Aircraft autonomous taxiing system with redundancy backup function

Abstract

The invention relates to the technical field of mechanical driving, in particular to an aircraft autonomous taxiing system with a redundancy backup function, which comprises a first hydraulic motor connected with a left aircraft wheel, a first hydraulic loop used for controlling the first hydraulic motor, a second hydraulic motor connected with a right aircraft wheel, and a second hydraulic loop used for controlling the second hydraulic motor, a first servo valve is arranged on the first hydraulic loop; a second servo valve is arranged on the second hydraulic loop; a redundancy backup valve is connected between a pipeline between the first servo valve and the first hydraulic motor and a pipeline between the second servo valve and the second hydraulic motor; the redundancy backup valve is used for controlling the first hydraulic motor and the second hydraulic motor through the second servo valve or controlling the first hydraulic motor and the second hydraulic motor through the second servo valve when the first servo valve or the second servo valve breaks down. According to the invention, timely switching can be realized to avoid the problems of rollover, runway sliding and the like when the aircraft slides due to the fault of any servo valve.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of mechanical driving, in particular to an aircraft autonomous taxiing system with redundancy backup function. BACKGROUND

[0002] At present, the aircraft ground autonomous taxiing system is a new system that can replace ground auxiliary traction equipment such as ground towing vehicles and traction rods, but the current aircraft ground autonomous taxiing system does not have a safety backup function, and if the aircraft ground autonomous taxiing system fails, it will affect the safety performance of the aircraft.

[0003] The aircraft autonomous taxiing system does not have a redundancy backup function, and is driven by a drive motor and a servo reversing valve to rotate the wheels. If the servo reversing valve of the taxiing system has a safety problem, it will cause the aircraft ground taxiing system to fail, and may even cause the aircraft to roll over and have a safety problem.

[0004] How to improve the reliability of the aircraft autonomous taxiing system is one of the important problems to be solved by those skilled in the art. SUMMARY

[0005] The present disclosure is proposed in view of the above problems. The present disclosure provides an aircraft autonomous taxiing system with a redundancy backup function.

[0006] According to one aspect of the present disclosure, an aircraft autonomous taxiing system with a redundancy backup function is provided, which comprises a first hydraulic motor connected to a left wheel, a first hydraulic circuit for controlling the first hydraulic motor, a second hydraulic motor connected to a right wheel, and a second hydraulic circuit for controlling the second hydraulic motor. A first servo valve is provided on the first hydraulic circuit, and a second servo valve is provided on the second hydraulic circuit. A pipe between the first servo valve and the first hydraulic motor and a pipe between the second servo valve and the second hydraulic motor are connected by a redundancy backup valve. The redundancy backup valve is used to control the first hydraulic motor and the second hydraulic motor through the second servo valve or control the first hydraulic motor and the second hydraulic motor through the second servo valve when the first servo valve or the second servo valve fails.

[0007] The aircraft autonomous taxiing system with a redundancy backup function as described above, wherein optionally, it further comprises a first on-board oil supply circuit and a first on-board oil return circuit. The first servo valve is a four-position three-way valve. The first servo valve is connected with a first on-board oil supply oil path and a first on-board oil return oil path; the first servo valve is connected with an inlet of the first hydraulic motor through a first pipeline, and the first servo valve is connected with an outlet of the first hydraulic motor through a second pipeline; The first servo valve has three working states; When the first servo valve is in a first working state, the first on-board oil supply oil path is communicated with the inlet of the first hydraulic motor, and the first on-board oil return oil path is communicated with the outlet of the first hydraulic motor; When the first servo valve is in a second working state, the inlet of the first hydraulic motor and the outlet of the first hydraulic motor are both communicated with the first on-board oil return oil path; When the first servo valve is in a third working state, the first on-board oil supply oil path is communicated with the outlet of the first hydraulic motor, and the first on-board oil return oil path is communicated with the inlet of the first hydraulic motor.

[0008] The aircraft autonomous taxiing system with redundancy backup function as described above, wherein, optionally, further comprising a second on-board oil supply oil path and a second on-board oil return oil path; The second servo valve is a four-position three-way valve; The second servo valve is connected with a second on-board oil supply oil path and a second on-board oil return oil path; the second servo valve is connected with an inlet of the second hydraulic motor through a third pipeline, and the first servo valve is connected with an outlet of the second hydraulic motor through a fourth pipeline; The second servo valve has three working states; When the second servo valve is in a first working state, the second on-board oil supply oil path is communicated with the inlet of the second hydraulic motor, and the second on-board oil return oil path is communicated with the outlet of the second hydraulic motor; When the second servo valve is in a second working state, the inlet of the second hydraulic motor and the outlet of the second hydraulic motor are both communicated with the second on-board oil return oil path; When the second servo valve is in a third working state, the second on-board oil supply oil path is communicated with the outlet of the second hydraulic motor, and the second on-board oil return oil path is communicated with the inlet of the second hydraulic motor.

[0009] The aircraft autonomous taxiing system with redundancy backup function as described above, wherein, optionally, the redundancy backup valve comprises a first redundancy backup valve and a second redundancy backup valve; The first redundancy backup valve is connected between the first pipeline and the third pipeline; The second redundancy backup valve is connected between the second pipeline and the fourth pipeline; The first redundancy backup valve and the second redundancy backup valve are used to open when the first servo valve or the second servo valve fails.

[0010] The autonomous taxiing system of an aircraft with redundancy backup function as described above, wherein, optionally, the first on-board oil supply line and the first on-board oil return line can be cut off when the first servo valve fails.

[0011] The autonomous taxiing system of an aircraft with redundancy backup function as described above, wherein, optionally, the second on-board oil supply line and the second on-board oil return line can be cut off when the second servo valve fails.

[0012] The autonomous taxiing system of an aircraft with redundancy backup function as described above, wherein, optionally, further comprising a wheel shaft, the left machine wheel and the right machine wheel are rotatably installed at two ends of the wheel shaft; the first hydraulic motor and the second hydraulic motor are installed on the two ends of the wheel shaft through a spline.

[0013] The autonomous taxiing system of an aircraft with redundancy backup function as described above, wherein, optionally, when it is needed to drive the aircraft to move and the first servo valve fails, part of the oil flows from the second on-board oil supply line through the second servo valve into the second hydraulic motor and returns to the second on-board oil return line; part of the oil flows from the second on-board oil supply line through the second servo valve into the first hydraulic motor and returns to the second on-board oil return line through the second servo valve.

[0014] The autonomous taxiing system of an aircraft with redundancy backup function as described above, wherein, optionally, when it is needed to drive the aircraft to move and the second servo valve fails, part of the oil flows from the first on-board oil supply line through the first servo valve into the first hydraulic motor and returns to the first on-board oil return line; part of the oil flows from the first on-board oil supply line through the first servo valve into the second hydraulic motor and returns to the second on-board oil return line through the first servo valve.

[0015] As will be described in detail below, the autonomous taxiing system of an aircraft with redundancy backup function according to the embodiments of the present disclosure can directly drive the left machine wheel and the right machine wheel through the hydraulic motor, and can make the first hydraulic circuit for controlling the left machine wheel and the second hydraulic circuit for controlling the right machine wheel backup each other only by adding redundancy backup valves, so that the autonomous taxiing system of the aircraft has the redundancy backup function without greatly increasing the weight and the structural complexity of the autonomous taxiing system, greatly improves the safety and reliability of the aircraft during taxiing, and can timely switch the redundancy backup valves to avoid the aircraft from rolling over or taxiing off the runway due to servo valve failure.

[0016] It is to be understood that both the foregoing general description and the following detailed description are exemplary, and are intended to provide further explanation of the subject technology. BRIEF DESCRIPTION OF DRAWINGS

[0017] The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings in which:

[0018] Figure 1 is a schematic diagram of an autonomous taxiing system of an aircraft with redundancy backup function proposed by the present disclosure.

[0019] Figure 2 is a schematic diagram of the connection between the autonomous taxiing system of an aircraft with redundancy backup function proposed by the present disclosure and the wheels.

[0020] REFERENCE SIGNS: 1-left wheel, 2-first hydraulic motor, 3-first hydraulic circuit, 4-right wheel, 5-second hydraulic motor, 6-second hydraulic circuit, 7-first on-board oil supply line, 8-first on-board oil return line, 9-second on-board oil supply line, 10-second on-board oil return line, 11-first redundancy backup valve, 12-second redundancy backup valve, 13-wheel axle; 31-first servo valve, 32-first pipeline, 33-second pipeline; 61-second servo valve, 62-third pipeline, 63-fourth pipeline. DETAILED DESCRIPTION

[0021] In order to make the objectives, technical solutions and advantages of the present disclosure more apparent, the following will describe the example embodiments according to the present disclosure in detail with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all the embodiments of the present disclosure, and it should be understood that the present disclosure is not limited by the example embodiments described herein.

[0022] In order to solve the problems proposed in the background art, the present disclosure proposes the following solutions.

[0023] Please refer to Figure 1 and Figure 2The disclosure provides an aircraft autonomous taxiing system with redundancy backup function, which comprises a first hydraulic motor 2 connected with a left wheel 1, a first hydraulic circuit 3 for controlling the first hydraulic motor 2, a second hydraulic motor 5 connected with a right wheel 4, and a second hydraulic circuit 6 for controlling the second hydraulic motor 5. That is, under normal circumstances, the first hydraulic motor 2 is driven to work through the first hydraulic circuit 3, and the second hydraulic motor 5 is driven to work through the second hydraulic circuit 6.

[0024] The first hydraulic circuit 3 is provided with a first servo valve 31, and the second hydraulic circuit 6 is provided with a second servo valve 61. Under normal circumstances, the first hydraulic motor 2 is driven to work through the first servo valve 31 controlling the first hydraulic circuit 3, and the second hydraulic motor 5 is driven to work through the second servo valve 61 controlling the second hydraulic circuit 6.

[0025] In order to realize the mutual redundancy backup between the first hydraulic circuit 3 and the second hydraulic circuit 6, in the disclosure, a pipeline between the first servo valve 31 and the first hydraulic motor 2 and a pipeline between the second servo valve 61 and the second hydraulic motor 5 are connected with a redundancy backup valve.

[0026] The redundancy backup valve is used to control the first hydraulic motor 2 and the second hydraulic motor 5 through the second servo valve 61 or control the first hydraulic motor 2 and the second hydraulic motor 5 through the second servo valve 61 when the first servo valve 31 or the second servo valve 61 fails.

[0027] Through the above scheme, when the first servo valve 31 or the second servo valve 61 fails, the first hydraulic motor 2 and the second hydraulic motor 5 can be controlled through the second servo valve 61 or the first hydraulic motor 2 and the second hydraulic motor 5 can be controlled through the second servo valve 61 by the redundancy backup valve. In this scheme, only the redundancy backup valve is added to realize the mutual backup of the first hydraulic circuit 3 and the second hydraulic circuit 6, which is simple in structure and does not greatly increase the weight. In the case of only adding the redundancy backup valve, the first hydraulic circuit 3 for controlling the left wheel 1 and the second hydraulic circuit 6 for controlling the right wheel 4 can be backed up. The autonomous taxiing system of the aircraft has the redundancy backup function without greatly increasing the weight and the structural complexity, greatly improves the safety and reliability of the aircraft taxiing, and the redundancy backup valve can be switched in time to avoid the problems of aircraft taxiing, such as rollover and taxiing off the runway, caused by servo valve failure.

[0028] Specifically, in order to realize the control of the left machine wheel 1 forward and backward, it is necessary to realize the control of the first hydraulic motor 2 forward and reverse rotation. Specifically, it also includes the first on-board oil supply oil path 7 and the first on-board oil return oil path 8; the first on-board oil supply oil path 7 and the first on-board oil return oil path 8 are the oil paths of the aircraft itself, the first on-board oil supply oil path 7 is a high-pressure oil path, which is usually connected with the outlet of the hydraulic pump on the aircraft, and its specific structure is the prior art, and those skilled in the art can realize it, which will not be repeated here. The first on-board oil return oil path 8 is also an oil path of the aircraft itself, and the first on-board oil return oil path 8 is usually communicated with the on-board oil tank to facilitate the return of oil to the on-board oil tank, and its specific structure is the prior art, and those skilled in the art can realize it, which will not be repeated here. It should be pointed out that for the first on-board oil supply oil path 7 and the first on-board oil return oil path 8, when the controller on the aircraft detects that the first servo valve 31 connected therewith fails, the first on-board oil supply oil path 7 and the first on-board oil return oil path 8 can be controlled to be cut off, that is, no longer communicated with the first servo valve 31.

[0029] Specifically, the first servo valve 31 is a four-position three-way valve; the first servo valve 31 is connected with the first on-board oil supply oil path 7 and the first on-board oil return oil path 8; the first servo valve 31 is connected with the inlet of the first hydraulic motor 2 through the first pipeline 32, and the first servo valve 31 is connected with the outlet of the first hydraulic motor 2 through the second pipeline 33.

[0030] The first servo valve 31 has three working states; that is, the spool of the first servo valve 31 has three positions.

[0031] When the first servo valve 31 is in the first working state, the first on-board oil supply oil path 7 is communicated with the inlet of the first hydraulic motor 2; the first on-board oil return oil path 8 is communicated with the outlet of the first hydraulic motor 2.

[0032] When the first servo valve 31 is in the second working state, the inlet of the first hydraulic motor 2 and the outlet of the first hydraulic motor 2 are both communicated with the first on-board oil return oil path 8. At this time, the first hydraulic motor 2 is not driven.

[0033] When the first servo valve 31 is in the third working state, the first on-board oil supply oil path 7 is communicated with the outlet of the first hydraulic motor 2; the first on-board oil return oil path 8 is communicated with the inlet of the first hydraulic motor 2.

[0034] In order to realize the control of the right machine wheel 4 forward and backward, it is necessary to realize the control of the positive rotation and the reverse rotation of the second hydraulic motor 5. Specifically, it further includes a second on-board oil supply oil path 9 and a second on-board oil return oil path 10; the second on-board oil supply oil path 9 and the second on-board oil return oil path 10 are the oil paths of the aircraft itself, the second on-board oil supply oil path 9 is a high-pressure oil path, which is usually connected with the outlet of the hydraulic pump on the aircraft, and the specific structure is the prior art, and those skilled in the art can realize it, which will not be repeated here. The second on-board oil return oil path 10 is also an oil path of the aircraft itself, and the second on-board oil return oil path 10 is usually communicated with the on-board oil tank to facilitate the return of the oil to the on-board oil tank, and the specific structure is the prior art, and those skilled in the art can realize it, which will not be repeated here. It should be pointed out that for the second on-board oil supply oil path 9 and the second on-board oil return oil path 10, when the controller on the aircraft detects that the second servo valve 61 connected therewith fails, the second on-board oil supply oil path 9 and the second on-board oil return oil path 10 can be controlled to be cut off, i.e. no longer communicated with the second servo valve 61.

[0035] Specifically, the second servo valve 61 is a four-position three-way valve; the second servo valve 61 is connected with the second on-board oil supply oil path 9 and the second on-board oil return oil path 10; the second servo valve 61 is connected with the inlet of the second hydraulic motor 5 through a third pipeline 62, and the first servo valve 31 is connected with the outlet of the second hydraulic motor 5 through a fourth pipeline 63.

[0036] The second servo valve 61 has three working states; that is, corresponding to three positions of the valve core of the four-position three-way valve; when the second servo valve 61 is in the first working state, the second on-board oil supply oil path 9 is communicated with the inlet of the second hydraulic motor 5; and the second on-board oil return oil path 10 is communicated with the outlet of the second hydraulic motor 5.

[0037] When the second servo valve 61 is in the second working state, the inlet of the second hydraulic motor 5 and the outlet of the second hydraulic motor 5 are both communicated with the second on-board oil return oil path 10. At this time, the second hydraulic motor 5 is not driven.

[0038] When the second servo valve 61 is in the third working state, the second on-board oil supply oil path 9 is communicated with the outlet of the second hydraulic motor 5; and the second on-board oil return oil path 10 is communicated with the inlet of the second hydraulic motor 5.

[0039] In some implementations, the redundancy backup valve includes a first redundancy backup valve 11 and a second redundancy backup valve 12; both the first redundancy backup valve 11 and the second redundancy backup valve 12 are solenoid valves, only having two states of conduction and disconnection. Still taking the first redundancy backup valve 11 and the second redundancy backup valve 12 as examples, the first redundancy backup valve 11 is connected between the first pipeline 32 and the third pipeline 62; the second redundancy backup valve 12 is connected between the second pipeline 33 and the fourth pipeline 63; both the first redundancy backup valve 11 and the second redundancy backup valve 12 are used to open when the first servo valve 31 or the second servo valve 61 fails. In some implementations, the redundancy backup valve can also be set as a two-position four-way valve, in one state, both pipelines are conducted, and in another state, both pipelines are cut off.

[0040] Specifically, the first on-board oil supply oil way 7 and the first on-board oil return oil way 8 can be cut off when the first servo valve 31 fails. This function can rely on the function of the aircraft itself, which will not be repeated here.

[0041] The second on-board oil supply oil way 9 and the second on-board oil return oil way 10 can be cut off when the second servo valve 61 fails. This function can rely on the function of the aircraft itself, which will not be repeated here.

[0042] In specific implementation, the left machine wheel 1 and the right machine wheel 4 are respectively rotatably installed at both ends of the wheel shaft 13; the first hydraulic motor 2 and the second hydraulic motor 5 are installed at both ends of the wheel shaft 13 through spline. In specific implementation, the wheel shaft 13 is usually fixedly connected with the landing gear of the aircraft, which is not rotatable. The fixed part of the first hydraulic motor 2 is connected with the wheel shaft 13, and the rotating part of the first hydraulic motor 2 is fixedly connected or drivingly connected with the left machine wheel 1. The fixed part of the second hydraulic motor 5 is connected with the wheel shaft 13, and the rotating part of the second hydraulic motor 5 is fixedly connected or drivingly connected with the right machine wheel 4. In specific implementation, the first hydraulic motor 2 and the second hydraulic motor 5 can be selected as radial internal curved plunger motors.

[0043] In specific implementation, when it is needed to drive the aircraft to move and the first servo valve 31 fails, part of the oil flows from the second on-board oil supply oil way 9 to the second hydraulic motor 5 through the second servo valve 61 and returns to the second on-board oil return oil way 10; part of the oil flows from the second on-board oil supply oil way 9 to the first hydraulic motor 2 through the second servo valve 61 and returns to the second on-board oil return oil way 10 through the second servo valve 61.

[0044] When the aircraft needs to be driven and the second servo valve 61 fails, part of the oil flows from the first on-board oil supply oil path 7 into the first hydraulic motor 2 through the first servo valve 31 and back to the first on-board oil return oil path 8; part of the oil flows from the first on-board oil supply oil path 7 into the second hydraulic motor 5 through the first servo valve 31 and back to the second on-board oil return oil path 10.

[0045] In specific use, when the first servo valve 31 and the second servo valve 61 are both working normally, when the aircraft needs to be driven, the first redundancy backup valve 11 and the second redundancy backup valve 12 are both in the off state, that is, the first hydraulic circuit 3 is not connected with the second hydraulic circuit 6, the first hydraulic circuit 3 drives the first hydraulic motor 2 to rotate forward or reverse under the control of the first servo valve 31. The second hydraulic circuit 6 drives the second hydraulic motor 5 to rotate forward or reverse under the control of the second servo valve 61.

[0046] When the aircraft needs to be driven forward, the first servo valve 31 is controlled to be in the first working state, the oil in the first on-board oil supply oil path 7 enters the inlet of the first hydraulic motor 2 through the first servo valve 31, and then backflows to the first on-board oil return oil path 8 through the first servo valve 31, the first hydraulic motor 2 drives the left wheel 1 to rotate forward; the second servo valve 61 is controlled to be in the first working state, the oil in the second on-board oil supply oil path 9 enters the inlet of the second hydraulic motor 5 through the second servo valve 61, and then backflows to the second on-board oil return oil path 10 through the second servo valve 61, the second hydraulic motor 5 drives the right wheel 4 to rotate forward; the aircraft moves forward. When the aircraft does not need to be driven, the first servo valve 31 and the second servo valve 61 are both in the second working state; no hydraulic oil enters the first hydraulic motor 2 or the second hydraulic motor 5, and the aircraft stops moving. When the aircraft needs to be driven backward, the first servo valve 31 is controlled to be in the third working state, the oil in the first on-board oil supply oil path 7 enters the outlet of the first hydraulic motor 2 through the first servo valve 31, and then backflows to the first on-board oil return oil path 8 through the first servo valve 31, the first hydraulic motor 2 drives the left wheel 1 to rotate reversely; the second servo valve 61 is controlled to be in the third working state, the oil in the second on-board oil supply oil path 9 enters the outlet of the second hydraulic motor 5 through the second servo valve 61, and then backflows to the second on-board oil return oil path 10 through the second servo valve 61, the second hydraulic motor 5 drives the right wheel 4 to rotate reversely; the aircraft moves backward.

[0047] When the first servo valve 31 fails, the on-board controller can detect the failure and cut off the communication of the first on-board oil supply oil line 7, the first on-board oil return oil line 8 and the first servo valve 31; in this case, the first redundancy backup valve 11 and the second redundancy backup valve 12 are both controlled to be open; at this time, the first hydraulic motor 2 and the second hydraulic motor 5 are in parallel connection; when it is needed to drive the airplane to move forward, the second servo valve 61 is controlled to be in the first working state, at this time, part of the oil liquid enters the inlet of the second hydraulic motor 5 from the second on-board oil supply oil line 9 through the second servo valve 61, and then flows out from the outlet of the second hydraulic motor 5 and returns to the second on-board oil return oil line 10 through the second servo valve 61, so that the second hydraulic motor 5 drives the right machine wheel 4 to rotate forward; another part of the oil liquid enters the inlet of the first hydraulic motor 2 from the second on-board oil supply oil line 9 through the second servo valve 61 and the first redundancy backup valve 11, and then flows out from the outlet of the first hydraulic motor 2 and returns to the second on-board oil return oil line 10 through the second redundancy backup valve 12 and the second servo valve 61; the first hydraulic motor 2 drives the left machine wheel 1 to rotate forward; the airplane moves forward. When it is not needed to drive the airplane, the second servo valve 61 is in the second working state, at this time, no high-pressure oil liquid flows into the first hydraulic motor 2 or the second hydraulic motor 5. When it is needed to drive the airplane to move backward, the second servo valve 61 is controlled to be in the third working state, at this time, part of the oil liquid enters the outlet of the second hydraulic motor 5 from the second on-board oil supply oil line 9 through the second servo valve 61, and then flows out from the inlet of the second hydraulic motor 5 and returns to the second on-board oil return oil line 10 through the second servo valve 61, so that the second hydraulic motor 5 drives the right machine wheel 4 to rotate reversely; another part of the oil liquid enters the outlet of the first hydraulic motor 2 from the second on-board oil supply oil line 9 through the second servo valve 61 and the second redundancy backup valve 12, and then flows out from the inlet of the first hydraulic motor 2 and returns to the second on-board oil return oil line 10 through the first redundancy backup valve 11 and the second servo valve 61; the first hydraulic motor 2 drives the left machine wheel 1 to rotate reversely; the airplane moves backward.

[0048] When the second servo valve 61 fails, the on-board controller can detect the failure and cut off the communication of the second on-board oil supply oil path 9, the second on-board oil return oil path 10 and the second servo valve 61; in this case, the first redundancy backup valve 11 and the second redundancy backup valve 12 are both controlled to be open; at this time, the first hydraulic motor 2 and the second hydraulic motor 5 are connected in parallel; when driving the aircraft to move forward, the first servo valve 31 is controlled to be in the first working state, at this time, part of the oil enters the inlet of the first hydraulic motor 2 through the first servo valve 31 from the first on-board oil supply oil path 7, and then flows out of the outlet of the first hydraulic motor 2 and returns to the first on-board oil return oil path 8 through the first servo valve 31, and the first hydraulic motor 2 drives the left wheel 1 to rotate forward; another part of the oil enters the inlet of the second hydraulic motor 5 through the first servo valve 31 and the first redundancy backup valve 11 from the first on-board oil supply oil path 7, and then flows out of the outlet of the second hydraulic motor 5 and returns to the first on-board oil return oil path 8 through the second redundancy backup valve 12 and the first servo valve 31; the second hydraulic motor 5 drives the right wheel 4 to rotate forward; the aircraft moves forward. When the aircraft does not need to be driven, the first servo valve 31 is in the second working state, at this time, no high-pressure oil flows into the first hydraulic motor 2 or the second hydraulic motor 5. When the aircraft needs to be driven to move backward, the first servo valve 31 is controlled to be in the third working state, at this time, part of the oil enters the outlet of the first hydraulic motor 2 through the first servo valve 31 from the first on-board oil supply oil path 7, and then flows out of the inlet of the first hydraulic motor 2 and returns to the first on-board oil return oil path 8 through the first servo valve 31, and the first hydraulic motor 2 drives the left wheel 1 to rotate reversely; another part of the oil enters the outlet of the second hydraulic motor 5 through the first servo valve 31 and the second redundancy backup valve 12 from the first on-board oil supply oil path 7, and then flows out of the inlet of the second hydraulic motor 5 and returns to the first on-board oil return oil path 8 through the first redundancy backup valve 11 and the first servo valve 31; the second hydraulic motor 5 drives the left wheel 1 to rotate reversely; the aircraft moves backward.

[0049] According to the above description, the autonomous taxiing system of the aircraft with redundancy backup function according to the embodiment of the present disclosure can directly drive the left wheel and the right wheel through the hydraulic motor, and can make the first hydraulic circuit controlling the left wheel and the second hydraulic circuit controlling the right wheel backup each other only by adding the redundancy backup valve. The autonomous taxiing system of the aircraft has the redundancy backup function without greatly increasing the weight and the structural complexity, greatly improves the safety and reliability of the aircraft during taxiing, and can timely switch the redundancy backup valve to avoid the problems of side turning, taxiing off the runway and the like caused by the failure of any element during the taxiing of the aircraft.

[0050] The above describes the aircraft autonomous taxiing system with redundancy backup function according to the embodiment of the present disclosure with reference to the drawings. The left and right machine wheels are directly driven by the hydraulic motor. The first hydraulic circuit for controlling the left machine wheel and the second hydraulic circuit for controlling the right machine wheel are backed up by each other only by adding the redundancy backup valve. The autonomous taxiing system of the aircraft has the redundancy backup function without greatly increasing the weight and structural complexity of the aircraft. The safety and reliability of the aircraft taxiing are greatly improved. The redundancy backup valve can be switched in time to avoid the aircraft taxiing from turning over, taxiing off the runway and other problems caused by the servo valve failure.

[0051] The basic principles of the present disclosure are described above in combination with specific embodiments. However, it should be pointed out that the advantages, advantages, effects and the like mentioned in the present disclosure are only examples and are not limiting. These advantages, advantages, effects and the like cannot be considered as the must-have of each embodiment of the present disclosure. In addition, the specific details of the above disclosure are only for the purpose of example and understanding, and are not limiting. The above details do not limit the present disclosure to the above specific details.

[0052] The block diagrams of the devices, apparatuses, equipment, systems involved in the present disclosure are only illustrative examples and are not intended to require or imply the connection, arrangement, configuration shown in the block diagram. As those skilled in the art will recognize, these devices, apparatuses, equipment, systems can be connected, arranged, configured in any way. Words such as "include", "contain", "have" and the like are open-ended words, which mean "including but not limited to", and can be used interchangeably. The words "or" and "and" used herein mean the word "and / or", and can be used interchangeably unless the context clearly indicates otherwise. The word "such as" used herein means the phrase "such as but not limited to", and can be used interchangeably.

[0053] In addition, as used herein, "or" used in the list of items starting with "at least one" indicates separate listing, so that for example, the list of "at least one of A, B or C" means A or B or C, or AB or AC or BC, or ABC (i.e. A and B and C). In addition, the word "exemplary" does not mean that the described example is preferred or better than other examples.

[0054] It should also be noted that in the system and method of the present disclosure, each component or each step can be decomposed and / or recombined. These decompositions and / or recombination should be considered as equivalent solutions of the present disclosure.

[0055] Various changes, modifications, and alterations to the techniques described herein can be made without departing from the teachings of the attached claims. Moreover, the scope of the claims of this disclosure is not limited to the particular aspects described above. In addition, where a process, machine, manufacture, composition of matter, means, method, or result containing procedural, business, and other steps is described, it is understood that the description is meant to encompass the specific implementation of the steps described, as well as the substitution of equivalent steps, or equivalent steps in the performance order. Accordingly, the attached claims are to be interpreted as embracing the specific aspects and embodiments described herein, as well as future modifications, changes, and alterations of the aspects and embodiments.

[0056] The above description of the disclosed aspects is given for illustrative purposes and is not intended to limit the scope of the disclosure. The aspects are described in terms of "preferred" embodiments and various modifications, alterations, and permutations of these preferred embodiments. These descriptions are not exclusive. For description purposes, certain aspects are described primarily in the context of the methods of the disclosure. Information can be presented in terms of various structural and functional components and various processes. The physical elements of the disclosure include mechanical, electrical, and electromechanical devices. The result can be a process such as a method, an article of manufacture, or a machine.

[0057] The above description has been presented for the purpose of illustration and description. It is not intended to be exhaustive or to limit the disclosure to the precise forms disclosed. Although several example aspects and embodiments have been discussed, other modifications, variations, alternatives, additions, and sub-combinations from those disclosed can be employed.

Claims

1. An autonomous taxi system for an aircraft having a redundant backup function, characterized in that The first hydraulic motor (2) is connected with a left wheel (1), a first hydraulic circuit (3) is used for controlling the first hydraulic motor (2), the second hydraulic motor (5) is connected with a right wheel (4), and a second hydraulic circuit (6) is used for controlling the second hydraulic motor (5); The first hydraulic circuit (3) is provided with a first servo valve (31); the second hydraulic circuit (6) is provided with a second servo valve (61); The pipeline between the first servo valve (31) and the first hydraulic motor (2) and the pipeline between the second servo valve (61) and the second hydraulic motor (5) are connected with a redundancy backup valve; The redundancy backup valve is used for controlling the first hydraulic motor (2) and the second hydraulic motor (5) through the second servo valve (61) or controlling the first hydraulic motor (2) and the second hydraulic motor (5) through the second servo valve (61) when the first servo valve (31) or the second servo valve (61) fails.

2. The aircraft autonomous taxi system with redundancy backup function according to claim 1, characterized in that, Further comprising a first on-board oil supply oil way (7) and a first on-board oil return oil way (8); The first servo valve (31) is a four-position three-way valve; The first servo valve (31) is connected with the first on-board oil supply oil way (7) and the first on-board oil return oil way (8); the first servo valve (31) is connected with the inlet of the first hydraulic motor (2) through a first pipeline (32), and the first servo valve (31) is connected with the outlet of the first hydraulic motor (2) through a second pipeline (33); The first servo valve (31) has three working states; When the first servo valve (31) is in the first working state, the first on-board oil supply oil way (7) is communicated with the inlet of the first hydraulic motor (2), and the first on-board oil return oil way (8) is communicated with the outlet of the first hydraulic motor (2); When the first servo valve (31) is in the second working state, the inlet of the first hydraulic motor (2) and the outlet of the first hydraulic motor (2) are both communicated with the first on-board oil return oil way (8); When the first servo valve (31) is in the third working state, the first on-board oil supply oil way (7) is communicated with the outlet of the first hydraulic motor (2), and the first on-board oil return oil way (8) is communicated with the inlet of the first hydraulic motor (2).

3. The aircraft autonomous taxi system with redundancy backup function according to claim 2, characterized in that, Further comprising a second on-board oil supply oil way (9) and a second on-board oil return oil way (10); The second servo valve (61) is a four-position three-way valve; The second servo valve (61) is connected with the second on-board oil supply oil way (9) and the second on-board oil return oil way (10); the second servo valve (61) is connected with the inlet of the second hydraulic motor (5) through a third pipeline (62), and the first servo valve (31) is connected with the outlet of the second hydraulic motor (5) through a fourth pipeline (63); The second servo valve (61) has three working states; When the second servo valve (61) is in the first working state, the second on-board oil supply oil path (9) is in communication with the inlet of the second hydraulic motor (5); the second on-board oil return oil path (10) is in communication with the outlet of the second hydraulic motor (5); When the second servo valve (61) is in the second working state, the inlet of the second hydraulic motor (5) and the outlet of the second hydraulic motor (5) are both in communication with the second on-board oil return oil path (10); When the second servo valve (61) is in the third working state, the second on-board oil supply oil path (9) is in communication with the outlet of the second hydraulic motor (5); the second on-board oil return oil path (10) is in communication with the inlet of the second hydraulic motor (5).

4. The aircraft autonomous taxi system with redundancy backup function according to claim 3, characterized in that, The redundancy backup valve comprises a first redundancy backup valve (11) and a second redundancy backup valve (12); The first redundancy backup valve (11) is connected between the first pipeline (32) and the third pipeline (62); The second redundancy backup valve (12) is connected between the second pipeline (33) and the fourth pipeline (63); The first redundancy backup valve (11) and the second redundancy backup valve (12) are both used to open when the first servo valve (31) or the second servo valve (61) fails.

5. The aircraft autonomous taxi system with redundancy backup function according to claim 4, characterized in that, The first on-board oil supply oil path (7) and the first on-board oil return oil path (8) can be cut off when the first servo valve (31) fails.

6. The aircraft autonomous taxi system with redundancy backup function according to claim 5, characterized in that, The second on-board oil supply oil path (9) and the second on-board oil return oil path (10) can be cut off when the second servo valve (61) fails.

7. The aircraft autonomous taxi system with redundancy backup function according to any one of claims 1-6, characterized in that, Further comprising an axle (13), the left machine wheel (1) and the right machine wheel (4) are respectively rotatably installed at two ends of the axle (13); the first hydraulic motor (2) and the second hydraulic motor (5) are installed at the two ends of the axle (13) through spline.

8. The aircraft autonomous taxi system with redundancy backup function according to any one of claims 4-6, characterized in that, When it is needed to drive the airplane to move and the first servo valve (31) fails, part of oil flows into the second hydraulic motor (5) through the second servo valve (61) from the second on-board oil supply oil path (9) and returns to the second on-board oil return oil path (10); part of oil enters the first hydraulic motor (2) through the second servo valve (61) from the second on-board oil supply oil path (9) and returns to the second on-board oil return oil path (10) through the second servo valve (61).

9. The aircraft autonomous taxi system with redundancy backup function according to any one of claims 4-6, characterized in that, When it is needed to drive the airplane to move and the second servo valve (61) fails, part of oil flows into the first hydraulic motor (2) through the first servo valve (31) from the first on-board oil supply oil path (7) and returns to the first on-board oil return oil path (8); part of oil enters the second hydraulic motor (5) through the first servo valve (31) from the first on-board oil supply oil path (7) and returns to the second on-board oil return oil path (10) through the first servo valve (31).

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