An automatic residual pressure protection type aircraft brake combination valve

Abstract

The present invention belongs to the field of mechanical hydraulics and discloses an automatic residual pressure protection type aircraft brake combination valve, which includes an electro-hydraulic pressure servo valve and an electromagnetic hydraulic lock structure. Among them, the electromagnetic hydraulic lock structure is provided with a dual solenoid valve. The electrical input of the first solenoid valve is controlled and connected to the aircraft system, and the electrical input of the second solenoid valve is controlled and connected to the electro-hydraulic pressure servo valve. After both the first solenoid valve and the second solenoid valve are energized, the oil inlet of the electro-hydraulic pressure servo valve is opened. After the electro-hydraulic pressure servo valve is de-energized, the second solenoid valve is de-energized synchronously to close the oil inlet of the electro-hydraulic pressure servo valve. When the aircraft releases the brake, the electro-hydraulic pressure servo valve is de-energized, and the oil inlet channel of the electro-hydraulic pressure servo valve inside the brake combination valve will be automatically cut off, so that it no longer outputs pressure, which can avoid any possible residual pressure faults of the brake combination valve, and no control by the aircraft system is required, realizing automatic residual pressure protection. It can greatly protect the aircraft, avoid major faults such as wheel skidding and bursting caused by residual pressure faults in the brake combination valve, improve the safety of the aircraft, and also increase the application scenarios of the hydraulic control brake combination valve.

Description

Technical Field

[0001] The present invention belongs to the field of mechanical hydraulics, and relates to an aircraft brake combination valve, specifically to an automatic residual pressure protection type aircraft brake combination valve. Background Art

[0002] As a control and execution element of the aircraft anti-skid brake control system, the brake combination valve generally consists of a two-position four-way electro-hydraulic lock that controls the on-off of the control hydraulic source and an electro-hydraulic pressure servo valve that outputs pressure in proportion to the input current signal. Since the brake disc in the brake system belongs to a closed control cavity, during the high-low pressure switching process, there will be a phenomenon that the oil fluid flows back to the upstream brake combination valve, and there are also hard particles deposited in the brake disc that flow back with the oil fluid. Therefore, when the high-precision electro-hydraulic pressure servo valve works in an environment with low oil fluid cleanliness, problems such as inner hole blockage and spool jamming will occur, which may cause residual pressure faults in the servo valve to output pressure under zero command current. The residual pressure fault is manifested as the wheel having a brake pressure when the aircraft lands or taxis, which may cause the wheel to drag and burst, affecting flight safety. Summary of the Invention

[0003] In order to solve the above problems, the present invention provides an automatic residual pressure protection type brake combination valve, which introduces the control current of the electro-hydraulic pressure servo valve into the electro-hydraulic lock to control the on-off of the oil inlet passage. When the aircraft releases the brake, the electro-hydraulic pressure servo valve is de-energized, and the oil inlet passage of the electro-hydraulic pressure servo valve inside the brake combination valve will be automatically cut off, so that it no longer outputs pressure, eliminating any possible residual pressure faults, and no control by the on-board system is required, realizing automatic residual pressure protection.

[0004] The technical solution of the present invention is as follows:

[0005] An automatic residual pressure protection type aircraft brake combination valve, comprising an electro-hydraulic pressure servo valve and an electro-hydraulic lock structure. Among them, the electro-hydraulic lock structure is provided with a dual solenoid valve. The electrical input of the first solenoid valve is controlled and connected to the on-board system, and the electrical input of the second solenoid valve is controlled and connected to the electro-hydraulic pressure servo valve. After both the first solenoid valve and the second solenoid valve are energized, the oil inlet of the electro-hydraulic pressure servo valve is opened. After the electro-hydraulic pressure servo valve is de-energized, the second solenoid valve is synchronously de-energized, thereby closing the oil inlet of the electro-hydraulic pressure servo valve.

[0006] Furthermore, the first solenoid valve and the second solenoid valve have the same structure, including an electromagnet, a left valve seat, a steel ball, a bracket, a right valve seat and a filter screen. The right valve seat is connected to the oil inlet end, the left valve seat is connected to the oil return end, the bracket is connected to the output end, the steel ball is in the moving space between the left valve seat and the right valve seat, and the output end of the first solenoid valve is communicated with the oil return end of the second solenoid valve.

[0007] Further, the electromagnet includes a coil, a movable iron core, a spring and a push rod. When the solenoid valve is powered on, the electromagnet generates a thrust on the movable iron core, and the push rod is pushed out to the right under the thrust of the movable iron core; when the solenoid valve is de-energized, there is no thrust on the movable iron core, and the spring pushes the movable iron core back to the left extreme position.

[0008] Further, after the solenoid valve is powered on, the push rod pushes the steel ball into the right valve seat, tightly abuts and seals the opening of the right valve seat, closes the oil inlet end, connects the left valve seat with the bracket, and connects the oil return end with the output end; when the solenoid valve is de-energized, the steel ball tightly abuts and seals the opening of the left valve seat under the action of the oil inlet source, closes the oil return end, connects the right valve seat with the bracket, and connects the oil inlet end with the output end.

[0009] Further, the electromagnetic hydraulic lock structure further includes a valve sleeve, a valve core and a piston. The valve core and the piston are arranged in the valve sleeve and can move left and right. The acting area on the left side of the piston is larger than the acting area on the right side of the valve core. The left and right extreme position ends of the valve core and the piston are limited by the left end cover and the right end cover. The cavity on the right side of the valve core is connected to the oil inlet source, and the cavity on the left side of the piston is connected to the output end of the second-stage solenoid valve.

[0010] Further, after both the first-stage solenoid valve and the second-stage solenoid valve are powered on, the cavity on the left side of the piston is connected to the oil return, the valve core is in the left extreme position, the electromagnetic hydraulic lock is in the on state, and the oil inlet source is connected to the P1 and P2 ports of the electro-hydraulic pressure servo valve; when either the first-stage solenoid valve or the second-stage solenoid valve is de-energized, the cavity on the left side of the piston is connected to the oil inlet source, the valve core is in the right extreme position, the electromagnetic hydraulic lock is in the off state, and the P1 and P2 ports of the electro-hydraulic pressure servo valve are disconnected from the oil inlet source.

[0011] Further, the aircraft electrical connector X2 that controls the electro-hydraulic pressure servo valve is also connected to control the on-off of the second-stage solenoid valve, and the electro-hydraulic pressure servo valve and the second-stage solenoid valve are powered on and off synchronously.

[0012] Advantages of the present invention:

[0013] Through the combined valve of the present invention, when the aircraft releases the brake, under the condition that no control by the on-board system is required, through the internal associated control of the brake combined valve, the oil inlet channel of the electro-hydraulic pressure servo valve is automatically cut off, so that it no longer outputs pressure, eliminating any possible residual pressure faults, realizing residual pressure protection, which can greatly protect the aircraft, avoid major faults such as wheel skidding and bursting caused by residual pressure faults in the brake combined valve, improve the safety of the aircraft, and also increase the application scenarios of the hydraulic control brake combined valve. Description of the drawings

[0014] To more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required for the embodiments. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0015] Figure 1 It is a schematic structural diagram of the present invention.

[0016] Among them, 1 is an electro-hydraulic pressure servo valve, 2 is an electromagnetic hydraulic lock, 3 is a valve sleeve, 4 is a right end cover, 5 is a valve core, 6 is a sealing ring, 7 is a filter screen, 8 is a right valve seat, 9 is a bracket, 10 is a left valve seat, 11 is a steel ball, 12 is a push rod, 13 is an electromagnet, 14 is a spring, 15 is a movable iron core, 16 is a coil, 17 is a power amplifier, 18 is a left end cover, and 19 is a piston.

[0017] J: Inlet oil source pressure; S: Brake pressure; H: Return oil pressure. Specific embodiments

[0018] This part is an embodiment of the present invention, used to explain and illustrate the technical solutions of the present invention. Without conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0019] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicating directions or position relationships are the azimuth or position relationships given according to the drawings, only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or case must have a specific azimuth, be constructed and operated in a specific azimuth, so it cannot be understood as a limitation to the present invention. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or the number of technical features implicitly indicated. Thus, the features defined with "first", "second", etc. may explicitly or implicitly include more than one such feature. In the description of the present invention, unless otherwise stated, the meaning of "a plurality" is two or more.

[0020] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installation", "connection", and "linkage" shall be interpreted in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integrated connection; it may be a mechanical connection or a point connection; it may be a direct connection or an indirect connection through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0021] To eliminate the significant impact on flight safety caused by the residual pressure fault of the brake combination valve, by designing an automatic residual pressure protection type aircraft brake combination valve, when the aircraft releases the brake without a brake command, no control by the on-board system is required, and the brake combination valve automatically closes the oil inlet passage, so that it no longer outputs pressure, avoiding the occurrence of residual pressure and forming residual pressure protection.

[0022] An automatic residual pressure protection type aircraft brake combination valve includes an electro-hydraulic pressure servo valve 1 and an electromagnetic hydraulic lock structure 2. Among them, the electromagnetic hydraulic lock structure 2 is provided with a double solenoid valve. The electrical input control of the first solenoid valve is connected to the on-board system, and the electrical input control of the second solenoid valve is connected to the electro-hydraulic pressure servo valve 1. After both the first solenoid valve and the second solenoid valve are energized, the oil inlet of the electro-hydraulic pressure servo valve 1 is opened. When the electro-hydraulic pressure servo valve 1 is de-energized, the second solenoid valve is synchronously de-energized, thereby closing the oil inlet of the electro-hydraulic pressure servo valve 1.

[0023] The first solenoid valve and the second solenoid valve have the same structure, and both include an electromagnet 13, a left valve seat 10, a steel ball 11, a bracket 9, a right valve seat 8, and a filter screen 7. The right valve seat 8 is connected to the oil inlet end, the left valve seat 10 is connected to the oil return end, the bracket 9 is connected to the output end, and the steel ball 11 is in the moving space between the left valve seat 10 and the right valve seat 8. The output end of the first solenoid valve is communicated with the oil return end of the second solenoid valve.

[0024] After the solenoid valve is energized, the ejector rod 12 pushes the steel ball 11 into the right valve seat 8, tightly pressing and blocking the opening of the right valve seat 8, so that the left valve seat 10 is communicated with the bracket 9, closing the oil inlet end, and making the oil return end communicated with the output end; when the solenoid valve is de-energized, the steel ball 11 is tightly pressed and blocks the opening of the left valve seat 10 under the action of the oil inlet source, so that the right valve seat 8 is communicated with the bracket 9, closing the oil return end, and making the oil inlet end communicated with the output end.

[0025] The electromagnetic hydraulic lock 2 further includes a valve sleeve 3, a valve core 5, and a piston 19. The valve core 5 and the piston 19 are arranged in the valve sleeve 3 and can move left and right. The left and right extreme position ends of the valve core 5 and the piston 19 are limited by the left end cover 18 and the right end cover 4. The oil inlet source is connected to the cavity on the right side of the valve core 5, and the output end of the bracket 9 of the second solenoid valve is connected to the cavity on the left side of the piston 19. The acting area on the left side of the piston 19 is larger than the acting area on the right side of the valve core 5.

[0026] After both the first-stage solenoid valve and the second-stage solenoid valve are energized, the oil return connects the cavity on the left side of the piston 19, the spool 5 is in the left extreme position, the electromagnetic hydraulic lock 2 is in the on state, and the oil inlet source energizes the P1 and P2 ports of the electro-hydraulic pressure servo valve 1; when either the first-stage solenoid valve or the second-stage solenoid valve is de-energized, the oil inlet source connects the cavity on the left side of the piston 19, the spool 5 is in the right extreme position, the electromagnetic hydraulic lock 2 is in the off state, and the P1 and P2 ports of the electro-hydraulic pressure servo valve 1 are disconnected from the oil inlet source.

[0027] The aircraft electrical connector X2 that controls the electro-hydraulic pressure servo valve is also connected to control the on / off of the second-stage solenoid valve, and the electro-hydraulic pressure servo valve and the second-stage solenoid valve are powered on and off synchronously.

[0028] The following is another embodiment of the present invention.

[0029] When there is no braking instruction after the aircraft releases the brake, the brake combination valve automatically cuts off the oil inlet path of the electro-hydraulic pressure servo valve under the condition that no control is required from the on-board system, so that it no longer outputs pressure, avoiding any possible residual pressure faults and forming a residual pressure protection.

[0030] The aircraft supplies power to the first-stage solenoid valve through the electrical connector X1, inputs a braking instruction signal to the electro-hydraulic pressure servo valve 1 through the electrical connector X2, and at the same time the braking instruction signal is connected to the second-stage solenoid valve through the power amplifier 17 to supply power to the second-stage solenoid valve.

[0031] When the aircraft brakes, both the electrical connectors X1 and X2 are energized, then both the first-stage solenoid valve and the second-stage solenoid valve are energized, the electromagnet 13 forms a magnetic field, the moving iron core 15 moves to the right under the action of the magnetic field force to overcome the elastic force of the spring 14, pushes the ejector rod 12 and the steel ball 11 to move to the right until the steel ball 11 blocks the opening of the right valve seat 8, closes the oil inlet end and opens the oil return end at the same time, so that the oil return connects the cavity on the left side of the piston 19, the cavity on the right side of the spool 5 is connected to the oil inlet source, and the spool 5 moves to the left under the action of the hydraulic pressure to the limiting position of the left end cover 18, so that the oil inlet ports P1 and P2 of the electro-hydraulic pressure servo valve 1 are connected to the oil inlet source, and the electro-hydraulic pressure servo valve 1 can output the corresponding braking pressure according to the braking instruction signal input by the electrical connector X2.

[0032] When the aircraft releases the brake, the brake command is zero, the electrical connector X2 is de-energized, and the airborne system does not need to perform any control. The electrical connector X1 remains energized. Then the first-stage solenoid valve is energized and the second-stage solenoid valve is de-energized. The steel ball 11 of the first-stage solenoid valve remains at the position blocking the opening of the right valve seat 8. The magnetic field of the electromagnet 13 of the second-stage solenoid valve disappears, and the movable iron core 15 returns to the left limit position under the elastic force of the spring 14. The steel ball 11 moves leftward under the action of the oil inlet source until the steel ball 11 blocks the opening of the left valve seat 10, closing the oil return end and opening the oil inlet end at the same time, so that the oil inlet source is connected to the cavity on the left side of the piston 19, and the cavity on the right side of the valve core 5 is connected to the oil inlet source. The acting area on the left side of the piston 19 is larger than the acting area on the right side of the valve core 5. The valve core 5 moves rightward under the hydraulic action to the limit position of the right end cover 4. The electro-hydraulic lock 2 is in the cut-off state, disconnecting the oil inlet ports P1 and P2 of the electro-hydraulic pressure servo valve 1 from the oil inlet source, and the electro-hydraulic pressure servo valve does not output pressure, which can avoid the output of residual pressure after X2 is de-energized, forming a residual pressure protection.

[0033] When the airborne system of the aircraft is de-energized, both the electrical connectors X1 and X2 are de-energized. Then both the first-stage solenoid valve and the second-stage solenoid valve are de-energized. The steel ball 11 moves leftward under the action of the oil inlet source until the steel ball 11 blocks the opening of the left valve seat 10, closing the oil return end and opening the oil inlet end at the same time, so that the oil inlet source is connected to the cavity on the left side of the piston 19. The valve core 5 moves rightward under the hydraulic action to the limit position of the right end cover 4. The electro-hydraulic lock 2 is in the cut-off state, disconnecting the oil inlet ports P1 and P2 of the electro-hydraulic pressure servo valve 1 from the oil inlet source, and the electro-hydraulic pressure servo valve does not output pressure.

Claims

1. An automatic residual pressure protection type aircraft brake combination valve, characterized in that, It includes an electro-hydraulic pressure servo valve (1) and an electromagnetic hydraulic lock structure (2). Among them, the electromagnetic hydraulic lock structure (2) is provided with a double solenoid valve. The electrical input of the first solenoid valve is controlled and connected to the on-board system, and the electrical input of the second solenoid valve is controlled and connected to the electro-hydraulic pressure servo valve (1). After both the first and second solenoid valves are energized, the oil inlet of the electro-hydraulic pressure servo valve (1) is opened. When the electro-hydraulic pressure servo valve (1) is de-energized, the second solenoid valve is synchronously de-energized to close the oil inlet of the electro-hydraulic pressure servo valve (1). The electromagnetic hydraulic lock (2) further includes a valve sleeve (3), a valve core (5) and a piston (19). The valve core (5) and the piston (19) are arranged in the valve sleeve (3) and can move left and right. The left and right extreme position ends of the valve core (5) and the piston (19) are limited by the left end cover (18) and the right end cover (4). The oil inlet source is connected to the cavity on the right side of the valve core (5), and the output end of the bracket (9) of the second solenoid valve is connected to the cavity on the left side of the piston (19). The acting area on the left side of the piston (19) is larger than the acting area on the right side of the valve core (5). After both the first solenoid valve and the second solenoid valve are energized, the oil return is connected to the cavity on the left side of the piston (19), the valve core (5) is in the left extreme position, and the electromagnetic hydraulic lock (2) is in the on state. The oil inlet source is connected to the P1 and P2 ports of the electro-hydraulic pressure servo valve (1). When either the first solenoid valve or the second solenoid valve is de-energized, the oil inlet source is connected to the cavity on the left side of the piston (19), the valve core (5) is in the right extreme position, the electromagnetic hydraulic lock (2) is in the cut-off state, and the P1 and P2 ports of the electro-hydraulic pressure servo valve (1) are disconnected from the oil inlet source. The aircraft electrical connector X1 that controls the first solenoid valve of the electromagnetic hydraulic lock (2) is connected to the on-board system. The aircraft electrical connector X2 that controls the electro-hydraulic pressure servo valve (1) is connected to the second solenoid valve through a power amplifier (18). The signal that controls the electro-hydraulic pressure servo valve (1) controls the on-off of the second solenoid valve after being amplified, and the two are powered on and off synchronously.

2. The automatic residual pressure protection type aircraft brake combination valve according to claim 1, characterized in that, The first solenoid valve and the second solenoid valve have the same structure, and both include an electromagnet (13), a left valve seat (10), a steel ball (11), a bracket (9), a right valve seat (8) and a filter screen (7). The right valve seat (8) is connected to the oil inlet end, the left valve seat (10) is connected to the oil return end, the bracket (9) is connected to the output end, and the steel ball (11) is in the moving space between the left valve seat (10) and the right valve seat (8). The output end of the first solenoid valve is communicated with the oil return end of the second solenoid valve.

3. The automatic residual pressure protection type aircraft brake combination valve according to claim 2, wherein The electromagnet (13) includes a coil (16), a movable iron core (15), a spring (14) and a push rod (12). When the solenoid valve is energized, the electromagnet (13) generates a thrust on the movable iron core (15), and the push rod (12) is pushed out to the right under the thrust of the movable iron core (15). When the solenoid valve is de-energized, there is no thrust on the movable iron core (15), and the spring (14) pushes the movable iron core (15) back to the left extreme position.

4. The automatic residual pressure protection type aircraft brake combination valve according to claim 2, characterized in that, After the solenoid valve is powered on, the ejector rod (12) pushes the steel ball (11) into the right valve seat (8), tightly pressing against and blocking the opening of the right valve seat (8), connecting the left valve seat (10) with the bracket (9), closing the oil inlet end while opening the oil return end, and connecting the oil return end with the output end; when the solenoid valve is de-energized, the steel ball (11) tightly presses against and blocks the opening of the left valve seat (10) under the action of the oil inlet source, connecting the right valve seat (8) with the bracket (9), closing the oil return end while opening the oil inlet end, and connecting the oil inlet end with the output end.

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