51 is greater than that of all the auxiliary propellant inlets, the main propellant inlet 51 is located at the upper part of the engine 5, the 4 auxiliary propellant inlets are respectively a first auxiliary propellant inlet 52, a second auxiliary propellant inlet 53, a third auxiliary propellant inlet 54 and a fourth auxiliary propellant inlet 55, the first auxiliary propellant inlet 52 is located at the body part of the engine 5, and the second auxiliary propellant inlet 53, the third auxiliary propellant inlet 54 and the fourth auxiliary propellant inlet 55 are all located at the bottom part of the engine 5; accordingly, the number of the auxiliary propellant supply units in the control device of the present embodiment is 4, the main propellant supply unit is connected to the main propellant inlet 51 of the engine 5, the 4 auxiliary propellant supply units are respectively connected to the 4 auxiliary propellant inlets of the engine 5, and the 4 auxiliary propellant supply units are respectively the second propellant supply unit, the third propellant supply unit, the fourth propellant supply unit and the fifth propellant supply unit.
The main propellant supply assembly comprises a first pipe 21 and a first cavitation pipe 22 arranged on the first pipe 21, an inlet end of the first pipe 21 is connected with an outlet end of the main pipe 1, and an outlet end of the first pipe 21 is connected with a main propellant inlet 51 of the engine 5;
the second propellant supply assembly comprises a second pipeline 31, a first throttling orifice plate 32 and a second cavitation pipe 33 which are sequentially arranged on the second pipeline 31 along the conveying direction of the second pipeline 31, the inlet end of the second pipeline 31 is connected with the outlet end of the main pipeline 1, and the outlet end of the second pipeline 31 is connected with a first auxiliary propellant inlet 52 of the engine 5;
the third propellant supply assembly comprises a third pipeline 41, and a second throttling orifice 42 and a third cavitation pipe 43 which are sequentially arranged on the third pipeline 41 along the conveying direction of the third pipeline 41, wherein the inlet end of the third pipeline 41 is connected with the outlet end of the main pipeline 1, and the outlet end of the third pipeline 41 is connected with a second auxiliary propellant inlet 53 of the engine 5.
The fourth propellant supply assembly comprises a fourth pipeline 61, a third throttling pore plate 62 and a fourth cavitation pipe 63 which are sequentially arranged on the fourth pipeline 61 along the conveying direction of the fourth pipeline 61, the inlet end of the fourth pipeline 61 is connected with the outlet end of the main pipeline 1, and the outlet end of the fourth pipeline 61 is connected with the third auxiliary propellant inlet 54 of the engine 5;
the fifth propellant supply assembly comprises a fifth pipeline 71, a fourth throttling orifice plate 72 and a fifth cavitation pipe 73 which are sequentially arranged on the fifth pipeline 71 along the conveying direction of the fifth pipeline 71, wherein the inlet end of the fifth pipeline 71 is connected with the outlet end of the main pipeline 1, and the outlet end of the fifth pipeline 71 is connected with the fourth auxiliary propellant inlet 55 of the engine 5.
To ensure the inlet pressure and flow of the engine 5:
first, when the first cavitation pipe 22, the second cavitation pipe 33, the third cavitation pipe 43, the fourth cavitation pipe 63, and the fifth cavitation pipe 73 are provided, the following conditions should be followed:
p1> P2, and P1> P3, P1> P4, P1> P5, P1 being the pressure of the main propellant inlet 51 of the engine 5, P2 being the pressure of the first auxiliary propellant inlet 52 of the engine 5, P3 being the pressure of the second auxiliary propellant inlet 53 of the engine 5, P4 being the pressure of the third auxiliary propellant inlet 54 of the engine 5, P5 being the pressure of the fourth auxiliary propellant inlet 55 of the engine 5;
P1≈Pe1，P2≈Pe2，P3≈Pe3，P4≈Pe4，P5≈Pe5wherein P ise1Is the outlet pressure, P, of the first cavitation pipe 22e2Is the outlet pressure, P, of the second cavitation pipe 33e3Is the outlet pressure, P, of the third cavitation pipe 43e4Is the outlet pressure, P, of the fourth cavitation pipe 63e5The outlet pressure of the fifth cavitation pipe 73, Pe1、Pe2、Pe3、Pe4、Pe5Satisfies the following conditions: pe1>Pe2And P ise1>Pe3，Pe1>Pe4，Pe1>Pe5；
Inlet pressure P of the first cavitation pipe 22i1Inlet pressure P of the second cavitation pipe 33i2The inlet pressure P of the third cavitation pipe 43i3And the inlet pressure P of the fourth cavitation pipe 63i4Inlet pressure P of the fifth cavitation pipe 73i5Satisfies the following conditions: pi1＝1.25～1.39Pe1,Pi2＝1.25～1.39Pe2，Pi3＝1.25～1.39Pe3，Pi4＝1.25～1.39Pe4，Pi5＝1.25～1.39Pe5And P isi1Pi is approximately distributed; wherein Pi is the outlet pressure of the main pipeline 1;
the flow area a of the first cavitation pipe 221Satisfies the formula:
Figure BDA0002627529840000091
flow area a of the second cavitation pipe 332Satisfies the formula:
Figure BDA0002627529840000092
flow area a of the third cavitation pipe 433Satisfies the formula:
Figure BDA0002627529840000093
flow area a of the fourth cavitation pipe 634Satisfies the formula:
Figure BDA0002627529840000094
flow area a of the fifth cavitation pipe 735Satisfies the formula:
Figure BDA0002627529840000095
in the formula: q1First conduit 21 flow setpoint to ensure engine 5 inlet pressure P1;
Q2a second conduit 31 flow setpoint to ensure engine 5 inlet pressure P2;
Q3 third conduit 41 flow setpoint to ensure engine 5 inlet pressure P3;
Q4 fourth conduit 61 flow setpoint to ensure engine 5 inlet pressure P4;
Q5 fifth conduit 71 flow setpoint to ensure engine 5 inlet pressure P5;
c is the flow coefficient of the first cavitation pipe 22, the second cavitation pipe 33, the third cavitation pipe 43, the fourth cavitation pipe 63, the fifth cavitation pipe 73;
rho is the density of the propellant;
next, when the first orifice plate 32, the second orifice plate 42, the third orifice plate 62, and the fourth orifice plate 72 are provided, the following conditions should be followed:
flow area A of the first orifice plate 322kSatisfies the formula:
Figure BDA0002627529840000101
flow area A of the second orifice plate 423kSatisfies the formula:
Figure BDA0002627529840000102
flow area A of the third orifice plate 624kSatisfies the formula:
Figure BDA0002627529840000103
flow area A of the fourth orifice plate 725kSatisfies the formula:
Figure BDA0002627529840000104
in the formula: c1A first orifice plate 32, a second orifice plate 42, and a third orifice plateThe flow coefficient of plate 62 and fourth orifice plate 72.
The above description is only for the purpose of describing the preferred embodiments of the present invention and does not limit the technical solutions of the present invention, and any known modifications made by those skilled in the art based on the main technical concepts of the present invention fall within the technical scope of the present invention.

Claims (5)

1. The utility model provides a with parallelly connected propellant flow accurate control device of pressure source multichannel which characterized in that: the propellant supplying device comprises a propellant supplying container, a main pipeline (1), a main propellant supplying component and N auxiliary propellant supplying components, wherein N is an integer which is more than or equal to 1; the primary propellant supply assembly and the N secondary propellant supply assemblies are connected in parallel;
the inlet end of the main pipeline (1) is connected with a propellant supply container, and a switch valve (11) and a main pipeline outlet pressure measuring piece (12) are sequentially arranged on the main pipeline (1) along the conveying direction;
the main propellant supply assembly comprises a first pipeline (21) and a first cavitation pipe (22) arranged on the first pipeline (21), wherein the inlet end of the first pipeline (21) is connected with the outlet end of the main pipeline (1), and the outlet end of the first pipeline (21) is connected with a main propellant inlet (51) of the engine (5); the pressure of the main propellant inlet (51) is greater than that of the rest auxiliary propellant inlets of the engine (5);
the auxiliary propellant supply assembly comprises an auxiliary branch pipeline, and a throttling orifice plate and an auxiliary branch cavitation pipe which are sequentially arranged on the auxiliary branch pipeline along the conveying direction of the auxiliary branch pipeline, wherein the inlet end of the auxiliary branch pipeline is connected with the outlet end of the main pipeline (1), and the outlet end of the auxiliary branch pipeline is connected with the corresponding auxiliary propellant inlet of the engine (5);
a flow area A of the first cavitation tube (22)1Flow area A of auxiliary branch cavitation pipexFlow area A of orifice platexkThe following conditions are respectively satisfied:
Figure FDA0002627529830000011
Figure FDA0002627529830000012
Figure FDA0002627529830000013
wherein x is 2,3 … … (N + 1);
Q1is a first pipeline (21) flow set value;
Qxthe flow set value is the auxiliary branch pipeline flow set value;
c is the flow coefficient of the first cavitation pipe (22) and the auxiliary branch cavitation pipe;
C1is the flow coefficient of the orifice plate;
rho is the density of the propellant;
Pi1is the inlet pressure, P, of the first cavitation pipe (22)i1＝1.25～1.39Pe1；Pe1P1, P1 is the main propellant inlet (51) pressure of the engine (5); pe1Is the outlet pressure of the first cavitation pipe (22);
Pixinlet pressure, P, of the cavitation tube serving as an auxiliary branchix＝1.25～1.39Pex；PexPx is approximately distributed, and Px is the inlet pressure of the auxiliary propellant of the engine (5); pex is the outlet pressure of the auxiliary branch cavitation pipe;
pi is the outlet pressure of the main pipe (1), and Pi is approximately equal to Pi1。
2. The device for accurately controlling the flow of the multi-path parallel propellant with the same pressure source as in claim 1, is characterized in that: and a main pipeline outlet temperature measuring piece (13) is also arranged on the main pipeline (1).
3. The device for accurately controlling the flow of the multi-path parallel propellant with the same pressure source as in claim 2, is characterized in that: and outlet sides of the first pipeline (21) and the auxiliary branch pipeline are respectively provided with an outlet pressure measuring part.
4. The device for accurately controlling the flow of the multi-path parallel propellant with the same pressure source as in claim 3, wherein: and outlet side of the first pipeline (21) and the outlet side of the auxiliary branch pipeline are both provided with outlet temperature measuring parts.
5. A method for accurately controlling the flow of a multi-path parallel propellant with a same pressure source is characterized by comprising the following steps:
1) according to the pressure of all propellant inlets of the engine (5), the inlet with the highest pressure is selected as a main propellant inlet (51) of the engine, and the rest are auxiliary propellant inlets;
2) the first cavitation pipe (22) and the auxiliary branch cavitation pipe are arranged, and the following conditions are met:
p1> Px, where P1 is the pressure at the main propellant inlet (51), x is 2,3 … … (N +1), and Px is the pressure at the auxiliary propellant inlet;
Pe1≈P1，Pexpx, where Pe1Is the outlet pressure of the first cavitation pipe (22), x is 2,3 … … (N +1), PexThe outlet pressure of the auxiliary branch cavitation pipe;
the flow area A of the first cavitation pipe (22)1And flow area A of the auxiliary branch cavitation pipexThe following conditions are respectively satisfied:
Figure FDA0002627529830000021
Figure FDA0002627529830000022
in the formula: x is 2,3 … … (N + 1);
Q1is a first pipeline (21) flow set value;
Qxthe flow set value is the auxiliary branch pipeline flow set value;
c is the flow coefficient of the first cavitation pipe (22) and the auxiliary branch cavitation pipe;
rho is the density of the propellant;
Pi1is the first steamInlet pressure, P, of the corrosion tube (22)i1＝1.25～1.39Pe1；
PixInlet pressure, P, of the cavitation tube serving as an auxiliary branchix＝1.25～1.39Pex；
3) Setting a throttle orifice plate, the flow area A of the throttle orifice platexkThe following conditions are satisfied:
Figure FDA0002627529830000031
in the formula: c1Is the flow coefficient of the orifice plate;
pi is the outlet pressure of the main pipe (1), and Pi is approximately equal to Pi1；
4) The main pipeline (1) realizes the supply of propellant to each propellant inlet of the engine (5) by controlling the action of the switch valve (11).
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