Hydraulic mechanical reversing valve

Abstract

The application belongs to the field of aviation technology, and particularly relates to a hydraulic mechanical reversing valve, a valve shell and a valve core; the valve shell has a cylindrical central cavity; the wall surface of the central cavity is provided with A and B ports connected with the outside world; the valve core is sleeved in the central cavity, the outer cylindrical surface of the valve core and the wall surface of the central cavity form a first cavity, a second cavity and a third cavity, the valve core is provided with C and D ports connected with the outside world; the C port is communicated with the first cavity and the third cavity; when the valve shell and the valve core rotate relative to each other by less than a preset angle, the A port is communicated with the first cavity, the B port is communicated with the second cavity; when the valve shell and the valve core rotate relative to each other by more than the preset angle, the A port is communicated with the second cavity, the B port is communicated with the third cavity; when the valve shell and the valve core rotate relative to each other by the preset angle, the A port is blocked by the boundary surface between the first cavity and the second cavity, and the B port is blocked by the boundary surface between the second cavity and the third cavity. The switching of the mechanical oil circuit is realized through angle change.

Description

Technical Field

[0001] This application belongs to the field of aerospace technology, and specifically relates to a hydraulic mechanical directional valve. Background Technology

[0002] Working principle of aircraft double-actuator turning mechanism (e.g.) Figure 1 As shown in a, 1b, and 1c, during the turning process, the pushing and pulling of the turning actuator cylinder is divided into two stages. When the turning angle is within the range of 0° to 30°, hydraulic oil is supplied to the rear chamber of turning actuator cylinder 1 and the front chamber of turning actuator cylinder 2, causing turning actuator cylinder 1 and turning actuator cylinder 2 to produce a pushing and pulling action respectively. This pushing and pulling action continues until the turning angle reaches 30°. If the turning angle continues to increase beyond 30°, turning actuator cylinder 2 needs to be hydraulically reversed; otherwise, actuator cylinder 2 will act as an obstacle, reducing the output torque of the turning mechanism. Summary of the Invention

[0003] To address the aforementioned problems, this application provides a hydraulic mechanical directional valve, comprising:

[0004] Valve housing and valve core;

[0005] The valve body has a cylindrical central cavity; the wall of the central cavity has ports A and B that connect to the outside.

[0006] The valve core is fitted in the central cavity, and the outer cylindrical surface of the valve core and the wall surface of the central cavity form a first cavity, a second cavity and a third cavity. The valve core is provided with a C port and a D port for connecting to the outside; the C port is connected to the first cavity and the third cavity.

[0007] When the valve body and valve core rotate relative to each other by less than a preset angle, port A connects to the first chamber; port B connects to the second chamber.

[0008] When the valve body and valve core rotate relative to each other by more than a preset angle, port A connects to the second chamber; port B connects to the third chamber.

[0009] When the valve body and valve core rotate relative to each other at a preset angle, port A is blocked by the interface between the first and second chambers, and port B is blocked by the interface between the second and third chambers.

[0010] Preferably, the outer cylindrical surface of the valve core has at least three circumferentially distributed grooves, which, together with the wall of the central cavity, form a first cavity, a second cavity, and a third cavity, respectively.

[0011] Preferably, the first cavity and the third cavity are connected by a through hole, and port C is connected to the through hole.

[0012] A dual-actuator turning mechanism for an aircraft includes a front strut, a turning clamp fitted on the outside of the front strut, and a left turning actuator and a right turning actuator connected to the two sides of the turning clamp, respectively.

[0013] The left-side turning actuator and the right-side turning actuator are hinged to the turning clamp using the hydraulic mechanical directional valve as described in any one of claims 1-3. Ports A and B are connected to the inlet and outlet of the hydraulic source, respectively, and ports C and D are connected to the inlet and outlet of the actuator. The actuator includes a left-side turning actuator and a right-side turning actuator.

[0014] Preferably, when the front support column and the turning clamp deflect, the extension and retraction switching point of the actuator cylinder corresponds to the position where the valve shell and the valve core rotate relative to each other by a preset angle.

[0015] Preferably, the turning clamp is fixedly connected to the valve core; the valve body is connected to the actuating cylinder; and the actuating cylinder and the turning clamp are connected to the valve core and the valve body.

[0016] The advantages of this application include:

[0017] 1. By adjusting the deflection angle between the valve core and the valve body, the input oil circuit is switched, eliminating the need for sensors and circuits and increasing the reliability of the structure.

[0018] 2. The aircraft dual-actuator turning mechanism based on the hydraulic mechanical reversing valve can realize the reversal of the turning clamp by switching the oil circuits of input port A and port B. Furthermore, the actuating cylinders connected to the turning clamp extend one and retract the other, making full use of the force of both actuating cylinders.

[0019] 3. Furthermore, it has a simple structure and enables automatic switching between oil inlet and outlet of the turning actuator, solving the problem that one side of the actuator obstructs the turning of the front wheel when the turning angle is large, thereby improving the output torque of the turning mechanism. Attached Figure Description

[0020] Figure 1 a is a neutral position diagram of a traditional double-actuator turning mechanism;

[0021] Figure 1 b is a diagram showing the position of the traditional double-actuator turning mechanism when it turns 30° to the left.

[0022] Figure 1 c is a diagram showing the position of the traditional double-actuator turning mechanism at a 70° left turn.

[0023] Figure 2 a is a schematic diagram of the valve housing according to one embodiment of this application;

[0024] Figure 2 b is a schematic diagram of the valve core according to one embodiment of this application;

[0025] Figure 3 a is a schematic diagram illustrating the working principle of a hydraulic mechanical directional valve in which the valve body and valve core rotate relative to each other at a preset angle according to an embodiment of this application.

[0026] Figure 3b. Schematic diagram of the working principle of a hydraulic mechanical directional valve in which the valve body and valve core rotate relative to each other at a preset angle according to an embodiment of this application;

[0027] Figure 3 c This application provides a schematic diagram of the working principle of a hydraulic mechanical directional valve in which the valve body and valve core rotate relative to each other at an angle greater than a preset angle.

[0028] Figure 4 a. Schematic diagram of the neutral position of the double-actuator turning mechanism according to an embodiment of this application;

[0029] Figure 4 b. Schematic diagram of a double-actuator turning mechanism with a small right turn angle according to an embodiment of this application;

[0030] Figure 4 c. Schematic diagram of a double-actuator turning mechanism for a large right-turn angle according to one embodiment of this application. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0032] like Figure 2 , Figure 3 As shown, a hydraulic mechanical directional valve includes:

[0033] Valve housing 1 and valve core 2;

[0034] The valve housing 1 has a cylindrical central cavity; the wall of the central cavity has ports A and B for connecting to the outside.

[0035] The valve core 2 is fitted in the central cavity. The outer cylindrical surface of the valve core 2 and the wall surface of the central cavity form a first cavity, a second cavity, and a third cavity. The valve core 2 is provided with a C port and a D port for connecting to the outside. The C port is connected to the first cavity and the third cavity.

[0036] When the valve body 1 and the valve core 2 rotate relative to each other by less than a preset angle, port A connects to the first chamber; port B connects to the second chamber.

[0037] When the valve body 1 and valve core 2 rotate relative to each other by more than a preset angle, port A connects to the second chamber; port B connects to the third chamber.

[0038] When the valve housing 1 and the valve core 2 rotate relative to each other at a preset angle, port A is blocked by the interface between the first cavity and the second cavity, and port B is blocked by the interface between the second cavity and the third cavity. The outer cylindrical surface of the valve core 2 has at least three circumferentially distributed grooves. The grooves and the wall of the central cavity respectively form the first cavity, the second cavity and the third cavity. The first cavity and the third cavity are connected through a through hole, and port C is connected to the through hole.

[0039] The working principle is as follows: The valve body 1 of the hydraulic mechanical directional valve is fixed, the valve core 2 is fixed to the swing mechanism, and swings left and right with the swing mechanism. Figure 2 The diagram shows the three position states of the valve core 2 of the reversing valve. As the valve core 2 rotates counterclockwise with the swing mechanism... Figure 2 In the left position, port A of valve housing 1 is connected to port C of valve core 2, and port B of valve housing 2 is connected to port D of valve core 2; swinging to Figure 2 When in the middle position, both ports A and B of valve body 1 are momentarily blocked; when oscillating to... Figure 2 In the right position, port A of valve housing 1 is connected to port D of valve core 2, and port B of valve housing 1 is connected to port C of valve core 2. With the inlet / outlet oil of valve housing 1 unchanged, valve core 2 swings with the mechanism. When it rotates to a certain position, the automatic switching of the outlet / outlet oil of valve core is realized.

[0040] A dual-actuator turning mechanism for an aircraft includes a front strut 6, a turning clamp 5 fitted on the outside of the front strut 6, and a left turning actuator 8 and a right turning actuator 3 connected to the two sides of the turning clamp 5 respectively.

[0041] The hinge joint between the left-side turning actuator 8 and the right-side turning actuator 3 and the turning clamp 5 employs a hydraulic mechanical directional valve as described in any one of claims 1-3. Ports A and B are connected to the inlet and outlet of the hydraulic power source, respectively, and ports C and D are connected to the inlet and outlet of the actuator. The actuator includes the left-side turning actuator 8 and the right-side turning actuator 3. Preferably, when the front support column 6 and the turning clamp 5 deflect, the extension / retraction switching point of the actuator corresponds to the position where the valve housing 1 and the valve core 2 rotate relative to each other by a preset angle. Preferably, the turning clamp 5 is fixedly connected to the valve core 2; the valve housing 1 is connected to the actuator; and the actuator and the turning clamp 5 are connected to the valve housing 1 via the valve core 2.

[0042] The working principle is:

[0043] The aircraft's nose wheel dual-actuator turning mechanism is mounted on the nose landing strut 6. Its function is to drive the nose wheel to achieve aircraft turning. It mainly includes the right turning actuator (3), the right reversing valve (4), the turning clamp (5), the nose landing strut 6, the left turning reversing valve (7), and the left turning actuator (8). The left turning reversing valve (7) and the left turning actuator (8) are hinged on the nose landing strut 6. The hinge shaft is located at the reversing valve mounting point. The turning clamp (5) of the turning mechanism is connected to the nose landing wheel axle through an anti-torsion arm. The deflection of the turning clamp (5) is the deflection of the nose wheel.

[0044] During the instantaneous rotation of the turning mechanism's clockwise rotor, the right-side turning actuator 3 outputs a pulling force, while the left-side turning actuator outputs a thrust force. Figure 4 As shown in diagram a; when the axis of the right-side turning actuator 3 intersects the axis of the front support column 6, the lever arm of the output force of the right-side turning actuator 3 is zero, that is, zero torque output, as shown in diagram a. Figure 3 As shown in b; continue rotating clockwise, as... Figure 3 As shown in Figure c, if the right-side turning actuator 3 continues to output thrust, it will hinder the rotation of the turning mechanism. Therefore, it needs to be in the zero-torque position. Figure 3 b. To realize the hydraulic reversal of the right-side turning actuator 3, the right-side turning actuator 3 is switched from output tension to thrust. This function can be achieved through the right-side reversing valve 4. The specific operation is as follows: adjust the zero torque output position of the turning mechanism to coincide with the hydraulic reversing point of the reversing valve, so as to realize the switching of hydraulic pressure and output force of the actuator at the specified position.

[0045] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A dual-actuator turning mechanism for aircraft, characterized in that, Includes a front support column (6), a turning clamp (5) fitted on the outside of the front support column (6), and a left turning actuator (8) and a right turning actuator (3) connected to the two sides of the turning clamp (5). The left turning actuator (8) and the right turning actuator (3) are hinged to the turning clamp (5) using a hydraulic mechanical directional valve. Port A and Port B are connected to the inlet and outlet of the hydraulic source, respectively, and Port C and Port D are connected to the inlet and outlet of the actuator. The actuator includes the left turning actuator (8) and the right turning actuator (3). The hydraulic mechanical directional valve includes: a valve body (1) and a valve core (2). The valve housing (1) has a cylindrical central cavity; the wall of the central cavity has ports A and B connecting to the outside. The valve core (2) is fitted in the central cavity. The outer cylindrical surface of the valve core (2) and the wall surface of the central cavity form a first cavity, a second cavity and a third cavity. The valve core (2) is provided with a C port and a D port for connecting to the outside. The C port is connected to the first cavity and the third cavity. When the valve body (1) and valve core (2) rotate relative to each other by less than a preset angle, port A is connected to the first chamber; port B is connected to the second chamber. When the valve body (1) and valve core (2) rotate relative to each other by more than a preset angle, port A is connected to the second chamber; port B is connected to the third chamber. When the valve body (1) and valve core (2) rotate relative to each other at a preset angle, port A is blocked by the interface between the first cavity and the second cavity, and port B is blocked by the interface between the second cavity and the third cavity.

2. The aircraft dual-actuator turning mechanism as described in claim 1, characterized in that, When the front support column (6) and the turning clamp (5) deflect, the position of the actuator cylinder extension and retraction switching point corresponds to the position where the valve shell (1) and the valve core (2) rotate relative to each other by a preset angle.

3. The aircraft dual-actuator turning mechanism as described in claim 1, characterized in that, The turning clamp (5) is fixedly connected to the valve core (2); the valve shell (1) is connected to the actuating cylinder; the actuating cylinder and the turning clamp (5) are connected to the valve shell (1) through the valve core (2).

4. The aircraft dual-actuator turning mechanism as described in claim 1, characterized in that, The outer cylindrical surface of the valve core (2) has at least three circumferentially distributed grooves, which together with the wall of the central cavity form a first cavity, a second cavity, and a third cavity, respectively.

5. The aircraft dual-actuator turning mechanism as described in claim 1, characterized in that, The first cavity and the third cavity are connected by a through hole, and port C is connected to the through hole.

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