CN115013177B - Aviation piston engine redundant fuel injection control system suitable for negative carbon multi-fuel - Google Patents
Aviation piston engine redundant fuel injection control system suitable for negative carbon multi-fuel Download PDFInfo
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- CN115013177B CN115013177B CN202210692747.2A CN202210692747A CN115013177B CN 115013177 B CN115013177 B CN 115013177B CN 202210692747 A CN202210692747 A CN 202210692747A CN 115013177 B CN115013177 B CN 115013177B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
- F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Combustion & Propulsion (AREA)
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention discloses a mechanical electric control double-redundancy fuel supply system suitable for a multi-fuel two-stroke aviation piston engine, which comprises a main fuel injection system and a backup fuel injection system, wherein the main fuel supply system and the backup fuel supply system adopt two independent rotating speed sensors for generating input signals to be respectively provided for a main engine control system and a backup engine control system, and the sensor signals received by the main fuel control system and the backup fuel supply system are mutually communicated; the main fuel injection system and the backup fuel injection system adopt a common high-pressure oil pipe and a common oil sprayer, and the main fuel injection system and the backup fuel injection system can independently control fuel injection of the diesel engine; when the negative carbon fuel or the mixture of the negative carbon biological fuel and the traditional fossil fuel is used, the main fuel injection system and the backup fuel injection system cooperatively control the fuel injection of the aviation piston engine, so that the engine is in the optimal combustion state at all times.
Description
Technical Field
The invention relates to the technical field of aviation piston engines, in particular to the field of fuel injection control of a multi-fuel-fired two-stroke two-cylinder aviation piston engine, and specifically relates to a redundant fuel injection system of the multi-fuel-fired two-stroke two-cylinder aviation piston engine.
Background
With the rapid development of general aviation, aviation piston engines are more focused on endurance, fuel consumption rate, reliability of engines and emission requirements of future aviation industry. Because of limited petroleum resources and becoming depleted, alternative fuels to diesel are being sought in all countries of the world. The use of carbon-negative biofuels as fuel for aviation piston engines instead of traditional fossil fuels is a new solution. As mentioned in CN103890146, refers to a fuel in which more Carbon dioxide is removed from the atmosphere at the time of manufacture than Carbon dioxide is emitted from combustion and Carbon dioxide is added as a result of the process used to manufacture the fuel (j.a. mathews, "Carbon-negative biofuels", energy Policy36 (2008) pages 940-945). Unlike traditional fossil fuels, carbon-negative biofuels have a negative sum of carbon emissions throughout the life cycle from biofuel production processing to combustion emissions. And the development of an aeroengine using the carbon-negative biofuel is beneficial to realizing the double-carbon target by replacing the traditional aeropiston engine with high emission pollution.
Meanwhile, with the increasing maturity of electronic control technology, the electronic control fuel injection technology gradually replaces the mechanical injection technology, the electronic control injection technology is based on the rotation speed and the load of an engine, sensor signals are collected, a control instruction is sent to a related executing mechanism after calculation processing of a mathematical model, and a preset control function is executed, so that the engine is always in an optimal combustion state under real-time working conditions and external working conditions.
The fuel injection system of the aviation piston engine needs to cooperatively control the engine by using a double-engine control system, namely, the main engine fuel injection control system and the backup engine fuel injection control system are used for carrying out redundancy control on the aviation piston engine, so that the reliability of the aviation piston engine is improved, and the possible disastrous accidents of an airplane when the control system fails are avoided. For example, in chinese patent CN106593671a, an ETPU-based four-cylinder diesel engine redundant fuel injection method is proposed, in which a dual-engine controller is used to cooperatively control an engine, and a main engine controller and an auxiliary engine controller are used to perform engine redundant control respectively. The main controller and the auxiliary controller of the engine respectively control 4 paths of oil injection signals, and when the 4 paths of main oil injection signals work, the 4 paths of auxiliary oil injection signals do not participate in control; when the main spraying signal fails, 4 auxiliary signals are put into operation. However, the redundant fuel injection method only performs double redundancy on the main controller and the auxiliary controller, and when an actuating mechanism of the fuel injection system fails, the control method cannot realize the redundancy function.
Chinese patent CN113050408A, a redundant control system for marine diesel engine, proposes adding a spare ECU, i.e. connecting the main ECU and the spare ECU by means of connectors. When the main ECU fails, it is immediately switched to the standby ECU. Through two redundant control units which are independently arranged, the redundant control system can independently control the diesel engine under the condition that any one of the redundant control units fails. And the two redundant control units are also connected through the CAN, so that the two redundant control units CAN realize information intercommunication. The CAN is provided with two independent groups of wires, so that the communication of two redundant control units CAN be realized through the other CAN under the condition of any CAN line fault, and the reliability of a redundant system is improved. However, it is also redundant only for the controller, and such a control method does not realize a redundant function when the actuator fails.
Therefore, the current redundant fuel injection is more considered to be redundant in terms of controllers, and when an actuating mechanism of the fuel injection system fails, the control method cannot realize the redundant function, so that the redundant fuel injection control system still has the problem of low reliability. Meanwhile, as the aviation industry rapidly develops, the use of carbon-negative biofuels instead of traditional fossil fuels as fuels for aviation piston engines is a new solution. As mentioned in CN103890146, refers to a fuel in which more Carbon dioxide is removed from the atmosphere at the time of manufacture than Carbon dioxide is emitted from combustion and Carbon dioxide is added as a result of the process used to manufacture the fuel (j.a. mathews, "Carbon-negative biofuels", energy Policy36 (2008) pages 940-945). Considering the particularity of the aviation industry and the difference between the burning carbon-negative biofuel and aviation heavy oil, the original fuel injection control system of the aeroengine cannot meet the requirements of the two-stroke two-cylinder aeroengine with various fuels under new conditions.
Disclosure of Invention
In order to solve the technical problems, when the fuel supply system of the two-stroke aviation piston engine fails, the mechanical electric control double-redundancy fuel injection control system of the two-stroke aviation piston engine suitable for multiple fuels is provided, and the reliability of the control system of the two-stroke aviation piston engine is improved. And the engine can be effectively and cooperatively controlled at the same time, and the consistency of the injection states of the cylinders when the engine burns different fuels is ensured.
The complete technical scheme of the invention comprises the following steps:
mechanical electric control double-redundancy fuel injection system applicable to multi-fuel two-stroke aviation piston engine
The system comprises a main fuel injection system and a backup fuel injection system, wherein the main fuel injection system comprises a main engine control system and a main fuel injection system executing mechanism, the backup fuel injection system comprises a backup engine control system and a backup fuel injection system executing mechanism, the main fuel injection system and the backup fuel injection system adopt two sets of independent rotating speed sensors for generating input signals to be respectively provided for the main engine control system and the backup engine control system, and sensor signals received by the main engine control system and the backup engine control system are mutually communicated; the main fuel injection system and the backup fuel injection system adopt a common high-pressure oil pipe and a common oil sprayer, and the main fuel injection system and the backup fuel injection system can independently control fuel injection of the diesel engine;
the actuating mechanism of the main fuel injection system is an electromagnetic valve positioned at the pump end of the high-pressure oil pump, the electromagnetic valve controls fuel injection, specifically, the injection timing of the main fuel injection system is controlled by the opening and closing moments of a valve core of the electromagnetic valve, when the electromagnetic valve does not receive a control signal from the ECU, the valve core of the electromagnetic valve is pressed on an oil drain hole, the electromagnetic valve is in a closed state, high-pressure fuel flows to a high-pressure oil pipe through an oil outlet valve coupling and an oil through hole of a compression nut, and when the fuel pressure in the high-pressure oil pipe reaches the start injection pressure of an injector, the fuel is injected into a cylinder through the injector; after the injection quantity meets the performance requirement of the aviation piston engine, a control signal is given out by a main engine control system, an electromagnetic valve is electrified, a valve core of the electromagnetic valve is opened, the fuel in the high-pressure oil pump is decompressed, and an oil outlet valve coupling piece falls back; the fuel pressure in the high-pressure oil pipe is lower than the starting pressure of the fuel injector, and the injection process is finished;
the backup fuel injection system executing mechanism is a stepping motor positioned on the high-pressure oil pump, and specifically comprises: when the main injection control system fails, the main injection control system is powered off, and the solenoid valve core seals the solenoid valve oil drain hole under the spring pressure of the solenoid valve core spring; at this moment, the standby fuel control system controls the stepping motor to rotate, the stepping motor is rigidly connected with the transmission worm through the coupler, the transmission worm is in transmission with the transmission worm gear, the transmission worm gear is rigidly connected with the transmission worm sheath, the plunger limiting flat can slide up and down in the plunger limiting groove on the transmission worm sheath, the transmission worm sheath rotates to drive the plunger of the oil pump to rotate, the relative positions of the plunger chute and the oil inlet hole on the plunger sleeve are changed, and therefore the effective stroke of the plunger is changed, and the size of the circulating fuel injection quantity is adjusted.
The fuel injection quantity of the main fuel injection control system is regulated by means of the closing pulse width of the valve core of the electromagnetic valve.
The oil sprayer is a mechanical oil sprayer.
Two sets of mutually independent rotating speed sensors are arranged on the engine crankshaft, 1 set of phase sensor is arranged on the camshaft, input signals generated by the two sets of rotating speed sensors are respectively provided for the main engine control system and the backup fuel control system, and input signals generated by the phase sensors are provided for the main fuel injection system. The main fuel injection system receives the phase signal from the phase sensor and the rotating speed signal from the crankshaft, compares the phase signal with the data stored in the ECU, sends out a signal to be transmitted to the electromagnetic valve, controls the opening and closing of the electromagnetic valve, and performs fuel injection control. The backup fuel injection system receives the rotating speed signal from the crankshaft, compares the rotating speed signal with the rotating speed signal stored in the backup ECU, and sends out a signal to the stepping motor to perform fuel injection control.
The transmission ratio between the transmission turbine gear and the transmission worm is 1:40.
the driving voltage of the fuel injection system controlled by the electromagnetic valve is 12V, and the adjusting precision is 0.038mg.
The driving voltage of the stepping motor is 12 volts, and the adjusting precision of the stepping motor reaches 0.032mg.
The main fuel injection system and the backup fuel injection system cooperate to control the fuel injection of the aviation piston engine, specifically, the closing time of the electromagnetic valve is regulated to ensure different fuel supply advance angles of the engine, so that the engine is in an optimal combustion state at all times.
The single-channel signal is adjusted by adjusting the backup fuel injection system, namely, the rotation angle of the stepping motor, so that the single-cylinder fuel quantity compensation is realized.
When the aviation piston engine is in a cruise state with stable rotation speed, the main fuel injection control system is disconnected, the backup fuel injection system is used for controlling the fuel quantity, the fuel injection process is completely mechanical, and the reliability of the fuel injection system is improved.
The invention has the advantages compared with the prior art that:
1. the redundant fuel injection system is used for controlling the fuel injection of the engine, namely the main engine control system and the backup engine control system respectively control two paths of fuel injection output signals, under the general condition, the two paths of fuel injection signals generated by the main control system are effective, and the two paths of fuel injection signals generated by the backup engine control system are forbidden to be effective; under the condition that the main injection control system fails, the two paths of oil injection signals generated by the main injection control system are forbidden to be valid, and the two paths of oil injection signals generated by the backup engine control system are valid; under special conditions, the main injection control system and the standby injection control system can effectively and cooperatively control the engine at the same time, and ensure the consistency of the injection states of all cylinders when the engine burns different fuels.
2. If the electromagnetic valve of the actuating mechanism of the main engine control system fails, the electromagnetic valve needs to be switched to the stepping motor of the actuating mechanism of the backup engine control system in real time to control the fuel injection of the engine, so that two paths of fuel injection signals generated by the backup engine control system are effective, and the engine is controlled to run stably.
3. The fuel supply system controlled by the invention has high adjustment precision.
Drawings
FIG. 1 is a schematic diagram of a redundant fuel injection system of the present invention;
FIG. 2 is a solenoid valve modulation schematic of the main fuel control system of the present invention;
FIG. 3 is a schematic illustration of a fuel pump plunger coupling;
FIG. 4 is a schematic illustration of a fuel pump outlet valve coupling;
FIG. 5 is a schematic diagram of worm gear drive for the backup fuel control system of the present invention;
FIG. 6 is a schematic illustration of the connection of a turbine to a plunger.
In the figure, the cam is 1-, the phase sensor is 2-, the plunger tappet of the oil pump is 3-, the tappet limiting pin is 4-, the stepping motor is 5-, the coupler is 6-, the worm locking nut is 7-, the worm shell is 8-, the oil inlet hole is 9-, the oil outlet valve compression nut is 10-, the solenoid valve is 11-, the worm gear limiting hole is 12-, the plunger spring of the oil pump is 13-, the worm limiting nut is 14-, the plunger pressure relief hole is 15-, the plunger spiral groove is 16-, the plunger is 17-, the plunger effective stroke is 18-, the oil inlet hole is 19-plunger sleeve, the plunger sleeve is 20-, the oil outlet valve is 21-, the oil outlet valve seat is 22-, the oil outlet valve seat is 23-the oil outlet hole of the solenoid valve, the solenoid valve core is 25-the solenoid valve oil outlet hole, the worm is 26-plunger adjusting turbine, the oil outlet valve compression nut is 27-oil outlet hole of the worm, the worm is 28-driven, the worm gear is driven by 29-worm sheath is driven, the worm is 30-driven, the worm gear is 31-plunger limiting groove is 32-plunger limiting flat, and the solenoid valve core spring is 33-solenoid.
Detailed Description
The following detailed description of the embodiments of the present invention, such as the designed mutual positions and connection relationships between the parts, the roles and working principles of the parts, the manufacturing process and the operation and use method, etc., is provided to help those skilled in the art to more fully, accurately and deeply understand the inventive concept and technical scheme of the present invention.
The invention discloses fuel injection control of a two-stroke aviation piston engine suitable for multiple fuels, which adopts mechanical and electric control to carry out double redundancy so as to control a fuel injection system, wherein a main fuel injection system and a backup fuel injection system cooperatively control the operation of the engine, two sets of mutually independent rotating speed sensors are arranged on a crankshaft of the engine, 1 set of phase sensors are arranged on a camshaft, input signals generated by the two sets of rotating speed sensors are respectively provided for the main fuel injection system and the backup fuel injection system, and input signals generated by the phase sensors are provided for a main fuel supply system. The main fuel injection system receives the phase signal from the phase sensor and the rotating speed signal from the crankshaft, compares the phase signal with the data stored in the ECU, sends out a signal to transmit to the electromagnetic valve 11, controls the opening and closing of the electromagnetic valve, and performs fuel injection control. The backup fuel injection system receives the rotating speed signal from the crankshaft, compares the rotating speed signal with the rotating speed signal stored in the backup ECU, and sends out a signal to the stepping motor to perform fuel injection control.
As shown in fig. 1 to 4, the main fuel injection system includes a cam 1, a cam phase sensor 2, a lifter 3, an oil pump lifter spring 13, a plunger 17, a plunger adjusting turbine 26, a plunger housing 20, a solenoid valve drain hole 23, a solenoid valve spool 24, and a solenoid valve drain hole 25.
The engine crankshaft rotates to drive the cam 1 to rotate, the cam 1 rotates to push the oil pump tappet 3 tightly attached to the cam 1, the oil pump tappet 3 is limited by the tappet limiting pin 4 in the circumferential direction and cannot axially rotate, only the oil pump plunger 17 can be driven to reciprocate in the plunger sleeve 20, the plunger 17 pressurizes fuel entering the plunger sleeve 20 through the oil inlet hole 9 on the pump body and the oil inlet hole 19 on the plunger sleeve, and the pressurized fuel is pumped into a high-pressure oil pipe through the oil outlet valve 21 and the oil outlet valve compression nut 10.
Further, the injection timing of the main fuel injection control system is controlled by means of the opening and closing time of the solenoid valve core 24, when the solenoid valve has not received a control signal from the ECU, the solenoid valve core 24 is pressed against the drain hole 23 by the solenoid valve core spring 33, at this time, the solenoid valve is in a closed state, high-pressure fuel flows to the high-pressure fuel pipe through the delivery valve couplings 21, 22 and the delivery valve compression nut oil through hole 27, and after the fuel pressure in the high-pressure fuel pipe reaches the start pressure of the fuel injector, the fuel is injected into the cylinder through the fuel injector. When the injection quantity meets the performance requirement of the aviation piston engine, the main injection control system gives a control signal, the electromagnetic valve is electrified, the electromagnetic valve core 24 is opened against the resistance of the electromagnetic valve spring 33, the fuel in the high-pressure oil pump is decompressed, and the oil outlet valve 21 falls back onto the oil outlet valve seat 22. The fuel pressure in the high-pressure oil pipe is lower than the starting pressure of the fuel injector, and the injection process is finished. The magnitude of the injection amount of the main fuel injection control system is regulated by the closing pulse width of the solenoid valve spool 24.
The backup fuel injection control system comprises a cam 1, a cam phase sensor 2, a tappet 3, a stepping motor 5, a coupler 6, a worm lock nut 7, a worm shell 8, an oil pump tappet spring 13, a worm limit nut 14, a plunger 17 and a plunger sleeve 20.
When the main fuel injection control system fails, the main injection control system is de-energized and the solenoid valve spool 24 seals the solenoid valve drain hole 23 under the spring pressure of the solenoid valve spool spring 33. At this time, the standby fuel injection control system controls the stepper motor 5 to rotate, the stepper motor 5 is rigidly connected with the transmission worm 28 through the coupler 6, the transmission worm 28 is limited by the worm limit nut 14 to axially move and is transmitted with the transmission turbine gear 30, and the transmission ratio between the transmission turbine gear and the transmission worm is 1:40. the transmission turbine gear 30 is rigidly connected with the transmission turbine sheath 29, the worm gear limiting hole 12 limits the starting position of the transmission turbine gear, the plunger limiting flat 32 can slide up and down in the plunger limiting groove 31 on the transmission turbine sheath, so that the transmission turbine sheath 29 rotates to drive the oil pump plunger 17 to rotate, the relative position of the plunger chute 16 and the oil inlet hole 19 on the plunger sleeve 20 is changed, the effective stroke 18 of the plunger is changed, the circulating oil injection quantity is adjusted, and when the plunger cavity is communicated with the plunger pressure relief hole 15 and the plunger spiral groove 16, the plunger cavity is relieved, and oil injection is stopped.
When the aviation piston engine combusts the carbon-negative biofuel, the density, the cetane number and other properties of the carbon-negative biofuel are different from those of the aviation heavy oil, and at the moment, the fuel injection process of the aviation piston engine can be controlled by adopting a strategy of cooperative control of the main fuel injection control system and the backup main fuel injection control system. For example, when the carbon-negative fuel or the mixture of the carbon-negative biological fuel and the traditional fossil fuel is burned, different oil supply advance angles of the engine can be ensured by adjusting the closing time of the electromagnetic valve, so that the engine time is in the optimal combustion state. The following description is of one specific embodiment:
when the double-cylinder two-stroke aviation heavy oil piston engine burns kerosene, the required oil injection advance angle is 16 degrees before the top dead center, and the engine performance is optimal; when the pure carbon-negative fuel is combusted, the ignition performance of the carbon-negative fuel is better, and the experiment shows that the oil injection advance angle is 14 degrees before the top dead center, so that the engine performance is optimal. Therefore, when the two-stroke aviation piston engine burns different fuels or mixtures of different fuels, the injection advance angle can be expected to be adjusted at any time.
Meanwhile, two paths of signals for main fuel injection control of the two-stroke two-cylinder aviation piston engine are identical, but small differences can occur in the circulating fuel injection quantity of the two cylinders due to errors of pump body machining precision, assembly precision and the like. At the moment, the single-way signal can be adjusted by adjusting the backup main fuel injection control system, namely, the rotation angle of the stepping motor 5, so that single-cylinder fuel quantity compensation is realized. The following description is of one specific embodiment:
when the electromagnetic valve is adopted for control, the electromagnetic valve is closed, and at the moment, the two oil pumps start to build pressure, but because of different processing precision and abrasion degree, the internal circulation oil injection quantity of the 1# and 2# engine cylinders is inconsistent, and at the moment, the consistency of the two-cylinder circulation oil injection quantity is ensured by a mode of finely adjusting the plunger chute pressure release of the standby fuel injection system.
The method comprises the following steps: when the solenoid valve core 24 is pressed on the oil drain hole 23 by the solenoid valve core spring 33, the solenoid valve is in a closed state, high-pressure fuel flows to the high-pressure oil pipe through the oil outlet valve couplings 21 and 22 and the compression nut oil through hole 27, and after the fuel pressure in the high-pressure oil pipe reaches the starting pressure of the fuel injector, the fuel is injected into the cylinder through the fuel injector, and the starting time of the fuel controlled by the main fuel injection control system is at the moment; through adjusting the rotation of the stepping motor 5 respectively, the stepping motor 5 is rigidly connected with the transmission worm 28 through the coupler 6, the transmission worm 28 is in transmission with the transmission turbine gear 30, the transmission turbine sheath 29 rotates to drive the oil pump plunger 17 to rotate, the relative position of the plunger chute 16 and the oil inlet hole 19 on the plunger sleeve 20 is changed, the effective stroke 18 of the plunger is changed, the oil discharging time of the standby fuel supply system is changed, namely, the fuel injection ending time is respectively adjusted (the oil quantity adjustment can be respectively carried out to compensate the difference of the circulating oil supply quantity caused by different abrasion or processing precision), the consistency of the circulating oil injection quantity of two cylinders is ensured, and the vibration of the engine is reduced, so that the circulating oil injection quantity is adjusted.
When the aviation piston engine is in a cruise state with stable rotation speed, the main fuel injection control system can be disconnected, the fuel quantity is controlled by the backup fuel injection supply system completely, the fuel injection process completely makes the engine mechanical, and the reliability of the fuel supply system is improved.
The foregoing description is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and any simple modification, variation and equivalent structural changes made to the above embodiment according to the technical substance of the present invention still fall within the scope of the technical solution of the present invention.
Claims (10)
1. A mechanical electric control double redundant fuel injection system suitable for a multi-fuel two-stroke aviation piston engine is characterized in that,
the system comprises a main fuel injection system and a backup fuel injection system, wherein the main fuel injection system comprises a main engine control system and a main fuel injection system executing mechanism, the backup fuel injection system comprises a backup engine control system and a backup fuel injection system executing mechanism, the main fuel injection system and the backup fuel injection system adopt two sets of independent rotating speed sensors for generating input signals to be respectively provided for the main engine control system and the backup engine control system, and sensor signals received by the main engine control system and the backup engine control system are mutually communicated; the main fuel injection system and the backup fuel injection system adopt a common high-pressure oil pipe and a common oil sprayer, and the main fuel injection system and the backup fuel injection system can independently control fuel injection of the diesel engine;
the actuating mechanism of the main fuel injection system is an electromagnetic valve positioned at the pump end of the high-pressure oil pump, the electromagnetic valve controls fuel injection, specifically, the injection timing of the main fuel injection system is controlled by the opening and closing moments of a valve core of the electromagnetic valve, when the electromagnetic valve does not receive a control signal from the ECU, the valve core of the electromagnetic valve is pressed on an oil drain hole, the electromagnetic valve is in a closed state, high-pressure fuel flows to a high-pressure oil pipe through an oil outlet valve coupling and an oil through hole of a compression nut, and when the fuel pressure in the high-pressure oil pipe reaches the start injection pressure of an injector, the fuel is injected into a cylinder through the injector; after the injection quantity meets the performance requirement of the aviation piston engine, a control signal is given out by a main engine control system, an electromagnetic valve is electrified, a valve core of the electromagnetic valve is opened, the fuel in the high-pressure oil pump is decompressed, and an oil outlet valve coupling piece falls back; the fuel pressure in the high-pressure oil pipe is lower than the starting pressure of the fuel injector, and the injection process is finished;
the backup fuel injection system executing mechanism is a stepping motor positioned on the high-pressure oil pump, and specifically comprises: when the main injection control system fails, the main injection control system is powered off, and the solenoid valve core seals the solenoid valve oil drain hole under the spring pressure of the solenoid valve core spring; at this moment, the standby fuel control system controls the stepping motor to rotate, the stepping motor is rigidly connected with the transmission worm through the coupler, the transmission worm is in transmission with the transmission worm gear, the transmission worm gear is rigidly connected with the transmission worm sheath, the plunger limiting flat can slide up and down in the plunger limiting groove on the transmission worm sheath, the transmission worm sheath rotates to drive the plunger of the oil pump to rotate, the relative positions of the plunger chute and the oil inlet hole on the plunger sleeve are changed, and therefore the effective stroke of the plunger is changed, and the size of the circulating fuel injection quantity is adjusted.
2. The mechanical electric control double redundant fuel injection system for a multi-fuel two-stroke aviation piston engine according to claim 1, wherein the fuel injection quantity of the main fuel injection system is regulated by means of the closing pulse width of a valve core of a solenoid valve.
3. The mechanical and electrical control dual redundant fuel injection system for a multi-fuel two-stroke aviation piston engine of claim 1, wherein said fuel injector is a mechanical fuel injector.
4. The mechanical electric control double-redundancy fuel injection system for the multi-fuel two-stroke aviation piston engine according to claim 1, wherein two sets of mutually independent rotating speed sensors are arranged on a crankshaft of the engine, 1 set of phase sensors are arranged on a camshaft, input signals generated by the two sets of rotating speed sensors are respectively provided for a main engine control system and a backup fuel control system, and input signals generated by the phase sensors are provided for the main fuel injection system; the main fuel injection system receives a phase signal from the phase sensor and a rotating speed signal from the crankshaft, compares the phase signal with data stored in the ECU, sends out a signal to be transmitted to the electromagnetic valve, controls the opening and closing of the electromagnetic valve, and performs fuel injection control; the backup fuel injection system receives the rotating speed signal from the crankshaft, compares the rotating speed signal with the rotating speed signal stored in the backup ECU, and sends out a signal to the stepping motor to perform fuel injection control.
5. The mechanically and electrically controlled dual redundant fuel injection system for a multi-fuel two-stroke aviation piston engine of claim 1, wherein a transmission ratio between the drive turbine gear and the drive worm is 1:40.
6. the mechanical and electrical control dual-redundancy fuel injection system for a multi-fuel two-stroke aviation piston engine of claim 1, wherein the driving voltage of the fuel injection system controlled by the electromagnetic valve is 12 volts, and the adjusting precision is 0.038mg.
7. The mechanical and electrical control dual-redundancy fuel injection system for the multi-fuel two-stroke aviation piston engine according to claim 1, wherein the driving voltage of the stepping motor is 12 volts, and the adjusting precision of the stepping motor reaches 0.032mg.
8. A method of controlling fuel injection in the combustion of a carbon-negative fuel or a mixture of a carbon-negative biofuel and a conventional fossil fuel using a fuel injection system according to any one of claims 1 to 7, characterized in that the main fuel injection system and the backup fuel injection system cooperate to control fuel injection in an aviation piston engine, in particular by adjusting the closing timing of the solenoid valve to ensure different advance angles of fuel supply to the engine so that the engine timing is in an optimal combustion state.
9. The method of claim 8 wherein the single-cylinder fuel quantity compensation is achieved by adjusting the back-up fuel injection system, i.e., adjusting the rotation angle of the stepper motor, to adjust the single-circuit signal.
10. The method of claim 9, wherein the main fuel injection system is disconnected and the fuel quantity is controlled entirely by the backup fuel injection system when the aviation piston engine is in a cruise condition of stable rotational speed, and the fuel injection process is entirely mechanical, thereby improving the reliability of the fuel injection system.
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| CN202210692747.2A CN115013177B (en) | 2022-06-17 | 2022-06-17 | Aviation piston engine redundant fuel injection control system suitable for negative carbon multi-fuel |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN1105825C (en) * | 1999-04-27 | 2003-04-16 | 贵州航空工业总公司红林机械厂 | Electrically controlled direct injection system in oil-burning cylinder |
| US6668797B2 (en) * | 2002-05-13 | 2003-12-30 | Advanced Vehicle Technologies | Fuel injection pump system |
| WO2007083404A1 (en) * | 2006-01-20 | 2007-07-26 | Bosch Corporation | Fuel injection system for internal combustion engine |
| DE102011080986B4 (en) * | 2011-08-16 | 2014-02-13 | Mtu Friedrichshafen Gmbh | Control device for an injection system, injection system with an internal combustion engine and emergency generator |
| CN102425516B (en) * | 2011-11-03 | 2014-04-16 | 北京理工大学 | Multi-valve oil spraying system and multi-valve oil spraying method |
| US9016263B2 (en) * | 2012-06-27 | 2015-04-28 | Ford Global Technologies, Llc | High pressure fuel pump |
| CN106593671B (en) * | 2016-12-13 | 2019-12-20 | 安徽航瑞航空动力装备有限公司 | ETPU-based redundant fuel injection method for four-cylinder diesel engine |
| CN108757254B (en) * | 2018-06-28 | 2024-03-15 | 武汉理工大学 | Marine heavy oil fuel injection system test bed |
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