Main and standby integrated passive electric control brake valve for unmanned aerial vehicle

Abstract

The main and standby integrated passive electric control brake valve comprises a main brake valve and an auxiliary brake valve, the main brake valve and the auxiliary brake valve share one control box, an oil storage cup and an oil pipe connector, and oil cavities of the main brake valve and the auxiliary brake valve are both communicated with the oil outlet end of the oil storage cup; a self-return shuttle valve is arranged between the main brake valve and the auxiliary brake valve, and an oil passing cavity is formed in the self-return shuttle valve; a steel ball is arranged in the oil passing cavity in a sliding mode and can block the paths, flowing to the oil pipe connector, of oil in the main brake valve and the auxiliary brake valve, and elastic damping pieces are arranged at the ends, close to the oil inlet direction of the main brake valve and the auxiliary brake valve, of the steel ball. The elastic damping part is arranged to counteract hydraulic force in the pressure reduction process, so that the steel ball cannot block a communication path of the main brake valve oil cavity and the oil passing cavity during pressure reduction, hydraulic oil can flow back to the main brake valve, and the oil pumping fault can be avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a main-standby integrated passive electric-controlled brake valve for unmanned aerial vehicles. Background Art

[0002] The braking system of a drone is a key component to ensure the safe landing of the aircraft. It is also a key equipment for achieving drone braking. It absorbs the kinetic energy of the drone during the landing and taxiing phases and shortens the taxiing distance of the drone. The brake valve is the core component of the drone braking system. Its performance directly affects the reliability and success rate of the brake. Therefore, how to improve the reliability of the brake valve is of great significance to improving the flight safety of drones.

[0003] Therefore, in order to improve the reliability of UAV braking, two sets of passive brake valves are usually used as the braking source of the UAV. However, due to the size and weight limitations, the use of two sets of passive brake valves will increase the weight of the system, complicate the pipe connection, increase the number of leakage points, and reduce the maintainability.

[0004] Reference Figure 1 and Figure 2 The current main and standby brake systems are connected together using a transmission shuttle valve to achieve the emergency braking function. When the main brake valve is depressurized, the hydraulic force drives the steel ball of the shuttle valve to move, which will block the return oil port of the main brake valve and cause the hydraulic oil to flow to the standby brake valve. As a result, the hydraulic oil in the main brake valve becomes less and less, and the hydraulic oil in the standby brake valve escapes, which will seriously affect the safe use of the drone. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a main-standby integrated passive electronically controlled brake valve for a UAV, which can avoid oil leakage failure of the electronically controlled brake valve of the UAV.

[0006] In order to solve the above technical problems, the main-standby integrated passive electric-controlled brake valve for UAV provided by the present invention adopts the following technical solution:

[0007] A passive electric-controlled brake valve with a main-standby integrated structure for an unmanned aerial vehicle comprises a main brake valve and a secondary brake valve, the main brake valve and the secondary brake valve share a control box, an oil storage cup and an oil pipe joint, the oil chambers of the main brake valve and the secondary brake valve are both connected to the oil outlet end of the oil storage cup, a self-returning shuttle valve is arranged between the main brake valve and the secondary brake valve, an oil-passing chamber is arranged in the self-returning shuttle valve, the two ends of the oil-passing chamber are respectively connected to the oil chambers of the main brake valve and the secondary brake valve, and the oil-passing chamber is also connected to the oil inlet end of the oil pipe joint; a steel ball is slidingly arranged in the oil-passing chamber, the steel ball can respectively block the path of the oil in the main brake valve and the secondary brake valve flowing to the oil pipe joint, elastic damping parts are respectively arranged on both sides of the steel ball, the two elastic damping parts can respectively generate resistance to the sliding of the steel ball toward the main brake valve and the secondary brake valve, and the steel ball blocks the connecting port of the oil-passing chamber and the oil pipe joint in a balanced state.

[0008] By adopting the above technical solution, when the control box issues a command to pressurize the main brake valve, the steel ball of the self-returning shuttle valve moves to the oil chamber of the auxiliary brake valve under the action of pressure, blocking the path of the oil in the auxiliary brake valve to the oil pipe joint. At this time, the oil chamber of the main brake valve is connected to the oil inlet end of the oil pipe joint through the oil chamber, realizing the pressurized braking function of the brake caliper. When the main brake valve is depressurized, elastic damping parts are set at both ends of the steel ball of the self-returning shuttle valve, and the hydraulic force cannot overcome the spring force. Therefore, when the pressure is reduced, the steel ball will not block the connecting path between the main brake valve oil chamber and the oil chamber, and the hydraulic oil will flow in the direction of the flow, that is, the hydraulic oil can flow back to the main brake valve, thereby avoiding oil channeling failure and improving the safety of drone use.

[0009] Optionally, the control box has a fault diagnosis function, can independently determine the fault condition, and report it to the flight control computer.

[0010] Optionally, the control box can realize autonomous switching of the primary and standby brake valves without flight control instructions, thereby increasing the switching speed of the brake valves.

[0011] Optionally, the main brake valve and the auxiliary brake valve are integrally arranged, and a mounting hole is commonly provided on the main brake valve and the auxiliary brake valve; the self-returning shuttle valve is inserted into the mounting hole and is detachably connected to the main brake valve and the auxiliary brake valve.

[0012] By adopting the above technical solution and integrating the main brake valve and the auxiliary brake valve into one, the problems of heavy system weight, complicated pipe connection, increased leakage points, low maintenance convenience and reliability can be solved.

[0013] Optionally, the self-returning shuttle valve includes a valve seat and a valve cover detachably mounted on the valve seat, the valve seat and the valve cover are both provided with an oil inlet passage, and the oil inlet passages of the valve seat and the valve cover are interconnected to form an oil passage chamber.

[0014] By adopting the above technical solution, the self-returning shuttle valve is set as a split structure composed of a valve cover and a valve seat. The valve cover and the valve seat can be detachably installed, which is convenient for cleaning the oil cavity, as well as cleaning or replacement of the steel ball and the elastic damping member, further improving the maintenance convenience.

[0015] Optionally, an annular groove is provided on the inner wall of the oil inlet channel of the valve cover, the steel ball is located in the annular groove, the diameter of the steel ball is larger than the diameter of the oil inlet channel of the valve cover and smaller than the diameter of the annular groove, and the ends of the two elastic damping parts away from the steel ball are respectively fixed to the inner walls of the oil inlet channel on both sides of the annular groove.

[0016] By adopting the above technical solution, the steel ball slides along the axis of the oil cavity in the annular groove. When the steel ball abuts against the opening edge of the oil inlet channel on the side of the main brake valve or the auxiliary brake valve after pressurization, the path of the oil in the main brake valve or the auxiliary brake valve to the oil pipe joint can be blocked, thereby realizing the switching of the main brake valve and the auxiliary brake valve. In addition, the steel ball and the opening edge of the oil inlet channel are line contact seals. The greater the pressure, the more reliable the seal, further reducing the leakage risk of the passive brake system. The two elastic damping parts are respectively located in the oil inlet channels on both sides of the annular groove, which can offset the hydraulic force on the steel ball while not interfering with the steel ball blocking the path of the oil in the main brake valve or the auxiliary brake valve to the oil pipe joint under pressurization; and the annular groove allows the steel ball to block the main brake valve or the auxiliary brake valve within a shorter distance, thereby improving the efficiency of the switching of the main and auxiliary brake valves.

[0017] Optionally, the valve cover is inserted and threadedly connected to the valve seat, the groove wall of the annular groove is provided with a first through hole, the valve seat is also provided with a second through hole, the first through hole is connected to the second through hole, and the second through hole is connected to the oil inlet end of the oil pipe joint.

[0018] By adopting the above technical solution, the valve cover is inserted and threadedly connected to the valve seat to achieve a detachable connection between the valve cover and the valve seat while ensuring the connection strength and sealing of the valve cover and the valve seat. In addition, by setting the first through hole and the second through hole, the oil passage cavity can be connected to the oil inlet end of the oil pipe joint.

[0019] Optionally, the valve cover and the valve seat are both threadedly inserted into the mounting hole, and the first through hole and the second through hole are both annular.

[0020] By adopting the above technical solution, the valve cover and the valve seat are both threadedly inserted into the mounting hole, so as to realize the detachable connection of the self-returning shuttle valve to the main brake valve and the auxiliary brake valve. And because the valve cover and the valve seat are both threadedly inserted into the mounting hole, the first through hole and the second through hole are both annular, and the oil passage cavity can always be connected to the oil inlet end of the oil pipe joint without adjusting the screwing angle.

[0021] Optionally, the valve cover and the valve seat outer walls are respectively circumferentially embedded with anti-seepage sealing rings, and the anti-seepage sealing rings of the valve cover and the valve seat are both in contact with the inner wall of the mounting hole, one of the anti-seepage sealing rings is located between the second through hole and the oil chamber of the main brake valve, and the other anti-seepage sealing ring is located between the second through hole and the oil chamber of the auxiliary brake valve.

[0022] By adopting the above technical solution, one anti-seepage sealing ring blocks the path of oil flowing from the main brake valve through the gap between the valve cover and the wall of the mounting hole to the second through hole, and the other anti-seepage sealing ring blocks the path of oil flowing from the auxiliary brake valve through the gap between the valve seat and the wall of the mounting hole to the second through hole, thereby further reducing the leakage risk of the passive braking system.

[0023] Optionally, an anti-seepage sealing ring is embedded in the outer wall of the valve cover located inside the valve seat, and the anti-seepage sealing ring abuts against the valve seat.

[0024] By adopting the above technical solution, the anti-seepage sealing ring can block the path of oil leakage from the gap between the valve cover and the valve seat, further reducing the leakage risk of the passive braking system.

[0025] Optionally, one end of the valve seat outside the mounting hole is fixedly connected with a rotating cover.

[0026] By adopting the above technical solution, the valve seat is twisted by holding the rotating cover, so that the valve seat and the valve cover can be threadedly inserted into or removed from the installation hole more conveniently and labor-savingly.

[0027] Optionally, the rotating cover abuts against an opening end surface of the mounting hole.

[0028] By adopting the above technical solution, it is possible to prevent external dust and impurities from entering the mounting hole, thereby reducing the possibility of interfering with the switching process of the main brake valve and the auxiliary brake valve.

[0029] Optionally, an outer sealing ring is embedded in the circumference of the outer wall of the self-returning shuttle valve, the outer sealing ring abuts against the inner wall of the mounting hole, and the outer sealing ring is arranged close to the opening of the mounting hole.

[0030] By adopting the above technical solution, the outer sealing ring can prevent external liquid, dust and impurities from entering the installation hole, reducing the possibility of interference with the switching process of the main brake valve and the auxiliary brake valve.

[0031] In summary, the present invention includes at least one of the following beneficial technical effects:

[0032] 1. When the main brake valve is pressurized, the steel ball moves to the oil chamber of the auxiliary brake valve under the action of pressure, blocking the path of the oil in the auxiliary brake valve to the oil pipe joint. At this time, the oil chamber of the main brake valve is connected to the oil inlet end of the oil pipe joint through the oil chamber, realizing the pressurized braking function of the brake caliper; when the main brake valve is depressurized, elastic damping parts are set at both ends of the steel ball of the self-returning shuttle valve, and the hydraulic force cannot overcome the spring force. Therefore, when the pressure is reduced, the steel ball will not block the connecting path between the main brake valve oil chamber and the oil chamber, and the hydraulic oil will flow in the direction of the flow, that is, the hydraulic oil can flow back to the main brake valve, thereby avoiding oil channeling failure and improving the safety of drone use;

[0033] 2. The self-returning shuttle valve is set as a split structure composed of a valve cover and a valve seat. The valve cover and the valve seat can be detachably installed, which is convenient for cleaning the oil cavity, cleaning or replacing the steel ball and elastic damping parts, further improving the convenience of maintenance;

[0034] 3. Since the valve cover and the valve seat are both threadedly inserted into the mounting hole, the first through hole and the second through hole are both annular, and the oil passage cavity can always be connected to the oil inlet end of the oil pipe joint without adjusting the screwing angle. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a schematic diagram of the principle of the traditional main and auxiliary brake valve pressurization process.

[0036] Figure 2 It is a schematic diagram of the principle of the pressure reduction process of the traditional main and auxiliary brake valves.

[0037] Figure 3 It is a structural schematic diagram of the present invention.

[0038] Figure 4 It is a schematic cross-sectional structure diagram of the main brake valve, the auxiliary brake valve and the self-returning shuttle valve in the present invention.

[0039] Figure 5 yes Figure 4 Schematic diagram of the enlarged structure of part A.

[0040] Figure 6 It is a schematic diagram of the principle of the pressurization process of the present invention.

[0041] Figure 7 It is a schematic diagram of the principle of the pressure reduction process of the present invention.

[0042] Explanation of the accompanying drawings: 1. Control box; 21. Main brake valve; 22. Auxiliary brake valve; 23. Oil storage cup; 231. Oil inlet connector; 3. Oil pipe connector; 4. Self-returning shuttle valve; 41. Valve cover; 42. Elastic damping member; 43. Steel ball; 44. Valve seat; 5. Oil chamber; 51. Ring groove; 52. First through hole; 53. Second through hole; 6. Seepage-proof sealing ring; 7. Anti-seepage sealing ring; 8. Rotating cover; 81. Outer sealing ring; 9. Brake caliper. DETAILED DESCRIPTION

[0043] The following is combined with Figure 3-7 The present invention is described in further detail.

[0044] The embodiment of the present invention discloses a passive electric control brake valve with a main and standby integrated structure for use in a UAV. Figure 3 The integrated passive electric brake valve for drones includes a main brake valve 21 and an auxiliary brake valve 22, which are integrated and electrically connected to the same control box 1. The control box 1 can realize the autonomous switching of the main and auxiliary brake valves without flight control instructions, thereby improving the switching speed of the brake valves; it also has a fault judgment function, which can autonomously judge the fault situation and report it to the flight control computer. At present, there is a control box 1 that realizes the above functions in the prior art.

[0045] Reference Figure 3 The main brake valve 21 and the auxiliary brake valve 22 are provided with an oil storage cup 23 and an oil pipe joint 3. The oil storage cup 23 is located above the main brake valve 21 and the auxiliary brake valve 22. The oil chambers of the main brake valve 21 and the auxiliary brake valve 22 are connected to the oil outlet end of the oil storage cup 23 through the oil inlet joint 231. The main brake valve 21 and the auxiliary brake valve 22 are provided with a mounting hole, and a self-returning shuttle valve 4 is threadedly inserted in the mounting hole.

[0046] Reference Figure 4 and Figure 5 The self-returning shuttle valve 4 includes a valve seat 44 and a valve cover 41. The valve cover 41 is detachably mounted on the valve seat 44. The valve cover 41 and the valve seat 44 are both inserted into the mounting hole and threadedly connected to the wall of the mounting hole. The valve seat 44 is close to the opening side of the mounting hole, and the valve cover 41 is far away from the opening side of the mounting hole. The valve seat 44 and the valve cover 41 are both provided with an oil inlet channel. The oil inlet channels of the valve seat 44 and the valve cover 41 are arranged on the same central axis and are interconnected to form an oil passage chamber 5. The oil passage chamber 5 is located below the oil chambers of the main brake valve 21 and the auxiliary brake valve 22. The oil chambers of the main brake valve 21 and the auxiliary brake valve 22 are respectively located at the two ends of the oil passage chamber 5 and are connected to the oil passage chamber 5. The oil pipe joint 3 is located below the self-returning shuttle valve 4. The oil passage chamber 5 is connected to the oil inlet end of the oil pipe joint 3.

[0047] Reference Figure 5The inner wall of the oil inlet passage of the valve cover 41 is provided with an annular groove 51, which surrounds the central axis of the oil inlet passage, and the opening direction of the annular groove 51 is arranged toward the central axis of the oil inlet passage. The steel ball 43 is located and slides in the annular groove 51, and the sliding path of the steel ball 43 is parallel to the axis of the oil inlet passage. The diameter of the steel ball 43 is larger than the diameter of the oil inlet passage of the valve cover 41 and smaller than the diameter of the annular groove 51.

[0048] Reference Figure 5 , the ends of the steel ball 43 close to the oil inlet direction of the main brake valve 21 and the auxiliary brake valve 22 are fixedly connected with elastic damping members 42, and the elastic damping members 42 can be springs, elastic sheets, etc. In the embodiment of the present application, the elastic damping members 42 are springs. The two elastic damping members 42 are respectively located in the oil inlet channels on both sides of the annular groove 51, and the elastic expansion and contraction directions of the two elastic damping members 42 are parallel to the axis of the oil inlet channel. The inner wall contour of the oil inlet channel of the valve cover 41 is arranged in a stepped shaft shape and the large end is close to the steel ball 43, and one of the elastic damping members 42 abuts and is fixed to the transition surface between the large end and the small end of the oil inlet channel of the valve cover 41. The oil inlet channel of the valve seat 44 is also vertically connected to an oil guide chamber, which is connected to the oil chamber of the auxiliary brake valve 22, and the other elastic damping member 42 abuts and is fixed to the wall of the oil guide chamber. The steel ball blocks the connecting port between the oil chamber and the oil pipe joint in a balanced state.

[0049] The steel ball 43 slides along the axis of the oil chamber 5 in the annular groove 51. When the steel ball 43 abuts against the edge of the oil inlet channel opening on the side of the main brake valve 21 or the auxiliary brake valve 22 after pressurization, the path of the oil in the main brake valve 21 or the auxiliary brake valve 22 to the oil pipe joint 3 can be blocked, thereby realizing the switching of the main brake valve 21 and the auxiliary brake valve 22. The steel ball 43 and the edge of the oil inlet channel opening are in line contact and sealing. The greater the pressure, the more reliable the seal, further reducing the risk of leakage of the passive brake system. The two elastic damping members 42 are respectively located in the oil inlet channels on both sides of the annular groove 51, which can offset the hydraulic force on the steel ball 43 while not interfering with the steel ball 43 blocking the path of the oil in the main brake valve 21 or the auxiliary brake valve 22 to the oil pipe joint 3 under pressurization.

[0050] Reference Figure 6 When the control box 1 issues a command to pressurize the main brake valve 21, the steel ball 43 of the self-returning shuttle valve 4 moves toward the oil chamber of the auxiliary brake valve 22 under the action of pressure, blocking the path of the oil in the auxiliary brake valve 22 flowing to the oil pipe joint 3. At this time, the oil chamber of the main brake valve 21 is connected to the oil inlet end of the oil pipe joint 3 through the oil chamber 5, realizing the pressurized braking function of the brake caliper 9.

[0051] Reference Figure 7When the main brake valve 21 reduces pressure, elastic damping members 42 are provided at both ends of the steel ball 43, and the hydraulic force cannot overcome the spring force. Therefore, when the pressure is reduced, the steel ball 43 will not block the communication path between the oil chamber of the main brake valve 21 and the oil chamber 5, and the hydraulic oil will flow in the direction of the flow, that is, the hydraulic oil can flow back to the main brake valve 21, thereby avoiding oil crossover failure and improving the safety of the use of the drone.

[0052] The integrated design of the main brake valve 21 and the auxiliary brake valve 22 can solve the problems of heavy system weight, complex pipeline connection, increased leakage points, low maintenance convenience and reliability. In addition, the self-returning shuttle valve 4 is set as a split structure composed of a valve cover 41 and a valve seat 44. The valve cover 41 and the valve seat 44 can be detachably installed, which is convenient for cleaning the oil passage cavity 5, and for cleaning or replacing the steel ball 43 and the elastic damping member 42, further improving the convenience of maintenance.

[0053] Reference Figure 5 In order to ensure the sealing between the valve cover 41 and the valve seat 44 while making the valve cover 41 detachable, the valve cover 41 is inserted and threadedly connected to the valve seat 44. The groove wall of the annular groove 51 is provided with a first through hole 52, and the valve seat 44 is also provided with a second through hole 53. The first through hole 52 is connected to the second through hole 53, and the second through hole 53 is connected to the oil inlet end of the oil pipe joint 3. The first through hole 52 and the second through hole 53 are both annular, and the first through hole 52 and the second through hole 53 are both arranged with the same central axis as the oil passage cavity 5. An anti-seepage sealing ring 7 is embedded in the open end surface of one end of the oil inlet passage of the valve cover 41 close to the valve seat 44. The anti-seepage sealing ring 7 is arranged with the same central axis as the oil inlet passage of the valve cover 41, and the anti-seepage sealing ring 7 abuts against the valve seat 44.

[0054] The valve cover 41 is inserted and threadedly connected to the valve seat 44 to achieve a detachable connection between the valve cover 41 and the valve seat 44 while ensuring the connection strength and sealing between the valve cover 41 and the valve seat 44; the anti-seepage sealing ring 7 can block the path of oil seeping out of the gap between the valve cover 41 and the valve seat 44, further reducing the leakage risk of the passive braking system.

[0055] The first through hole 52 and the second through hole 53 are provided so that the oil passage chamber 5 can be connected to the oil inlet end of the oil pipe joint 3. In addition, since the valve cover 41 and the valve seat 44 are both threadedly inserted into the mounting hole, the first through hole 52 and the second through hole 53 are both annular, and the oil passage chamber 5 can always be connected to the oil inlet end of the oil pipe joint 3 without adjusting the screwing angle.

[0056] Reference Figure 5The outer walls of the valve cover 41 and the valve seat 44 are respectively circumferentially embedded with anti-seepage sealing rings 6, and the anti-seepage sealing rings 6 of the valve cover 41 and the valve seat 44 are both in contact with the inner wall of the mounting hole, one of the anti-seepage sealing rings 6 is located between the second through hole 53 and the oil chamber of the main brake valve 21, and the other anti-seepage sealing ring 6 is located between the second through hole 53 and the oil chamber of the auxiliary brake valve 22.

[0057] One of the anti-seepage sealing rings 6 blocks the path of oil flowing from the main brake valve 21 through the gap between the valve cover 41 and the wall of the mounting hole to the second through hole 53, and the other anti-seepage sealing ring 6 blocks the path of oil flowing from the auxiliary brake valve 22 through the gap between the valve seat 44 and the wall of the mounting hole to the second through hole 53, thereby further reducing the leakage risk of the passive brake system.

[0058] Reference Figure 3 and Figure 5 In order to facilitate the threaded insertion or removal of the valve seat 44 and the valve cover 41 relative to the mounting hole, a rotating cover 8 is fixedly connected to one end of the valve seat 44 outside the mounting hole, and the rotating cover 8 abuts against the opening end surface of the mounting hole. An outer sealing ring 81 is also circumferentially embedded in the outer wall of the valve seat 44, and the outer sealing ring 81 abuts against the inner wall of the mounting hole. The outer sealing ring 81 is arranged near the opening of the mounting hole.

[0059] The valve seat 44 is twisted by holding the rotating cover 8, so that the valve seat 44 and the valve cover 41 can be threadedly inserted into or removed from the mounting hole more conveniently and labor-savingly. In addition, the rotating cover 8 can prevent external dust and impurities from entering the mounting hole, and the outer sealing ring 81 can further prevent external liquid, dust and impurities from entering the mounting hole, thereby effectively reducing the possibility of interference with the switching process of the main brake valve 21 and the auxiliary brake valve 22.

[0060] The implementation principle of the main-standby integrated passive electric control brake valve for unmanned aerial vehicles in the embodiment of the present invention is as follows: the steel ball 43 slides along the axis of the oil passage chamber 5 in the annular groove 51. When the steel ball 43 abuts against the edge of the oil inlet channel opening on the side of the main brake valve 21 or the auxiliary brake valve 22 after pressurization, the path of the oil in the main brake valve 21 or the auxiliary brake valve 22 flowing to the oil pipe joint 3 can be blocked, thereby realizing the switching of the main brake valve 21 and the auxiliary brake valve 22. When the control box 1 issues an instruction to pressurize the main brake valve 21, the steel ball 43 moves to the oil chamber of the auxiliary brake valve 22 under the action of pressure, and blocks the path of the oil in the auxiliary brake valve 22 flowing to the oil pipe joint 3. At this time, the oil chamber of the main brake valve 21 is connected to the oil inlet end of the oil pipe joint 3 through the oil passage chamber 5, realizing the pressurized braking function of the brake caliper 9.

[0061] When the main brake valve 21 reduces the pressure, elastic damping parts 42 are set at both ends of the steel ball 43, and the hydraulic force cannot overcome the spring force. Therefore, the steel ball 43 will not block the connecting path between the oil chamber of the main brake valve 21 and the oil chamber 5 when the pressure is reduced. The hydraulic oil will flow in the direction of the flow, that is, the hydraulic oil can flow back to the main brake valve 21, thereby avoiding oil leakage failure and improving the safety of the use of the drone.

[0062] The above are all preferred embodiments of the present invention, and are not intended to limit the protection scope of the present invention. Therefore, any equivalent changes made based on the structure, shape, and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A passive electric brake valve with integrated main and backup functions for unmanned aerial vehicles, comprising a main brake valve (21) and a secondary brake valve (22) sharing a common oil pipe joint (3), characterized in that: A self-returning shuttle valve (4) is arranged between the main brake valve (21) and the auxiliary brake valve (22), and an oil passage chamber (5) is arranged in the self-returning shuttle valve (4). The two ends of the oil passage chamber (5) are respectively connected to the oil chambers of the main brake valve (21) and the auxiliary brake valve (22), and the oil passage chamber (5) is also connected to the oil inlet end of the oil pipe joint (3); a steel ball (43) is slidably arranged in the oil passage chamber (5), and the steel ball (43) can respectively The path of the oil in the vehicle valve (21) and the auxiliary brake valve (22) flowing toward the oil pipe joint (3) is blocked, and elastic damping members (42) are respectively arranged on both sides of the steel ball (43). The two elastic damping members (42) can respectively generate resistance to the sliding of the steel ball (43) toward the main brake valve (21) and the auxiliary brake valve (22). The steel ball (43) blocks the communication port between the oil chamber (5) and the oil pipe joint (3) in a balanced state.

2. The active-standby integrated passive electronically controlled brake valve for UAV according to claim 1, characterized in that: The main brake valve (21) and the auxiliary brake valve (22) are integrally arranged, and the main brake valve (21) and the auxiliary brake valve (22) are provided with a mounting hole together, and the self-returning shuttle valve (4) is inserted into the mounting hole and is detachably connected to the main brake valve (21) and the auxiliary brake valve (22).

3. A passive electric control brake valve for drones according to any one of claims 1 or 2, characterized in that: The self-returning shuttle valve (4) comprises a valve seat (44) and a valve cover (41) detachably mounted on the valve seat (44); the valve seat (44) and the valve cover (41) are both provided with an oil inlet passage; the oil inlet passages of the valve seat (44) and the valve cover (41) are connected to each other to form an oil passage chamber (5).

4. The active-standby integrated passive electronically controlled brake valve for UAV according to claim 3 is characterized by: An annular groove (51) is formed on the inner wall of the oil inlet passage of the valve cover (41), and the steel ball (43) is located in the annular groove (51). The diameter of the steel ball (43) is larger than the diameter of the oil inlet passage of the valve cover (41) and smaller than the diameter of the annular groove (51). One end of the two elastic damping members (42) away from the steel ball (43) is respectively fixed to the inner walls of the oil inlet passage on both sides of the annular groove (51).

5. The active-standby integrated passive electronically controlled brake valve for UAV according to claim 4, characterized in that: The valve cover (41) is inserted and threadedly connected to the valve seat (44); the groove wall of the annular groove (51) is provided with a first through hole (52); the valve seat (44) is also provided with a second through hole (53); the first through hole (52) is connected to the second through hole (53); and the second through hole (53) is connected to the oil inlet end of the oil pipe joint (3).

6. The active-standby integrated passive electronically controlled brake valve for UAV according to claim 5, characterized in that: The valve cover (41) and the valve seat (44) are both threadedly inserted into the mounting hole, and the first through hole (52) and the second through hole (53) are both annular.

7. The active-standby integrated passive electronically controlled brake valve for UAV according to claim 5, characterized in that: The outer walls of the valve cover (41) and the valve seat (44) are respectively circumferentially embedded with anti-seepage sealing rings (6), and the anti-seepage sealing rings (6) of the valve cover (41) and the valve seat (44) are both in contact with the inner wall of the mounting hole, one of the anti-seepage sealing rings (6) is located between the second through hole (53) and the oil chamber of the main brake valve (21), and the other anti-seepage sealing ring (6) is located between the second through hole (53) and the oil chamber of the auxiliary brake valve (22).

8. The active-standby integrated passive electronically controlled brake valve for UAV according to claim 3, characterized in that: An anti-seepage sealing ring (7) is embedded in the outer wall of the valve cover (41) located inside the valve seat (44), and the anti-seepage sealing ring (7) abuts against the valve seat (44).

9. The active-standby integrated passive electronically controlled brake valve for UAV according to claim 6, characterized in that: One end of the valve seat (44) located outside the mounting hole is fixedly connected to a rotating cover (8).

10. The active-standby integrated passive electronically controlled brake valve for UAV according to claim 2, characterized in that: An outer sealing ring (81) is embedded in the circumference of the outer wall of the self-returning shuttle valve (4), the outer sealing ring (81) abuts against the inner wall of the mounting hole, and the outer sealing ring (81) is arranged close to the opening of the mounting hole.

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