An integrated hydraulic system for aircraft braking, turning, and sway reduction

Abstract

This invention provides an integrated hydraulic system for aircraft braking, turning, and sway reduction. It changes the traditional decentralized valve-controlled cylinder hydraulic braking, turning, and sway reduction mode by proposing a hydraulic servo pump method for controlling flow and pressure. Through an integrated design of the motor, hydraulic pump, oil tank, solenoid valve, and throttling damper, a single system can achieve all three functions of aircraft braking, turning, and sway reduction. This method has advantages such as high integration, high power density, simple and easy control, and convenient use and maintenance.

Description

Technical Field

[0001] This invention relates to the field of aerospace technology, and in particular to an integrated hydraulic system for reducing sway during aircraft braking and turning. Background Technology

[0002] Currently, modern aircraft generally employ independent hydraulic systems for braking, turning, and yaw reduction. Powered by an integrated hydraulic power source on the aircraft, braking primarily utilizes pressure servo valves for closed-loop pressure control, turning mainly uses flow servo valves for closed-loop position and speed control, and yaw reduction relies on the coordinated operation of electro-hydraulic directional valves and dampers to control damping force. Existing aircraft hydraulic braking, turning, and yaw reduction systems suffer from the following main problems:

[0003] 1) Because each system is distributed, it requires separate configuration of control valve groups, manifolds, and other components. Furthermore, it is connected to the integrated onboard hydraulic power source via long hydraulic pipelines, resulting in a large volume and weight of the hydraulic system, a complex system structure, and low integration. 2) Each independent system is a traditional valve-controlled cylinder hydraulic system. During operation, the valve opening is changed to achieve throttling speed control or pressure control. Throttling at the valve outlet consumes a large amount of energy, which is then converted into heat in the hydraulic oil, resulting in low efficiency, high energy consumption, and rapid temperature rise in the hydraulic system. 3) The pressure servo valve required for the brake hydraulic system and the flow servo valve required for the turning hydraulic system are both high-precision hydraulic components. They have extremely high requirements for controlling the contamination of the hydraulic fluid, and their reliability is difficult to guarantee during high-frequency, long-term use, leading to high operating and maintenance costs.

[0004] The aforementioned problems are even more pronounced in the new generation of small and medium-sized high-speed aircraft, significantly limiting the engineering applications of traditional airborne hydraulic braking, turning, and sway reduction. Therefore, breaking through existing airborne hydraulic braking, turning, and sway reduction models, simplifying hydraulic system configuration, further improving the integration and power density of hydraulic systems, and reducing ineffective energy consumption during operation are of great significance for the development and engineering application of airborne hydraulic braking, turning, and sway reduction technologies. Summary of the Invention

[0005] The present invention aims to provide an integrated hydraulic system for aircraft braking, turning, and sway reduction that overcomes or at least partially solves the above-mentioned problems.

[0006] To achieve the above objectives, the technical solution of the present invention is specifically implemented as follows:

[0007] This invention provides an integrated hydraulic system for aircraft braking, turning, and sway reduction, comprising: a host computer 1, a motor driver 2, a servo motor 3, a bidirectional hydraulic pump 4, a first check valve 5.1, a second check valve 5.2, a pressurized oil tank 6, a first relief valve 7.1, a second relief valve 7.2, a first hydraulically controlled check valve 8.1, a second hydraulically controlled check valve 8.2, a first pressure sensor 9.1, a second pressure sensor 9.2, a throttling damper 10, a two-position three-way solenoid directional valve 11, a two-position two-way solenoid directional valve 12, a turning actuator 13, a displacement sensor 14, and a brake actuator 15; wherein: the host computer 1 and the motor driver 2 are connected to the hydraulic pump 3. The motor driver 2 communicates in real time via cable; the motor driver 2 is mounted on the servo motor 3 and communicates with the servo motor 3 in real time via cable; the bidirectional hydraulic pump 4 is driven by the servo motor 3, and its first working port is connected to the outlet of the first check valve 5.1, the inlet of the first relief valve 7.1, the inlet of the first hydraulically controlled check valve 8.1, and the pilot control port of the second hydraulically controlled check valve 8.2; the second working port of the bidirectional hydraulic pump 4 is connected to the outlet of the second check valve 5.2, the inlet of the second relief valve 7.2, the inlet of the second hydraulically controlled check valve 8.2, and the pilot control port of the first hydraulically controlled check valve 8.1. The control oil port is connected; the drain port of the two-way hydraulic pump 4 is connected to the inlet of the first check valve 5.1, the inlet of the second check valve 5.2, and the suction port of the booster oil tank 6; the outlet of the first relief valve 7.1 and the outlet of the second relief valve 7.2 are connected to the return port of the booster oil tank 6; the outlet of the first hydraulic control check valve 8.1 is equipped with the first pressure sensor 9.1, and is connected to the first working oil port of the throttle damper 10 and the first working oil port of the two-position two-way solenoid directional valve 12, respectively. The second working oil port of the two-position two-way solenoid directional valve 12 is connected to the inlet of the brake actuator 15. The third working port of 12 is connected to the first working port of the turning actuator 13. A displacement sensor 14 for detecting the stroke of the actuator is installed on the turning actuator 13. The second working port of the throttle damper 10 communicates with the first working port of the two-position three-way solenoid valve 11. A second pressure sensor 9.2 is installed in communication with the second working port of the two-position three-way solenoid valve 11, and communicates with the outlet of the second hydraulic check valve 8.2 and the second working port of the turning actuator 13, respectively. The first pressure sensor 9.1, the second pressure sensor 9.2, and the displacement sensor 14 respectively provide real-time feedback signals to the host computer 1 via cables.

[0008] The two-position three-way solenoid directional valve 11 includes three working positions: left, middle, and right. It is equipped with a first set of electromagnets and a second set of electromagnets. When neither set of electromagnets is energized, the two-position three-way solenoid directional valve 11 operates in the middle position, with the first and second working ports communicating, and the third working port blocked. When the first set of electromagnets is energized, the two-position three-way solenoid directional valve 11 operates in the left position, with the first and third working ports communicating, and the second working port blocked. When the second set of electromagnets is energized, the two-position three-way solenoid directional valve 11 operates in the right position, with all three working ports blocked.

[0009] The two-position two-way solenoid directional valve 12 includes two working positions: left and right, and is equipped with a set of electromagnets. When the electromagnet is not energized, the two-position two-way solenoid directional valve 12 operates in the right position, with the first working port of the two-position two-way solenoid directional valve 12 communicating with the third working port, and the second working port being blocked. When the electromagnet is energized, the two-position two-way solenoid directional valve 12 operates in the left position, with the first working port of the two-position two-way solenoid directional valve 12 communicating with the second working port, and the third working port being blocked.

[0010] The booster tank 6 is pressurized by pre-compression with a spring and filling with inert gas or rubber elastomer, with a boost pressure range of 0.1-0.5 MPa.

[0011] Among them, the servo motor 3 is a DC brushless motor, a permanent magnet synchronous motor or other motors.

[0012] Therefore, the integrated hydraulic system for aircraft braking, turning, and sway reduction provided by this invention changes the traditional decentralized valve-controlled cylinder hydraulic braking, turning, and sway reduction mode. It proposes a hydraulic servo pump method for controlling flow and pressure, and through the integrated design of the motor, hydraulic pump, oil tank, solenoid valve, and throttling damper, a single system can achieve the three functions of aircraft braking, turning, and sway reduction. This method has advantages such as high integration, high power density, simple and easy control, and convenient use and maintenance. Attached Figure Description

[0013] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the integrated hydraulic system for aircraft braking, turning, and sway reduction provided in an embodiment of the present invention; wherein:

[0015] 1-Host computer, 2-Motor driver, 3-Servo motor, 4-Two-way hydraulic pump, 5.1-First check valve, 5.2-Second check valve, 6-Boosting oil tank, 7.1-First relief valve, 7.2-Second relief valve, 8.1-First hydraulically controlled check valve, 8.2-Second hydraulically controlled check valve, 9.1-First pressure sensor, 9.2-Second pressure sensor, 10-Throttle damper, 11-Two-position three-way solenoid directional valve, 12-Two-position two-way solenoid directional valve, 13-Turning actuator, 14-Displacement sensor, 15-Brake actuator. Detailed Implementation

[0016] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0017] Figure 1 A schematic diagram of the integrated hydraulic system for aircraft braking, turning, and sway reduction provided in an embodiment of the present invention is shown. See also... Figure 1 The integrated hydraulic system for aircraft braking, turning, and sway reduction provided in this embodiment of the invention includes: a host computer 1, a motor driver 2, a servo motor 3, a bidirectional hydraulic pump 4, a first check valve 5.1, a second check valve 5.2, a pressurized oil tank 6, a first overflow valve 7.1, a second overflow valve 7.2, a first hydraulically controlled check valve 8.1, a second hydraulically controlled check valve 8.2, a first pressure sensor 9.1, a second pressure sensor 9.2, a throttling damper 10, a two-position three-way solenoid directional valve 11, a two-position two-way solenoid directional valve 12, a turning actuator 13, a displacement sensor 14, and a brake actuator 15; wherein:

[0018] The host computer 1 and the motor driver 2 communicate in real time via cable;

[0019] The motor driver 2 is mounted on the servo motor 3 and communicates with the servo motor 3 in real time via a cable.

[0020] The bidirectional hydraulic pump 4 is driven by the servo motor 3. The first working port of the bidirectional hydraulic pump 4 is connected to the outlet of the first check valve 5.1, the inlet of the first relief valve 7.1, the inlet of the first hydraulically controlled check valve 8.1, and the pilot control port of the second hydraulically controlled check valve 8.2. The second working port of the bidirectional hydraulic pump 4 is connected to the outlet of the second check valve 5.2, the inlet of the second relief valve 7.2, the inlet of the second hydraulically controlled check valve 8.2, and the pilot control port of the first hydraulically controlled check valve 8.1. The drain port of the bidirectional hydraulic pump 4 is connected to the inlet of the first check valve 5.1, the inlet of the second check valve 5.2, and the suction port of the booster tank 6.

[0021] The outlet of the first relief valve 7.1 and the outlet of the second relief valve 7.2 are respectively connected to the return port of the booster oil tank 6;

[0022] The first pressure sensor 9.1 is installed at the outlet of the first hydraulic check valve 8.1 and is connected to the first working port of the throttle damper 10 and the first working port of the two-position two-way solenoid directional valve 12 respectively. The second working port of the two-position two-way solenoid directional valve 12 is connected to the inlet of the brake actuator 15. The third working port of the two-position two-way solenoid directional valve 12 is connected to the first working port of the turning actuator 13. A displacement sensor 14 for detecting the stroke of the actuator is installed on the turning actuator 13.

[0023] The second working port of the throttling damper 10 communicates with the first working port of the two-position three-way solenoid directional valve 11. The second working port of the two-position three-way solenoid directional valve 11 communicates with the second pressure sensor 9.2 and communicates with the outlet of the second hydraulic check valve 8.2 and the second working port of the turning actuator 13, respectively.

[0024] The first pressure sensor 9.1, the second pressure sensor 9.2, and the displacement sensor 14 respectively send real-time feedback signals to the host computer 1 via cables.

[0025] in:

[0026] The two-position three-way solenoid directional valve 11 has three working positions: left, middle, and right. It is equipped with a first set of electromagnets and a second set of electromagnets. When neither set of electromagnets is energized, the two-position three-way solenoid directional valve 11 operates in the middle position, with the first working port communicating with the second working port and the third working port blocked. When the first set of electromagnets is energized, the two-position three-way solenoid directional valve 11 operates in the left position, with the first working port communicating with the third working port and the second working port blocked. When the second set of electromagnets is energized, the two-position three-way solenoid directional valve 11 operates in the right position, with all three working ports blocked.

[0027] The two-position two-way solenoid directional valve 12 includes two working positions: left and right, and is equipped with a set of electromagnets. When the electromagnet is not energized, the two-position two-way solenoid directional valve 12 operates in the right position, with the first working port of the two-position two-way solenoid directional valve 12 communicating with the third working port, and the second working port being blocked. When the electromagnet is energized, the two-position two-way solenoid directional valve 12 operates in the left position, with the first working port of the two-position two-way solenoid directional valve 12 communicating with the second working port, and the third working port being blocked.

[0028] As an optional embodiment of the present invention, the pressurized oil tank 6 is pressurized by pre-compression of a spring and filling with inert gas or rubber elastomer, with the pressurization pressure ranging from 0.1 to 0.5 MPa.

[0029] As an optional embodiment of the present invention, the servo motor 3 is a brushless DC motor, a permanent magnet synchronous motor, or other motors.

[0030] Therefore, compared with the prior art, the integrated hydraulic system for aircraft braking, turning, and sway reduction provided in the embodiments of the present invention has the following beneficial effects:

[0031] (1) Change the traditional decentralized aircraft hydraulic braking, turning and sway reduction mode. Through integrated design, a single hydraulic system realizes the functions of aircraft braking, turning and sway reduction, realizing the efficient integration of airborne hydraulic system. The system configuration is simple and can significantly reduce the volume and weight of airborne hydraulic system.

[0032] (2) The traditional valve-controlled cylinder hydraulic braking, turning and sway reduction mode is changed, and a hydraulic servo pump controlled braking, turning and sway reduction method is proposed, which greatly reduces the throttling pressure loss of the traditional valve control, increases the reliability of the system, realizes the high efficiency and energy saving of the airborne hydraulic system, and is simple to control and easy to use and maintain.

[0033] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. An integrated hydraulic system for aircraft braking, turning, and sway reduction, characterized in that, include: The system includes: a host computer (1), a motor driver (2), a servo motor (3), a bidirectional hydraulic pump (4), a first check valve (5.1), a second check valve (5.2), a booster tank (6), a first overflow valve (7.1), a second overflow valve (7.2), a first hydraulically controlled check valve (8.1), a second hydraulically controlled check valve (8.2), a first pressure sensor (9.1), a second pressure sensor (9.2), a throttling damper (10), a two-position three-way solenoid directional valve (11), a two-position two-way solenoid directional valve (12), a turning actuator (13), a displacement sensor (14), and a brake actuator (15); among which: The host computer (1) and the motor driver (2) communicate in real time via cable; The motor driver (2) is mounted on the servo motor (3) and communicates with the servo motor (3) in real time via a cable; The bidirectional hydraulic pump (4) is driven by a servo motor (3). The first working port of the bidirectional hydraulic pump (4) is connected to the outlet of the first check valve (5.1), the inlet of the first relief valve (7.1), the inlet of the first hydraulically controlled check valve (8.1), and the pilot control port of the second hydraulically controlled check valve (8.2). The second working port of the bidirectional hydraulic pump (4) is connected to the outlet of the second check valve (5.2), the inlet of the second relief valve (7.2), the inlet of the second hydraulically controlled check valve (8.2), and the pilot control port of the first hydraulically controlled check valve (8.1). The drain port of the bidirectional hydraulic pump (4) is connected to the inlet of the first check valve (5.1), the inlet of the second check valve (5.2), and the suction port of the booster tank (6). The outlet of the first overflow valve (7.1) and the outlet of the second overflow valve (7.2) are respectively connected to the return port of the booster oil tank (6); The first pressure sensor (9.1) is installed at the outlet of the first hydraulic check valve (8.1) and communicates with the first working port of the throttle damper (10) and the first working port of the two-position two-way solenoid directional valve (12). The second working port of the two-position two-way solenoid directional valve (12) is connected to the inlet of the brake actuator (15). The third working port of the two-position two-way solenoid directional valve (12) is connected to the first working port of the turning actuator (13). The displacement sensor (14) for detecting the stroke of the actuator is installed on the turning actuator (13). The second working port of the throttling damper (10) communicates with the first working port of the two-position three-way solenoid directional valve (11). The second working port of the two-position three-way solenoid directional valve (11) is connected to the second pressure sensor (9.2) and communicates with the outlet of the second hydraulic check valve (8.2) and the second working port of the turning actuator (13), respectively. The first pressure sensor (9.1), the second pressure sensor (9.2), and the displacement sensor (14) respectively send real-time feedback signals to the host computer (1) via cables.

2. The system according to claim 1, characterized in that, The two-position three-way solenoid directional valve (11) includes three working positions: left, middle, and right, and is equipped with a first set of electromagnets and a second set of electromagnets. When neither the first set of electromagnets nor the second set of electromagnets is energized, the two-position three-way solenoid directional valve (11) operates in the middle position, with the first working port of the two-position three-way solenoid directional valve (11) communicating with the second working port and the third working port being blocked. When the first set of electromagnets is energized, the two-position three-way solenoid directional valve (11) operates in the left position, with the first working port of the two-position three-way solenoid directional valve (11) communicating with the third working port and the second working port being blocked. When the second set of electromagnets is energized, the two-position three-way solenoid directional valve (11) operates in the right position, with the first working port, the second working port, and the third working port of the two-position three-way solenoid directional valve (11) all being blocked.

3. The system according to claim 1, characterized in that, The two-position two-way solenoid directional valve (12) includes two working positions: left and right, and is equipped with a set of electromagnets. When the electromagnets are not energized, the two-position two-way solenoid directional valve (12) operates in the right position, and the first working port of the two-position two-way solenoid directional valve (12) communicates with the third working port, while the second working port is blocked. When the electromagnets are energized, the two-position two-way solenoid directional valve (12) operates in the left position, and the first working port of the two-position two-way solenoid directional valve (12) communicates with the second working port, while the third working port is blocked.

4. The system according to claim 1, characterized in that, The pressurized oil tank (6) is pressurized by pre-compression of a spring and filling with inert gas or rubber elastomer, with a pressurization pressure range between 0.1-0.5 MPa.

5. The system according to claim 1, characterized in that, The servo motor (3) is a DC brushless motor, a permanent magnet synchronous motor or other motors.

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