CN114635803B - Aeroengine fuel system and aeroengine - Google Patents
Aeroengine fuel system and aeroengine Download PDFInfo
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- CN114635803B CN114635803B CN202011489414.7A CN202011489414A CN114635803B CN 114635803 B CN114635803 B CN 114635803B CN 202011489414 A CN202011489414 A CN 202011489414A CN 114635803 B CN114635803 B CN 114635803B
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/26—Control of fuel supply
- F02C9/263—Control of fuel supply by means of fuel metering valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/26—Control of fuel supply
- F02C9/32—Control of fuel supply characterised by throttling of fuel
Abstract
The present disclosure relates to an aircraft engine fuel system and an aircraft engine, the fuel system comprising: high pressure shut off the valve; an overrun solenoid valve; the over-rotation execution valve is at least provided with a first cavity, a third cavity and a fourth cavity, and a first oil port, a third oil port, a fourth oil port and a fifth oil port are arranged on the first bushing; the fifth oil port is communicated with the fourth cavity and is used for introducing fuel with a first pressure value, the fourth oil port is communicated with the third cavity and the control cavity of the high-pressure shutoff valve, the third oil port is used for introducing fuel with a second pressure value, and the first pressure value is larger than the second pressure value; under the over-rotation triggering state, the over-rotation electromagnetic valve is connected to enable fuel oil with a second pressure value to enter the first cavity, the first piston moves towards the first cavity to a first limit position under the action of pressure difference of two ends, the fourth oil port is communicated with the third oil port through the third cavity, and the fuel oil with the second pressure value is led to the control cavity to enable the high-pressure shutoff valve to be shut off; in the overrun locking state, the overrun solenoid valve is turned off and the first piston remains stationary under the pressure differential.
Description
Technical Field
The disclosure relates to the technical field of aeroengines, in particular to an aeroengine fuel system and an aeroengine.
Background
When the aeroengine fuel system works, in order to ensure the working safety of the aeroengine, the aeroengine control system is required to have an over-rotation protection function according to the related requirements of airworthiness. After the aeroengine triggers the over-rotation instruction, the fuel system can cut off fuel supplied to the combustion chamber, the fuel cutting action is completed rapidly, the engine is stopped, and the over-rotation protection function and the fuel control function can be mutually independent.
Therefore, the fuel system needs to ensure that the fuel cutting action can be completed by triggering the over-rotation command at any position of the metering valve, and the fuel system needs to be in a fuel cutting state before the metering valve returns to the initial position after the over-rotation command is canceled.
Disclosure of Invention
The embodiment of the disclosure provides an aeroengine fuel system and an aeroengine, which can improve the safety of the aeroengine during operation.
According to an aspect of the present disclosure, there is provided an aircraft engine fuel system comprising:
a high pressure shut-off shutter having an on-state and an off-state configured to control an on-off state of supplying fuel to the combustion chamber;
an overrun solenoid valve having an on state and an off state; and
the over-rotation execution valve comprises a first bushing and a first piston, wherein the first piston is movably arranged in the first bushing, at least a first cavity, a third cavity and a fourth cavity are formed between the first piston and the first bushing, and a first oil port, a third oil port, a fourth oil port and a fifth oil port are formed in the first bushing; the fifth oil port is communicated with the fourth cavity and is configured to selectively introduce fuel of a first pressure value, the fourth oil port is communicated with the third cavity and the control cavity of the high-pressure shutoff valve, the third oil port introduces fuel of a second pressure value, and the first pressure value is larger than the second pressure value;
under the over-rotation triggering state, the over-rotation electromagnetic valve is switched to an on state to enable fuel with a second pressure value to enter the first cavity, the fourth cavity is used for introducing the fuel with the first pressure value, the first piston moves to a first limit position towards the first cavity under the action of pressure difference between the first cavity and the fourth cavity at two ends, and the fourth oil port is communicated with the third oil port through the third cavity so as to enable the fuel with the second pressure value to be introduced into the control cavity to enable the high-pressure shutoff valve to be in an off state; and in the overrun locking state, the overrun electromagnetic valve is switched to the off state, and the first piston keeps unchanged in position under the action of the pressure difference between the first cavity and the fourth cavity.
In some embodiments, the aircraft engine fuel system further comprises:
a low pressure pump and a high pressure pump configured to supply oil to the combustion chamber;
wherein the first pressure value is consistent with the outlet pressure of the high pressure pump and the second pressure value is consistent with the outlet pressure of the low pressure pump.
In some embodiments, a second cavity is further formed between the first piston and the first bushing, the first cavity, the second cavity, the third cavity and the fourth cavity are sequentially arranged, and a second oil port is further formed in the first bushing; the over-rotation solenoid valve is configured to supply fuel of a second pressure value to the second chamber through the second port in an over-rotation trigger state, and to supply fuel of a first pressure value to the second chamber through the second port in an over-rotation lock state.
In some embodiments, the high-pressure shut-off valve comprises a control valve body and an action valve body, the control valve body comprises a second bushing and a second piston, the second piston is movably arranged in the second bushing and divides a control cavity in the control valve body into a first control cavity and a second control cavity, the first control cavity is used for introducing fuel with a first pressure value and is communicated with the third cavity through a fourth oil port, and the second control cavity has the first pressure value;
under the over-rotation triggering state, the first control cavity introduces fuel with a second pressure value through the third cavity, so that the second piston moves to switch off the action valve body.
In some embodiments, the aeroengine fuel system further comprises a metering valve and a fuel oil content valve, the high-pressure shut-off valve comprises a control valve body and an action valve body, the action valve body comprises a third bushing and a third piston, the third piston is movably arranged in the third bushing and divides a cavity in the third bushing into a working cavity and a spring cavity, and a first working oil port connected with the metering valve and a second working oil port connected with the fuel oil grading valve are arranged on the third bushing;
the first working oil port and the second working oil port are communicated in a normal working state; and in the over-rotation triggering state, the third piston moves to separate the first working oil port from the second working oil port under the action of the control valve body so as to shut off the action valve body.
In some embodiments, the aeroengine fuel system further comprises a metering valve, including a fourth bushing and a fourth piston, wherein the fourth piston is movably arranged in the fourth bushing and divides a cavity in the fourth bushing into a fifth cavity, a sixth cavity, a seventh cavity and an eighth cavity in sequence, the fourth bushing is provided with a sixth oil port, a seventh oil port, an eighth oil port, a ninth oil port, a tenth oil port and an eleventh oil port, the sixth oil port and the eleventh oil port are respectively communicated with the fifth cavity and the eighth cavity, and fuel with a second pressure value or a third pressure value is selectively introduced to enable the fourth piston to move; the seventh cavity is communicated with the fourth cavity through a ninth oil port and a fifth oil port, a throttle valve is arranged on a communicated passage, and the regulating pressure of the throttle valve is a first pressure value; and the tenth oil port is filled with fuel oil with the second pressure value.
In some embodiments, in an initial reset state, the seventh port and the eighth port are spaced apart to shut off the metering valve, and the fourth chamber is in communication with the tenth port through the seventh chamber and has a second pressure value; in the rest state, the seventh oil port and the eighth oil port are communicated through a sixth cavity so that the metering valve is communicated, and the seventh cavity is disconnected from being communicated with the tenth oil port so that the fourth cavity has a first pressure value.
In some embodiments, the aircraft engine fuel system further comprises a metering flapper connected upstream of the high pressure shut-off flapper and a fuel oil dispensing valve connected downstream of the high pressure shut-off flapper, the aircraft engine fuel system having a normal operating state, an overstroke trigger state, an overstroke lockout state, and an initial reset state, wherein:
under the normal working state, the overrun electromagnetic valve is in an off state, the metering valve is in an on state, the first piston is in a second limit position, and the high-pressure shutoff valve is in an on state;
under the over-rotation triggering state, the over-rotation electromagnetic valve is in a switching-on state, the metering valve is in a switching-on state, the first piston is in a first limit position, and the high-pressure switching-off valve is in a switching-off state;
in the overrun locking state, the overrun electromagnetic valve is in an off state, the metering valve is in an on state, the first piston is in a first limit position, and the high-pressure shutoff valve is in an off state;
under the initial reset state, the overrun electromagnetic valve and the metering valve are in the off state, the metering valve is in the off state, the first piston is in the first limit position, the high-pressure off valve is in the off state, the pressure of the fourth cavity is switched to the second pressure value, and the first piston moves to restore to the normal working state through the pressure difference.
According to another aspect of the present disclosure, an aircraft engine is provided, comprising the aircraft engine fuel system of the above-described embodiment.
The fuel system of the aero-engine has an over-rotation protection function, after the rotating speed of the aero-engine exceeds the preset rotating speed, an over-rotation instruction is triggered, the fuel system can cut off fuel supplied to a combustion chamber through a high-pressure shutoff valve, and the fuel cutting action is completed rapidly to stop the engine; moreover, the overrun executing valve with the hydraulic locking function can avoid oscillation caused by pressure fluctuation in a high-flow state, improve the reliability of the overrun oil cutting function, maintain the pressure of the fuel system and ensure the normal servo action of the fuel system; in addition, the structure is simple, the weight is light, the volume and the weight of the accessory shell can be reduced, and the thrust-weight ratio of the engine is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure, illustrate and explain the present disclosure, and together with the description serve to explain the present disclosure. In the drawings:
FIG. 1 is a system schematic diagram of a typical aircraft engine fuel system;
FIG. 2 is a schematic diagram of a system with over-rotation locking in an aircraft engine fuel system of the present disclosure;
FIG. 3 is a schematic illustration of the aircraft engine fuel system of FIG. 2 in a normal operating condition with over-rotation locking;
FIG. 4 is a schematic illustration of the aircraft engine fuel system with over-rotation lockout shown in FIG. 2 in an over-rotation triggered state;
FIG. 5 is a schematic illustration of the aircraft engine fuel system with over-lock function of FIG. 2 in an over-lock condition;
FIG. 6 is a schematic illustration of the aircraft engine fuel system of FIG. 2 with over-rotation lockout in an initial reset condition.
Detailed Description
The present disclosure is described in detail below. In the following paragraphs, the different aspects of the embodiments are defined in more detail. Aspects so defined may be combined with any other aspect or aspects unless explicitly stated to be non-combinable. In particular, any feature or features may be combined with one or more other features may be desired and advantageous.
The terms "first," "second," and the like in this disclosure are merely for convenience of description to distinguish between different constituent components having the same name, and do not denote a sequential or primary or secondary relationship.
In the description of the present application, it should be understood that the directions or positional relationships indicated by the terms "inner", "outer", "upper", "lower", "left" and "right", etc., are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present application, and do not indicate or imply that the apparatus referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the scope of protection of the present application.
The principle of the fuel system of the aero-engine is shown in fig. 1, and comprises the following steps: the low-pressure pump 1, the high-pressure pump 2, the constant-pressure valve 3, the actuating component 4, the high-pressure shut-off valve 5, the fuel classifying valve 6, the first group of fuel nozzles 7, the second group of fuel nozzles 8, the metering valve 9, the pressure difference valve 10 and the oil return valve 11.
After being pressurized by the low-pressure pump 1 and the high-pressure pump 2, the airplane oil enters a fuel main pipe and a fuel nozzle through the metering valve 9 and the high-pressure shutoff valve 5 to be supplied to a combustion chamber of the engine. The metering valve 9 is used for metering the fuel quantity to the combustion chamber of the engine; the high-pressure shut-off flap 5 is used to keep the system at a sufficient minimum servo pressure and to shut off the fuel to the engine combustion chamber after the engine is shut down; the differential pressure valve 10 is used for ensuring the constant differential pressure between the front and the rear of the metering valve 9, so that the position of the metering valve 9 can be controlled to control the fuel quantity to the combustion chamber; the return flap 11 serves to return more fuel than is required by the engine, which is supplied by the high-pressure pump 2, to the low-pressure pump 1. Fuel staging to improve the fuel nozzle atomization, fuel is supplied to a portion of the nozzles of the combustion chamber when the combustion chamber flow is small, and fuel is supplied to all of the nozzles of the combustion chamber when the combustion chamber flow is large.
After the aircraft oil is pressurized by the low-pressure pump 1, the system low-pressure Pb is formed, and the fuel oil is pressurized by the high-pressure pump 2, so that the high-pressure oil Ps is formed. One path of high-pressure oil is supplied to a constant-pressure valve 3 of the servo system and used for regulating the constant-pressure oil Pc; the other path is supplied to the metering valve 9, the front pressure of the metering valve 9 is P1, the rear pressure of the metering valve 9 is P2, the pressure difference valve 10 senses the front pressure and the rear pressure of the metering valve 9, and the pressure difference between the front pressure and the rear pressure of the metering valve 9 is kept constant by controlling the oil return valve 11, so that the metering flow is only related to the opening degree of the metering valve 9. The fuel enters the high-pressure shutoff valve 5 through the metering valve 9, when the metering flow is smaller, the high-pressure shutoff valve 5 is closed, the fuel system is guaranteed to have enough high-pressure oil Ps, when the metering flow is increased, the high-pressure shutoff valve 5 is opened, and the pressure behind the high-pressure shutoff valve 5 is P22. The metering oil enters the fuel oil grading valve 6 after passing through the high-pressure shutoff valve 5, and is supplied to the first group of nozzles and the second group of nozzles under the control of the fuel oil grading valve 6.
In a typical aircraft engine fuel system, the pressure conditions of the metered fuel line are: ps > P1> P2> P22;
the pressure conditions of the servo fuel circuit are as follows: ps > Pc > Pb, and Pc-pb=constant.
As shown in fig. 2, the present disclosure provides an aircraft engine fuel system, in some embodiments, comprising: a high-pressure shut-off shutter 5, an overrun solenoid valve 12, and an overrun actuator shutter 13.
The high-pressure shut-off shutter 5 has an on state and an off state, and is configured to control the on-off state of supplying fuel to the combustion chamber; the over-rotation solenoid valve 12 has an on state and an off state.
The over-rotation executing valve 13 comprises a first bushing 131 and a first piston 132, wherein the first piston 132 is movably arranged in the first bushing 131, at least a first cavity Q1, a third cavity Q3 and a fourth cavity Q4 are formed between the first piston 132 and the first bushing 131, and a first oil port O1, a third oil port O3, a fourth oil port O4 and a fifth oil port O5 are formed in the first bushing 131; the fifth port O5 communicates with the fourth chamber Q4 and is configured to selectively introduce fuel of a first pressure value Ps, the fourth port O4 communicates with the third chamber Q3 and with the control chamber of the high-pressure shut-off shutter 5, the third port O3 introduces fuel of a second pressure value Pb, the first pressure value Ps being greater than the second pressure value Pb.
In the over-rotation triggering state, as shown in fig. 4, the over-rotation solenoid valve 12 is switched to an on state to enable the fuel with the second pressure value Pb to enter the first cavity Q1, the fourth cavity Q4 introduces the fuel with the first pressure value Ps, the first piston 132 moves to a first limit position towards the first cavity Q1 under the pressure difference between the first cavity Q1 and the fourth cavity Q4 at two ends, the fourth oil port O4 is communicated with the third oil port O3 through the third cavity Q3, so that the fuel with the second pressure value Pb is led to the control cavity to enable the high-pressure shutoff valve 5 to be in an off state, and the channel for supplying the fuel to the combustion chamber is cut off; as shown in fig. 5, in the overrun-lock state, the overrun solenoid valve 12 is switched to the off state, and the first piston 132 remains unchanged in position by the pressure difference between the first chamber Q1 and the fourth chamber Q4, so that the high-pressure shut-off shutter 5 remains in the off state.
The fuel system of the aeroengine has an over-rotation protection function, after the rotating speed of the aeroengine exceeds the preset rotating speed, an over-rotation instruction is triggered, the fuel system can cut off fuel supplied to a combustion chamber through a high-pressure shutoff valve 5, the fuel cutting action is rapidly completed, the engine is stopped, and the over-rotation protection function and the fuel control function can be mutually independent.
In addition, the embodiment connects the over-rotation executing valve in series in the high-pressure shut-off valve control cavity, and when the over-rotation command triggers, the pressure of the high-pressure shut-off valve control cavity can be switched from high pressure to oil return pressure. After the over-rotation solenoid valve 12 is disconnected, the first piston 132 can still be kept unchanged in position by the pressure difference between the first chamber Q1 (having the second pressure value Pb) and the fourth chamber Q4 (having the first pressure value Ps) of the high-pressure shut-off shutter 5, so that the high-pressure shut-off shutter 5 remains in the shut-off state before the metering shutter 9 returns to the initial position, so that the fuel system is in the fuel cut state.
The overrun executing valve with the hydraulic locking function can avoid oscillation caused by pressure fluctuation in a high-flow state, improve the reliability of the overrun oil cutting function, maintain the pressure of the fuel system and ensure the normal servo action of the fuel system; in addition, the structure is simple, the weight is light, the volume and the weight of the accessory shell can be reduced, and the thrust-weight ratio of the engine is improved.
In some embodiments, the aircraft engine fuel system further comprises: a low-pressure pump 1 and a high-pressure pump 2 configured to supply oil to the combustion chamber; wherein the first pressure value Ps corresponds to the outlet pressure of the high-pressure pump 2 and the second pressure value Pb corresponds to the outlet pressure of the low-pressure pump 1. The embodiment can ensure that the first pressure value Ps is higher than the second pressure value Pb so as to ensure that the over-rotation executing valve 13 is kept hydraulically locked under the action of the pressure difference between the first cavity Q1 and the fourth cavity Q4 at two ends after the over-rotation command is triggered, and the reliability of over-rotation oil cutting is improved.
In some embodiments, as shown in fig. 2, a second cavity Q2 is further formed between the first piston 132 and the first bushing 131, where the first cavity Q1, the second cavity Q2, the third cavity Q3, and the fourth cavity Q4 are sequentially disposed, the first cavity Q1 is a spring cavity, a first return spring 133 is disposed in the spring cavity, and a second oil port O2 is further disposed on the first bushing 131. The overrun solenoid valve 14 is configured to supply fuel of a second pressure value Pb to the second chamber O2 through the second port O2 in the overrun trigger state, and to supply fuel of a first pressure value Ps to the second chamber O2 through the second port O2 in the overrun lock state.
This embodiment enables the fuel supplied from the over-rotation solenoid valve 14 to enter the second chamber Q2 when the first piston 132 moves to the first limit position, and enables the fuel supplied from the over-rotation solenoid valve 14 to enter the first chamber Q1 when the first piston 132 moves to the second limit position opposite to the first limit position in the normal operation state.
In some embodiments, as shown in fig. 2, the high-pressure shut-off valve 5 includes a control valve body 51 and an actuating valve body 52, the control valve body 51 includes a second bushing 511 and a second piston 512, the second piston 512 is movably disposed in the second bushing 511 and divides a control chamber in the control valve body 51 into a first control chamber CQ1 and a second control chamber CQ2, the first control chamber CQ1 introduces fuel of a first pressure value Ps, and the first control chamber CQ1 communicates with the third chamber Q3 through a fourth oil port O4, and the second control chamber CQ2 has the first pressure value Ps.
Specifically, the second bushing 511 is provided with a first control oil port and a second control oil port, the first control oil port is provided with a throttle valve 14, so that fuel with a first pressure value Ps is introduced into the first control cavity CQ1, and the fuel can be used for controlling the running speed of the third piston 522 in the action valve body 52, so as to prevent the action valve body 52 from acting too fast to cause an oil path "water hammer"; the second control oil port is communicated with the third cavity Q3 through a fourth oil port O4. In order to smooth the operation of the second piston 512, the second piston 512 has a U-shaped structure, and a first control chamber CQ1 is formed between an outer bottom surface of the U-shaped structure and the second bushing 511.
In the overstroke trigger state, as shown in fig. 4, the first control chamber CQ1 introduces fuel of the second pressure value Pb through the third chamber Q3, and the second piston 512 is moved leftward to the limit position to shut off the actuating valve body 52 because the pressure of the first control chamber CQ1 is smaller than the second control chamber CQ 2.
This embodiment can control the high-pressure shut-off shutter 5 to be in the on state or the off state by the fuel that is introduced from the overrun performing shutter 13 into the first control chamber CQ1 of the high-pressure shut-off shutter 5, thereby reliably controlling the state of the high-pressure shut-off shutter 5 upon receiving the overrun command.
In some embodiments, as shown in fig. 2, the aeroengine fuel system further comprises a metering valve 9 and a fuel classifying valve 6, the high-pressure shut-off valve 5 comprises a control valve body 51 and an actuating valve body 52, the actuating valve body 52 comprises a third bushing 521 and a third piston 522, the third piston 522 is movably arranged in the third bushing 521 and divides a cavity in the third bushing 521 into a working cavity WQ1 and a spring cavity WQ2, a second return spring 523 is arranged in the spring cavity WQ2, and a first working oil port WO1 connected with the metering valve 9 and a second working oil port WO2 connected with the fuel classifying valve 6 are arranged on the third bushing 521.
Wherein, as shown in fig. 3, in the normal operation state, the first working oil port WO1 and the second working oil port WO2 are communicated to supply fuel to the combustion chamber; as shown in fig. 4, in the over-rotation trigger state, the third piston 522 is moved by the control valve body 51 to separate the first and second working oil ports WO1 and WO2 to shut off the operating valve body 52, thereby shutting off the fuel supplied to the combustion chamber.
Optionally, the third piston 522 has a U-shaped structure, and a working chamber WQ1 is formed between an outer bottom surface of the U-shaped structure and the third bushing 521.
Alternatively, the second piston 512 and the third piston 522 are connected by a connecting rod 524 in order for the control valve body 51 to control the actuating valve body 52. In order to improve the tightness, a sealing ring 513 can be sleeved on the connecting rod 524; or a seal ring 513 is provided between the second piston 512 and the second bushing 511 to prevent the control oil from being mixed with the metering fuel; or a sealing ring 513 may be provided between the third piston 522 and the third bushing 521.
Alternatively, a communication hole 5221 may be provided in the third piston 522 to balance the fuel pressure to which the third piston 522 is subjected.
The high-pressure shut-off shutter 5 in this embodiment can realize switching of the actuation valve body 52 between the on state and the off state by the control valve body 51.
In some embodiments, as shown in fig. 2, the fuel system of the aeroengine further includes a metering valve 9, the metering valve 9 includes a fourth bushing 91 and a fourth piston 92, the fourth piston 92 is movably disposed in the fourth bushing 91 and divides a cavity in the fourth bushing 91 into a fifth cavity Q5, a sixth cavity Q6, a seventh cavity Q7 and an eighth cavity Q8 in sequence, a sixth oil port O6, a seventh oil port O7, an eighth oil port O8, a ninth oil port O9, a tenth oil port O10 and an eleventh oil port O11 are disposed on the fourth bushing 91, the sixth oil port O6 and the eleventh oil port O11 are respectively communicated with the fifth cavity Q5 and the eighth cavity Q8, and fuel of a second pressure value Pb or a third pressure value Pc is selectively introduced to move the fourth piston 92; the seventh cavity O7 is communicated with the fourth cavity Q4 through a ninth oil port O9 and a fifth oil port O5, a throttle valve 12 is arranged on a communicated passage, and the regulating pressure of the throttle valve 12 is a first pressure value Ps; the tenth oil port O10 is filled with fuel of the second pressure value Pb.
On the basis, in the initial reset state, the seventh oil port O7 and the eighth oil port O8 are separated so that the metering valve 9 is closed, and the fourth cavity Q4 is communicated with the tenth oil port O10 through the seventh cavity Q7 and has a second pressure value Pb; in the rest state, the seventh oil port O7 and the eighth oil port O8 communicate through the sixth chamber Q6 to turn on the metering shutter 9, and the seventh chamber Q4 is shut off from communicating with the tenth oil port O10 to make the fourth chamber Q4 have the first pressure value Ps.
This embodiment is capable of metering fuel supplied to the combustion chamber by the metering shutter 9 and supplying control fuel to the fourth chamber Q4 of the overspin performing shutter 13 and switching the pressure in the fourth chamber Q4 between the first pressure value Ps and the second pressure value Pb. The fuel system can ensure that the fuel cutting action can be completed by triggering the over-rotation command at any position of the metering valve 9, and can ensure that the fuel system is in a fuel cutting state before the metering valve 9 returns to the initial position after the over-rotation command is cancelled.
In the above embodiment, the aircraft engine fuel system further comprises a metering shutter 9 connected upstream of the high-pressure shut-off shutter 5 and a fuel staging valve 6 connected downstream of the high-pressure shut-off shutter 5, the aircraft engine fuel system having a normal operating state, an overrun trigger state, an overrun lock state and an initial reset state, wherein:
in the normal working state, the overrunning electromagnetic valve 12 is in an off state, the metering valve 9 is in an on state, the first piston 132 is in a second limit position, and the high-pressure shutoff valve 5 is in an on state;
in the overrun triggering state, the overrun solenoid valve 12 is in an on state, the metering valve 9 is in an on state, the first piston 132 is in a first limit position, and the high-pressure shutoff valve 5 is in an off state;
in the overrun locking state, the overrun solenoid valve 12 is in an off state, the metering valve 9 is in an on state, the first piston 132 is in a first limit position, and the high-pressure shutoff valve 5 is in an off state;
in the initial reset state, the overrun solenoid valve 12 and the metering valve 9 are both in the off state, the metering valve 9 is in the off state, the first piston 132 is in the first limit position, the high-pressure shut-off valve 5 is in the off state, the pressure of the fourth cavity Q4 is switched to the second pressure value Pb, and the first piston 132 is moved by the pressure difference to restore to the normal working state.
The principle of operation of the aircraft engine fuel system shown in fig. 2 and the operational state diagrams of fig. 3 to 6 will be described below.
As shown in fig. 2, the electrohydraulic servo valve of the metering valve 9 switches between a third pressure value Pc and a second pressure value Pb of constant pressure in a fifth cavity Q5 and an eighth cavity Q8 at both ends of the metering valve 9 according to an electric signal sent by the electronic controller, so as to realize up-and-down movement of the fourth piston 92 in the fourth bushing 91 in the metering valve 9. In the high-pressure shut-off valve 5, the third piston 522 of the actuating valve body 52 is actuated in both left and right directions in the third bush 521, and in order to reduce the driving force required for the actuation of the third piston 522, the third piston 522 is connected to the second piston 512 of the control valve body 51 by a connecting rod 524. The second control chamber CQ2 (rodless chamber) of the control valve body 51 has a first pressure value Ps, the pressure of the first control chamber CQ1 (rodless chamber) is influenced by the over-rotation solenoid valve 12 and the over-rotation actuator 13, the internal pressure thereof is switched between the first pressure value Ps and a second pressure value Pb, when the pressure of the first control chamber CQ1 is the first pressure value Ps, the fuel system can normally operate, and when the pressure of the first control chamber CQ1 is the second pressure value Pb, the second piston 512 moves to the left end limit position under the pressure difference of the first control chamber CQ1 and the second control chamber CQ2, thereby driving the third piston 522 to the left end limit position, and the first working oil port WO1 and the second working oil port WO2 are operated to realize the oil cutting operation.
When the over-rotation solenoid valve 12 is powered off, the output pressure is Ps, and when the over-rotation solenoid valve 12 is powered on, the output pressure is a first pressure value Ps. The first piston 132 is movable in the first bush 131 from left to right, and the first piston 132 divides the cavity in the first bush 131 into a first cavity Q1, a second cavity Q2, a third cavity Q3, and a fourth cavity Q4 in this order from left to right.
The first cavity Q1 is communicated with a working oil port of the over-rotation electromagnetic valve 12, and when the over-rotation electromagnetic valve 12 is powered on or powered off, the pressure in the first cavity Q1 is switched between a first pressure value Ps and a second pressure value Pb.
The pressure in the second chamber Q2 is related to the position of the first piston 132, and when the first piston 132 moves to the second extreme position on the far right, the second chamber Q2 is communicated with the third oil port O3 and the internal pressure is the second pressure value Pb; when the first piston 132 moves to the leftmost first limit position, the second chamber Q2 communicates with the working port of the over-rotation solenoid valve 12, and is switched between the first pressure value Ps and the second pressure value Pb according to the output of the working port of the over-rotation solenoid valve 12.
The third chamber Q3 communicates with the first control chamber CQ1 of the control valve body 51 in the high-pressure shut-off valve 5, the pressure of the third chamber Q3 is related to the position of the first piston 132, the pressure of the third chamber Q3 is turned on by the first pressure value Ps when the first piston 132 is at the rightmost second limit position, and the pressure of the third chamber Q3 is turned on by the second pressure value Pb through the third oil port O3 when the first piston 132 is at the leftmost first limit position, and the pressure relief of the first control chamber CQ1 of the control valve body 51 is the second pressure value Pb.
The pressure of the fourth cavity Q4 is related to the position of the fourth piston 92 in the metering valve 9, when the metering valve 9 is located at the closed position, the pressure of the fourth cavity Q4 is connected with the second pressure value Pb, and when the metering valve 9 acts, the oil path of the second pressure value Pb which is led in by the fourth cavity Q4 and the seventh oil port O7 of the metering valve 9 is cut off, and at the moment, the pressure of the fourth cavity Q4 is the first pressure value Ps.
The overrun actuator 13 has four states: in the initial reset state, as shown in fig. 6, the metering valve 9 is in the fully closed position, the overrunning electromagnetic valve 12 is powered off, and the first piston 132 in the overrunning actuator valve 13 is driven to the leftmost first limit position under the action of the pressure difference between the first cavity Q1 and the fourth cavity Q4 and the first reset spring 133; in the normal operating state, as shown in fig. 3, the metering valve 9 is in an open position, the overrunning solenoid valve 12 is powered off, and the first piston 132 in the overrunning actuator valve 13 is maintained in a rightmost second limit position under the action of the first return spring 133; in the overrun executing state, as shown in fig. 4, the metering valve 9 is in an open position, the overrun electromagnetic valve 12 is electrified, and the first piston 132 in the overrun executing valve 13 moves to a leftmost first limit position under the action of pressure difference; in the overrun locked state, as shown in fig. 5, the metering shutter 9 is in the open position, the overrun solenoid valve 12 is de-energized, and the first piston 132 in the overrun actuator shutter 13 is held in the leftmost first limit position by the pressure difference between the first chamber Q1 and the fourth chamber Q4. The throttle valve 14 functions so that Ps can be maintained at a large pressure difference from Pb when Ps oil passage is communicated with Pb oil passage. The four states will be described in detail below.
Fig. 3 is a schematic diagram of the fuel system in a normal operating state. At this time, the overrun solenoid valve 12 is in the off state, and the metering shutter 9 is opened. The pressures of the first chamber Q1 and the fourth chamber Q4 of the over-rotation executing valve 13 are both the first pressure value Ps, the first piston 132 moves to the second limit position on the right side under the action of the first return spring 133, the first control chamber CQ1 of the high-pressure shut-off valve 5 is the first pressure value Ps, and the third piston 522 moves in the third liner 521 under the action of the measured fuel pressure P2, the second return spring 523 and the differential pressure between the first control chamber CQ1 and the second control chamber CQ2 in the control valve body 51, so that the measured fuel enters the fuel oil stage valve 6 through the high-pressure shut-off valve 5.
FIG. 4 is a schematic illustration of a fuel system in an over-rotation trigger state. At this time, the overrun solenoid valve 613 is in the on state, and the metering shutter 9 is opened. The pressure of the first chamber Q1 of the over-rotation executing shutter 13 is the second pressure value Pb, the pressure of the fourth chamber Q4 is the first pressure value Ps, the first piston 132 moves leftwards against the resistance of the first return spring 133 under the action of the differential pressure between both ends, the third chamber Q3 is communicated with the oil path of the second pressure value Pb introduced from the third oil port O3 during the movement of the first piston 132, and the pressure release of the first control chamber CQ1 of the high-pressure shutoff shutter 5 is the second pressure value Pb. In the fuel system, the first pressure Ps is higher than the measured fuel pressure P2, so that the third piston 522 moves leftwards to be completely closed under the action of the second return spring 523 and the pressure difference, and fuel to the fuel classification valve 6 is cut off.
FIG. 5 is a schematic illustration of the fuel system in an over-lock condition. At this time, the over-rotation solenoid valve 613 is de-energized, and the metering shutter 9 is opened. At this time, since the first piston 132 of the over-rotation performing shutter 13 moves to the leftmost first limit position, the first chamber Q1 becomes a dead space, the first piston 132 is maintained at the leftmost first limit position by the first pressure value Ps of the fourth chamber Q4, in a hydraulically locked state, and the pressure of the first control chamber CQ1 of the control valve body 51 of the high-pressure shut-off shutter 5 remains at the second pressure value Pb. The first pressure value Ps is higher in the fuel system than the post-metering fuel pressure P2, so that the high-pressure shut-off flap 5 can be held in the closed position by the second return spring 523 under the pressure differential.
FIG. 6 is a schematic illustration of the fuel system in an initial reset condition. At this time, the over-rotation solenoid valve 12 is de-energized, and the metering shutter 9 is closed. When the metering shutter 9 is closed, the fuel of the second pressure value Pb introduced from the tenth oil port O10 of the metering shutter 9 is communicated with the fourth chamber Q4 of the overrunning actuator shutter 13, and at this time, in the state of fig. 6, the first piston 132 is gradually moved rightward by the first return spring 133, and when moved to the rightmost second limit position, the third chamber Q3 of the overrunning actuator shutter 13 is disconnected from the fuel of the second pressure value Pb introduced from the third oil port O3, and the pressure of the first control chamber CQ1 of the high-pressure shutoff shutter 5 is restored to the first pressure value Ps, thereby restoring to the normal operation state.
The above description is provided in detail for an aircraft engine fuel system and an aircraft engine provided by the present disclosure. Specific examples are set forth herein to illustrate the principles and embodiments of the present disclosure, and the above examples are merely intended to aid in understanding the methods of the present disclosure and the core ideas thereof. It should be noted that it would be apparent to those skilled in the art that various improvements and modifications could be made to the present disclosure without departing from the principles of the present disclosure, and such improvements and modifications would be within the scope of the claims of the present disclosure.
Claims (9)
1. An aircraft engine fuel system comprising:
a high-pressure shut-off shutter (5) having an on-state and an off-state, configured to control the on-off state of supplying fuel to the combustion chamber;
an overrun solenoid valve (12) having an on state and an off state; and
the over-rotation execution valve (13) comprises a first bushing (131) and a first piston (132), wherein the first piston (132) is movably arranged in the first bushing (131), at least a first cavity (Q1), a third cavity (Q3) and a fourth cavity (Q4) are formed between the first piston and the first bushing (131), and a first oil port (O1), a third oil port (O3), a fourth oil port (O4) and a fifth oil port (O5) are formed in the first bushing (131); a fifth port (O5) communicates with the fourth chamber (Q4) and is configured to selectively introduce a fuel of a first pressure value (Ps), the fourth port (O4) communicates with the third chamber (Q3) and with the control chamber of said high-pressure shut-off shutter (5), the third port (O3) introduces a fuel of a second pressure value (Pb), the first pressure value (Ps) being greater than the second pressure value (Pb);
under the over-rotation triggering state, the over-rotation electromagnetic valve (12) is switched to the on state to enable fuel with a second pressure value (Pb) to enter a first cavity (Q1), the fourth cavity (Q4) is used for introducing fuel with the first pressure value (Ps), the first piston (132) moves to a first limit position towards the first cavity (Q1) under the action of pressure difference between the first cavity (Q1) and the fourth cavity (Q4) at two ends, and a fourth oil port (O4) is communicated with a third oil port (O3) through a third cavity (Q3) to enable the fuel with the second pressure value (Pb) to be introduced into the control cavity to enable the high-pressure shutoff valve (5) to be in the off state; and in the overrun locking state, the overrun solenoid valve (12) is switched to an off state, and the first piston (132) maintains a position unchanged under the pressure difference between the first chamber (Q1) and the fourth chamber (Q4).
2. The aircraft engine fuel system of claim 1, further comprising:
a low-pressure pump (1) and a high-pressure pump (2) configured to supply oil to the combustion chamber;
wherein the first pressure value (Ps) corresponds to the outlet pressure of the high-pressure pump (2) and the second pressure value (Pb) corresponds to the outlet pressure of the low-pressure pump (1).
3. The aircraft engine fuel system according to claim 1, wherein a second cavity (Q2) is further formed between the first piston (132) and the first bushing (131), the first cavity (Q1), the second cavity (Q2), the third cavity (Q3) and the fourth cavity (Q4) are sequentially arranged, and a second oil port (O2) is further formed in the first bushing (131);
wherein the over-rotation solenoid valve (14) is configured to supply fuel of a second pressure value (Pb) to the second chamber (O2) through a second oil port (O2) in an over-rotation trigger state, and to supply fuel of a first pressure value (Ps) to the second chamber (O2) through the second oil port (O2) in an over-rotation lock state.
4. The aircraft engine fuel system according to claim 1, wherein the high-pressure shut-off flap (5) comprises a control valve body (51) and an action valve body (52), the control valve body (51) comprising a second bushing (511) and a second piston (512), the second piston (512) being movably arranged inside the second bushing (511) and dividing a control chamber inside the control valve body into a first control chamber (CQ 1) and a second control chamber (CQ 2), the first control chamber (CQ 1) introducing fuel of a first pressure value (Ps) and communicating with the third chamber (Q3) through the fourth oil port (O4), the second control chamber (CQ 2) having a first pressure value (Ps);
in the overrun triggering state, the first control chamber (CQ 1) introduces fuel of a second pressure value (Pb) through the third chamber (Q3), so that the second piston (512) moves to close the action valve body (52).
5. The aircraft engine fuel system according to claim 1, further comprising a metering valve (9) and a fuel staging valve (6), the high-pressure shut-off valve (5) comprising a control valve body (51) and an action valve body (52), the action valve body (52) comprising a third bushing (521) and a third piston (522), the third piston (522) being movably arranged in the third bushing (521) and dividing a cavity in the third bushing (521) into a working chamber (WQ 1) and a spring chamber (WQ 2), the third bushing (521) being provided with a first working port (WO 1) connected to the metering valve (9) and a second working port (WO 2) connected to the fuel staging valve (6);
in a normal working state, the first working oil port (WO 1) is communicated with the second working oil port (WO 2); in the over-rotation triggering state, the third piston (522) moves to separate the first working oil port (WO 1) from the second working oil port (WO 2) under the action of the control valve body (51) so as to shut off the action valve body (52).
6. The aircraft engine fuel system according to claim 1, further comprising a metering valve (9) comprising a fourth bushing (91) and a fourth piston (92), the fourth piston (92) being movably arranged inside the fourth bushing (91) and dividing the cavity inside the fourth bushing (91) into a fifth cavity (Q5), a sixth cavity (Q6), a seventh cavity (Q7) and an eighth cavity (Q8) in sequence, the fourth bushing (91) being provided with a sixth port (O6), a seventh port (O7), an eighth port (O8), a ninth port (O9), a tenth port (O10) and an eleventh port (O11), the sixth port (O6) and the eleventh port (O11) being in communication with the fifth cavity (Q5) and the eighth cavity (Q8), respectively, and being selectively opened with fuel of a second pressure value (Pb) or a third pressure value (Pc) for moving the fourth piston (92); the seventh cavity (O7) is communicated with the fourth cavity (Q4) through a ninth oil port (O9) and a fifth oil port (O5), a throttle valve (12) is arranged on a communicated passage, and the regulating pressure of the throttle valve (12) is a first pressure value (Ps); the tenth oil port (O10) is filled with fuel oil with a second pressure value (Pb).
7. The aircraft engine fuel system according to claim 6, wherein in an initial reset condition, the seventh (O7) and eighth (O8) ports are spaced apart, so as to shut off the metering shutter (9), the fourth chamber (Q4) being in communication with the tenth (O10) port through the seventh chamber (Q7) and having a second pressure value (Pb); in the rest state, the seventh (O7) and eighth (O8) ports are connected via a sixth chamber (Q6) so as to switch on the metering shutter (9), the seventh chamber (Q4) being disconnected from the tenth port (O10) so as to allow the fourth chamber (Q4) to have a first pressure value (Ps).
8. The aircraft engine fuel system according to claim 1, further comprising a metering flap (9) connected upstream of the high-pressure shut-off flap (5) and a fuel staging valve (6) connected downstream of the high-pressure shut-off flap (5), the aircraft engine fuel system having a normal operating state, an overrun triggered state, an overrun locked state and an initial reset state, wherein:
in the normal working state, the overrun electromagnetic valve (12) is in an off state, the metering valve (9) is in an on state, the first piston (132) is in a second limit position, and the high-pressure off valve (5) is in an on state;
in the overrun triggering state, the overrun electromagnetic valve (12) is in a switching-on state, the metering valves (9) are all in a switching-on state, the first piston (132) is in a first limit position, and the high-pressure switching-off valve (5) is in a switching-off state;
in the overrun locking state, the overrun solenoid valve (12) is in an off state, the metering valves (9) are all in an on state, the first piston (132) is in a first limit position, and the high-pressure shutoff valve (5) is in an off state;
under the initial reset state, the overrun electromagnetic valve (12) and the metering valve (9) are in an off state, the metering valve (9) is in an off state, the first piston (132) is in a first limit position, the high-pressure shut-off valve (5) is in an off state, the pressure of the fourth cavity (Q4) is switched to a second pressure value (Pb), and the first piston (132) is moved to restore to a normal working state through pressure difference.
9. An aircraft engine comprising an aircraft engine fuel system according to any one of claims 1 to 8.
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| CN202011489414.7A CN114635803B (en) | 2020-12-16 | 2020-12-16 | Aeroengine fuel system and aeroengine |
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| CN202011489414.7A CN114635803B (en) | 2020-12-16 | 2020-12-16 | Aeroengine fuel system and aeroengine |
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| US6981359B2 (en) * | 2003-06-16 | 2006-01-03 | Woodward Governor Company | Centrifugal pump fuel system and method for gas turbine engine |
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| RU2131531C1 (en) * | 1997-12-02 | 1999-06-10 | Дзарданов Юрий Андреевич | Automatic-control system for fuel supply to gas- turbine engine combustion chamber |
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