Hydraulic differential valve for controlling correction and turning of airplane

Abstract

A hydraulic differential valve for controlling correction and turning of an airplane comprises a shell, the shell is provided with a left hydraulic cavity and a right hydraulic cavity which are identical, the two hydraulic cavities share a pressure input port and an oil return port, an oil inlet pipe nozzle is arranged at the pressure input port, an oil return pipe nozzle is arranged at the oil return port, and the oil return pipe nozzle is connected with a hydraulic oil tank. The left pressure output port and the right pressure output port are respectively provided with a left output pipe nozzle and a right output pipe nozzle, identical sleeves are installed in two hydraulic cavities on the shell, pistons are arranged in the sleeves and can slide in the sleeves, reset springs are arranged at the bottoms of the pistons, the sleeves are installed in the shell through threaded sleeves, and ejector rods are arranged in the threaded sleeves and can slide in the threaded sleeves. The rocker arm and the operating arm are hinged to the shell through a rotating shaft, the operating arm is located above the rocker arm, protrusions corresponding to the ejector rod in position are arranged at the two ends of the rocker arm, the operating rod is hinged to the operating arm through a hinge shaft, and adjusting screws corresponding to the two ends of the rocker arm are arranged on the operating arm.

Description

Technical Field

[0001] The invention relates to the technical field of hydraulic differential valves, and in particular to a hydraulic differential valve for controlling deviation correction and turning of an aircraft. Background Art

[0002] During takeoff and landing, the aircraft may deviate from its direction due to the influence of wind direction and runway. If the deviation is not corrected in time, the aircraft may run off the runway, causing damage to the aircraft and casualties. In addition, in order to achieve the need for the aircraft to turn during taxiing, the left and right wheels need to taxi at different taxiing speeds. In order to achieve deviation correction and turning, it is necessary to apply different degrees of pressure between the left and right wheel brake discs, that is, differential braking. Aircraft brakes are in the form of pneumatic brakes, hydraulic brakes, and electric brakes. Many models use hydraulic brakes. The existing hydraulic differential valve for aircraft brakes is relatively complex in structure, complex in operation, and low in work efficiency. Summary of the invention

[0003] In order to solve the problems mentioned in the above background technology, the present invention provides a hydraulic differential valve for controlling the deviation correction and turning of an aircraft.

[0004] The invention discloses the following technical scheme: a hydraulic differential valve for controlling deviation correction and turning of an aircraft comprises a shell, wherein the shell has two identical left and right hydraulic chambers, the two hydraulic chambers share a pressure input port and an oil return port, an oil inlet nozzle is arranged at the pressure input port, an oil return nozzle is arranged at the oil return port, the oil return nozzle is connected to a hydraulic oil tank, and a left output nozzle and a right output nozzle are arranged at the left and right pressure output ports respectively, the two hydraulic chambers on the shell are provided with identical sleeves, a piston is arranged in the sleeve, the piston can slide in the sleeve, a return spring is arranged at the bottom of the piston, two ends of the return spring abut against the piston and the lower end surface of the hydraulic chamber of the shell respectively, the sleeve is installed in the shell by using a screw sleeve, a push rod is arranged in the screw sleeve, the push rod can slide in the screw sleeve, the lower end of the push rod abuts against the piston, and the upper end extends out of the screw sleeve, a rocker arm and a control arm are hinged on the shell through a rotating shaft, the control arm is located above the rocker arm, two ends of the rocker arm are provided with protrusions corresponding to the position of the push rod, the control rod is hinged to the control arm through a hinge shaft, and the control arm is provided with adjusting screws corresponding to the two ends of the rocker arm.

[0005] Furthermore, the side wall of the sleeve is provided with three annular grooves, and a radial oil hole is provided in the middle of the annular groove. The radial oil holes are a pressure input hole, a pressure output hole and an oil return hole from bottom to top. The pressure input hole, the pressure output hole and the oil return hole are respectively connected to the pressure input port, the pressure output port and the oil return port of the hydraulic chamber of the shell. Three sealing rings are provided between the sleeve and the hydraulic chamber, and the sealing rings are spaced apart from the annular grooves.

[0006] Furthermore, the adjusting screw is mounted on the operating lever arm via a locking nut.

[0007] Furthermore, the screw sleeve is installed on the housing through threads, a sealing ring is provided between the screw sleeve and the push rod, and a sealing ring is provided between the screw sleeve and the housing.

[0008] Furthermore, sealing rings are provided between the oil inlet nozzle, the oil return nozzle, the left output nozzle, the right output nozzle and the housing.

[0009] Beneficial effects: Compared with the prior art, the hydraulic differential valve for controlling aircraft deviation correction and turning of the present invention has two hydraulic chambers arranged in the shell, and the two hydraulic chambers share a pressure input port and an oil return port. The pressure of the two hydraulic chambers is output to the left and right wheel brake devices through the left and right pressure output ports respectively. Two sets of identical sleeves, pistons and push rods are arranged in the hydraulic chamber. A rocker arm and a control arm are hinged on the shell, and the two ends of the rocker arm correspond to the push rod. A joystick is hinged on the control arm. The control arm is rotated by pushing and pulling the joystick. The adjusting screw on the control arm supports the middle end of the rocker arm. The rocker arm rotates to press down the push rod. The push rod presses down the piston to control the flow of hydraulic oil in the sleeve, thereby realizing differential braking. It can be used to correct wheel deviation when the aircraft brakes. It has a simple structure, convenient operation and high braking efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is a structural schematic diagram of the present invention; In the figure: 1-housing, 2-oil inlet nozzle, 3-oil return nozzle, 4-left output nozzle, 5-right output nozzle, 6-sleeve, 7-piston, 8-return spring, 9-screw, 10-thrust rod, 11-rocker arm, 12-operating force arm, 13-rotating shaft, 14-operating lever, 15-hinge shaft, 16-adjusting screw, 17-locking nut. DETAILED DESCRIPTION

[0011] like Figure 1As shown, a hydraulic differential valve for controlling aircraft deviation correction and turning comprises a housing 1, wherein the housing 1 has two identical left and right hydraulic chambers, the two hydraulic chambers share a pressure input port and an oil return port, an oil inlet nozzle 2 is provided at the pressure input port to provide hydraulic oil to the differential valve, an oil return nozzle 3 is provided at the oil return port, the oil return nozzle 3 is connected to a hydraulic oil tank, a left output nozzle 4 and a right output nozzle 5 are provided at the left and right pressure output ports respectively, the left output nozzle 4 and the right output nozzle 5 are respectively connected to the left and right wheel brake devices to control the brakes, the two hydraulic chambers on the housing 1 are equipped with identical sleeves 6, a piston 7 is provided in the sleeve 6, the piston 7 can slide in the sleeve 6, and is used to adjust the flow of the hydraulic oil, a return spring 8 is provided at the bottom of the piston 7, and the two ends of the return spring 8 are respectively abutted against the piston 7 and the lower end surface of the hydraulic chamber of the housing 1, and are used to reset the piston 7 , use the screw sleeve 9 to install the sleeve 6 in the housing 1, the screw sleeve 9 is provided with a push rod 10, the push rod 10 can slide in the screw sleeve 9, the lower end of the push rod 10 abuts against the piston 7, and the upper end extends out of the screw sleeve 9, the rocker arm 11 and the operating arm 12 are hinged on the housing 1 through the rotating shaft 13, the operating arm 12 is located above the rocker arm 11, and protrusions corresponding to the position of the push rod 10 are provided at both ends of the rocker arm 11. The operating lever 14 is hinged to the operating arm 12 through the hinge shaft 15, and the operating arm 12 is provided with adjusting screws 16 corresponding to the two ends of the rocker arm 11. Pushing and pulling the operating lever 14 causes the operating arm 12 to drive the adjusting screw 16 to rotate, and the adjusting screw 16 presses down the rocker arm 11, and the rocker arm 11 rotates to press down the push rod 10, and the push rod 10 presses down the piston 7, so as to adjust the position of the piston 7 in the sleeve 6 to adjust the flow of hydraulic oil and control the braking force.

[0012] The sleeve 6 is provided with three annular grooves on the side wall, and a radial oil hole is provided in the middle of the annular groove. The radial oil holes are pressure input hole, pressure output hole and oil return hole from bottom to top, respectively. The pressure input hole, pressure output hole and oil return hole are connected with the pressure input port, pressure output port and oil return port of the hydraulic chamber of the housing 1 respectively. Three sealing rings are provided between the sleeve 6 and the hydraulic chamber, and the sealing rings are spaced apart from the annular grooves. The sealing rings can isolate the pressure input port, pressure output port and oil return port of the hydraulic chamber of the housing 1; the adjusting screw 16 is installed on the operating arm 12 through the locking nut 17, The distance from the adjusting screw 16 to the rocker arm 11 is adjusted. When the stroke of the joystick 14 is determined, the adjusting screw 16 is lowered, the downward stroke of the push rod 10 and the piston 7 is increased, and the output pressure of the joystick 14 with the same stroke is increased; the screw sleeve 9 is installed on the housing 1 through a thread, and a sealing ring is provided between the screw sleeve 9 and the push rod 10, and a sealing ring is provided between the screw sleeve 9 and the housing 1 to prevent the oil in the housing 1 from leaking from the screw sleeve 9; the oil inlet nozzle 2, the oil return nozzle 3, the left output nozzle 4 and the right output nozzle 5 are all provided with sealing rings between the housing 1 to prevent the hydraulic oil in the housing 1 from leaking.

[0013] The specific implementation process is as follows: During normal braking, the joystick 14 is in a neutral position, and the system brake hydraulic pressure is input into the pressure input port of the housing 1 through the oil inlet nozzle 2, and enters the left output nozzle 4 and the right output nozzle 5 through the pressure input hole of the sleeve 6 and the left and right pressure output holes of the housing 1 and is output to the wheel brake device. The left and right pistons 7 are in a balanced state under the action of the return spring 8, and the oil flow areas of the pressure input holes of the left and right sleeves 6 are equal. The pressure output to the wheel brake device by the left output nozzle 4 and the right output nozzle 5 is the same as the system pressure.

[0014] During differential braking, after the joystick 14 is pushed to swing to a certain angle, the joystick arm 12 rotates to the right, the right adjusting screw 16 presses the swing arm 11 to rotate clockwise, the right piston 7 moves down, and the left piston 7 moves up; the oil flow area of ​​the pressure input hole of the right sleeve 6 increases, and the pressure output to the wheel brake device by the right output nozzle 5 remains unchanged; the oil flow area of ​​the pressure input hole of the left sleeve 6 decreases, and the pressure output to the wheel brake device by the left output nozzle 4 decreases, and the differential braking is achieved. When the joystick 14 is pushed to swing to the maximum angle, the left piston 7 moves up to block the pressure input hole of the left sleeve 6, and the left output nozzle 4 is connected with the oil return hole of the left sleeve 6. The internal pressure of the wheel brake device flows back to the oil tank through the left output nozzle 4, the left pressure output port of the housing 1, the pressure output hole of the left sleeve 6, the oil return hole of the left sleeve 6, and the oil return port of the housing 1, and the brake pressure drops to zero; the pressure output to the wheel brake device by the right output nozzle 5 remains unchanged, and the maximum differential braking is achieved. The pressure difference between the right output nozzle 5 and the left output nozzle 4 increases as the operating force increases.

[0015] When the reverse differential brake is applied, the joystick 14 is pulled and swung to a certain angle, the oil flow area of ​​the pressure input hole of the left sleeve 6 increases, and the pressure output to the wheel brake device by the left output nozzle 4 remains unchanged; the oil flow area of ​​the pressure input hole of the right sleeve 6 decreases, and the pressure output to the wheel brake device by the right output nozzle 5 decreases, thereby realizing differential braking. After the joystick 14 is pulled and swung to the maximum angle, the right piston 7 moves upward to block the pressure input hole of the right sleeve 6, and the right output nozzle 5 is connected to the oil return hole of the right sleeve 6. The internal pressure of the wheel brake device flows back to the oil tank through the right output nozzle 5, the right pressure output hole of the housing 1, the pressure output hole of the right sleeve 6, the oil return hole of the right sleeve 6, and the oil return hole of the housing 1, and the brake pressure drops to zero; the pressure output to the wheel brake device by the left output nozzle 4 remains unchanged, thereby realizing maximum differential braking. The pressure difference between the left output nozzle 4 and the right output nozzle 5 increases with the increase of the operating force.

[0016] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A hydraulic differential valve for controlling aircraft deviation correction and turning, comprising a housing (1), characterized in that: The housing (1) has two identical left and right hydraulic chambers. The two hydraulic chambers share a pressure input port and an oil return port. An oil inlet nozzle (2) is provided at the pressure input port, and an oil return nozzle (3) is provided at the oil return port. The oil return nozzle (3) is connected to a hydraulic oil tank. A left output nozzle (4) and a right output nozzle (5) are provided at the left and right pressure output ports, respectively. The two hydraulic chambers on the housing (1) are provided with identical sleeves (6). A piston (7) is provided in the sleeve (6). The piston (7) can slide in the sleeve (6). A return spring (8) is provided at the bottom of the piston (7). The two ends of the return spring (8) are respectively in contact with the piston (7) and the lower end surface of the hydraulic chamber of the housing (1). The return spring (8) is screwed to the piston (7) and the lower end surface of the hydraulic chamber of the housing (1). The sleeve (6) is installed in the housing (1) by a sleeve (9). A push rod (10) is provided in the screw sleeve (9). The push rod (10) can slide in the screw sleeve (9). The lower end of the push rod (10) abuts against the piston (7), and the upper end extends out of the screw sleeve (9). The rocker arm (11) and the operating arm (12) are hinged to the housing (1) through a rotating shaft (13). The operating arm (12) is located above the rocker arm (11). Both ends of the rocker arm (11) are provided with protrusions corresponding to the position of the push rod (10). The operating rod (14) is hinged to the operating arm (12) through a hinge shaft (15). The operating arm (12) is provided with adjustment screws (16) corresponding to the two ends of the rocker arm (11).

2. The hydraulic differential valve for controlling aircraft deviation correction and turning according to claim 1, characterized in that: The sleeve (6) is provided with three annular grooves on its side wall, and a radial oil hole is provided in the middle of the annular groove. The radial oil holes are, from bottom to top, a pressure input hole, a pressure output hole, and an oil return hole. The pressure input hole, the pressure output hole, and the oil return hole are respectively connected to the pressure input port, the pressure output port, and the oil return port of the hydraulic chamber of the housing (1). Three sealing rings are provided between the sleeve (6) and the hydraulic chamber, and the sealing rings are spaced apart from the annular grooves.

3. The hydraulic differential valve for controlling aircraft deviation correction and turning according to claim 1, characterized in that: The adjusting screw (16) is mounted on the operating lever arm (12) via a locking nut (17).

4. The hydraulic differential valve for controlling aircraft deviation correction and turning according to claim 1, characterized in that: The screw sleeve (9) is mounted on the housing (1) via threads, a sealing ring is provided between the screw sleeve (9) and the push rod (10), and a sealing ring is provided between the screw sleeve (9) and the housing (1).

5. The hydraulic differential valve for controlling aircraft deviation correction and turning according to claim 1, characterized in that: Sealing rings are provided between the oil inlet nozzle (2), the oil return nozzle (3), the left output nozzle (4), the right output nozzle (5) and the housing (1).

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