Discrete hydraulic combination valve type airplane front wheel turning control valve group

Abstract

The invention belongs to the technical field of aviation aircraft control, and particularly relates to a discrete hydraulic combination valve type aircraft front wheel turning control valve bank. A discrete hydraulic valve assembly can control a first / third interface to be communicated with / disconnected from a second interface and a fourth interface respectively; the first interface is communicated with the oil inlet, the second interface is communicated with a left chamber of the airplane wheel turning actuator, the third interface is respectively communicated with a third interface and an oil return port of the one-way valve assembly, and the fourth interface is communicated with a right chamber of the airplane wheel turning actuator; the one-way valve assembly comprises a first connector, a second connector and a third connector. Two ends of the first interface are communicated with the compensator and the left chamber; the two ends of the second connector communicate with the compensator and the right cavity. The two ends of the third connector communicate with the compensator, the third connector of the discrete hydraulic valve assembly and the oil return opening. A pilot electromagnetic valve, a mode conversion valve, an electro-hydraulic servo valve and other components which are large in size and low in reliability can be replaced with the discrete hydraulic valve assembly, the structure is simplified, the weight is reduced, and the reliability of the system is improved.

Description

Technical Field

[0001] The invention relates to the technical field of aviation aircraft control, and in particular to a discrete hydraulic combination valve type aircraft front wheel turning control valve group. Background Art

[0002] Aircraft hydraulic nose wheel steering modules mainly belong to the aerospace industry, especially in the field of design and manufacture of civil and military aircraft.

[0003] The hydraulic nose wheel steering module is part of the aircraft landing gear system and is mainly used to control the steering and maneuvering of the aircraft on the ground.

[0004] The module uses a hydraulic system to rotate the front wheels, thereby improving the aircraft's flexibility and maneuverability on the ground.

[0005] At present, the landing gear system on the aircraft is mainly hydraulically driven, and the front wheel turning system usually also adopts the hydraulic technology route, utilizing the high power-to-weight ratio, high precision and response speed of the hydraulic system to achieve precise steering control of the front wheel.

[0006] In the prior art, the front wheel turning control system of the aircraft controls the change of the position of the valve core of the mode switching valve through a pilot solenoid valve. When the valve core of the mode switching valve is in a damping and sway reduction state, the damping and sway reduction of the actuator is controlled through two damping valves; when the valve core of the two-position eight-way solenoid valve is in the working position (that is, when the front wheel is turning), the position of the valve core of the three-position four-way electro-hydraulic servo valve is changed to control the oil inlet to the left chamber and the oil outlet to the right chamber of the wheel turning actuator, or the oil inlet to the right chamber and the oil outlet to the left chamber.

[0007] However, the electro-hydraulic servo valve used in the above technical solution has relatively low reliability, and the pilot solenoid valve is easily blocked, causing valve failure, thereby making the front wheel turning uncontrollable. In addition, the overall system of the above technical solution is relatively complex, requires more components, and is relatively large in size and weight.

[0008] Therefore, people in this field are in urgent need of finding a new technical solution to solve the above problems. Summary of the invention

[0009] In order to overcome the problems existing in the related art, the present invention discloses a discrete hydraulic combination valve type aircraft front wheel turning control valve group, which is used to control the action of a wheel turning actuator, the wheel turning actuator comprises a left chamber and a right chamber, and the discrete hydraulic combination valve type aircraft front wheel turning control valve group comprises: a discrete hydraulic valve assembly, a one-way valve assembly, a compensator, an oil inlet and an oil return port; The discrete hydraulic valve assembly includes a first interface, a second interface, a third interface and a fourth interface, and the discrete hydraulic valve assembly can control the first interface to be connected or disconnected with the second interface and the fourth interface respectively, and control the third interface to be connected or disconnected with the second interface and the fourth interface respectively; The first interface of the discrete hydraulic valve assembly is communicated with the oil inlet through a pipeline, the second interface of the discrete hydraulic valve assembly is communicated with the left chamber of the wheel turning actuator through a pipeline, the third interface of the discrete hydraulic valve assembly is communicated with the third interface of the one-way valve assembly and the oil return port in parallel through pipelines, and the fourth interface of the discrete hydraulic valve assembly is communicated with the right chamber of the wheel turning actuator through a pipeline; The one-way valve assembly includes a first interface, a second interface and a third interface; one end of the first interface is connected to the compensator through a pipeline, and the other end is connected to the left chamber of the wheel turning actuator through a pipeline; one end of the second interface is connected to the compensator through a pipeline, and the other end is connected to the right chamber of the wheel turning actuator through a pipeline; one end of the third interface is connected to the compensator through a pipeline, and the other end is connected to the third interface of the discrete hydraulic valve assembly and the return oil port through pipelines respectively.

[0010] Optionally, the discrete hydraulic valve assembly includes: a first discrete hydraulic valve, a second discrete hydraulic valve, a third discrete hydraulic valve and a fourth discrete hydraulic valve, wherein the first discrete hydraulic valve, the second discrete hydraulic valve, the third discrete hydraulic valve and the fourth discrete hydraulic valve respectively include a first interface and a second interface, and the discrete hydraulic valve assembly can control the first interface and the second interface of each discrete hydraulic valve to be connected or disconnected; The first interface of the first discrete hydraulic valve and the first interface of the second discrete hydraulic valve are the first interface of the discrete hydraulic valve assembly, the second interface of the first discrete hydraulic valve is communicated with the first interface of the third discrete hydraulic valve, the second interface of the first discrete hydraulic valve or the first interface of the third discrete hydraulic valve is the second interface of the discrete hydraulic valve assembly, the second interface of the second discrete hydraulic valve is communicated with the first interface of the fourth discrete hydraulic valve, the second interface of the second discrete hydraulic valve or the first interface of the fourth discrete hydraulic valve is the fourth interface of the discrete hydraulic valve assembly, the second interface of the third discrete hydraulic valve and the second interface of the fourth discrete hydraulic valve are the third interface of the discrete hydraulic valve assembly.

[0011] Optionally, the first discrete hydraulic valve and the second discrete hydraulic valve are one or more normally closed valves connected in parallel; The third discrete hydraulic valve and the fourth discrete hydraulic valve are one or more normally open valves connected in parallel.

[0012] Optionally, the one-way valve assembly includes: a first one-way valve, a second one-way valve and a third one-way valve, wherein the first one-way valve is located on a pipeline connecting the first interface of the one-way valve assembly and the compensator, and oil flows from the compensator to the first interface of the one-way valve assembly; the second one-way valve is located on a pipeline connecting the second interface of the one-way valve assembly and the compensator, and oil flows from the compensator to the second interface of the one-way valve assembly; the third one-way valve is located on a pipeline connecting the third interface of the one-way valve assembly and the compensator, and oil flows from the third interface of the one-way valve assembly to the compensator.

[0013] Optionally, the discrete hydraulic combination valve type aircraft nose wheel turning control valve group further includes: an oil return damping hole; The oil return damping hole is connected in parallel with the third one-way valve through a pipeline, and the oil return damping hole is located on the pipeline connecting the third interface of the one-way valve assembly and the compensator.

[0014] Optionally, the discrete hydraulic combination valve type aircraft nose wheel turning control valve group further includes: an oil return control valve; The input end of the oil return control valve is connected in parallel with the third interface of the discrete hydraulic valve assembly and the third interface of the one-way valve assembly through pipelines, and the output end of the oil return control valve is connected with the oil return port through a pipeline.

[0015] Optionally, the discrete hydraulic combination valve type aircraft nose wheel turning control valve group further includes: at least two main controllers, the at least two main controllers are connected in parallel; One of the at least two main controllers is used to send an instruction to the wheel turning actuator to input oil into the left chamber and output oil from the right chamber, or to input oil into the right chamber and output oil from the left chamber.

[0016] Optionally, the first discrete hydraulic valve, the second discrete hydraulic valve, the third discrete hydraulic valve and the fourth discrete hydraulic valve are electrically controlled discrete hydraulic valves, and the coils of the first discrete hydraulic valve, the second discrete hydraulic valve, the third discrete hydraulic valve and the fourth discrete hydraulic valve are all double-redundant structures, and the double-redundant structure includes a first coil and a second coil, and the second coil is arranged outside the first coil and the diameter of the second coil is smaller than the diameter of the first coil.

[0017] Optionally, the discrete hydraulic combination valve type aircraft nose wheel turning control valve group further includes: an oil filter; The first interface of the oil filter is communicated with the oil inlet through a pipeline, and the second interface of the oil filter is communicated with the first interface of the discrete hydraulic valve assembly through a pipeline.

[0018] Optionally, the discrete hydraulic combination valve type aircraft nose wheel turning control valve group further includes: a first safety valve and a second safety valve; The first safety valve and the second safety valve are connected in parallel; The input end of the first safety valve is communicated with the second interface of the discrete hydraulic valve assembly through a pipeline, and the output end of the first safety valve is communicated with the fourth interface of the discrete hydraulic valve assembly through a pipeline; The input end of the second safety valve is communicated with the fourth interface of the discrete hydraulic valve assembly through a pipeline, and the output end of the second safety valve is communicated with the second interface of the discrete hydraulic valve assembly through a pipeline.

[0019] In summary, the technical solutions in the disclosed embodiments of the present invention can bring the following beneficial effects: (1) By replacing bulky components such as pilot solenoid valves, mode switching valves, and electro-hydraulic servo valves in traditional aircraft nose wheel steering control systems with discrete hydraulic valve assemblies, the system structure can be simplified, the system weight can be reduced, and the safety of the entire aviation system can be improved; (2) The discrete hydraulic valve also has the characteristic of high reliability. It can replace the electro-hydraulic servo valve with low reliability and improve the reliability of the entire system. (3) It is connected to the rear end of the compensator through the oil return damping valve to provide a certain damping when replenishing oil to the compensator or returning oil through the damping hole, thereby increasing the stability of the front wheel turning; (4) The oil return control valve is used to ensure that the oil pressure flowing out of the wheel steering actuator is higher than the oil pressure at the oil return port, thereby avoiding the phenomenon of cavitation in the wheel steering actuator.

[0020] Other features and advantages disclosed in the present invention will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings are used to provide further understanding of the present disclosure and constitute a part of the specification. They are used to explain the present disclosure together with the following detailed description, but do not constitute a limitation of the present disclosure.

[0022] In the attached picture: Figure 1 It is a structural schematic diagram of a discrete hydraulic combination valve aircraft nose wheel turning control valve group according to an exemplary embodiment; Figure 2 is based on Figure 1 A schematic diagram showing the discrete hydraulic valve state and oil circuit connection relationship in a damping and sway reduction state; Figure 3 is based on Figure 1 A schematic diagram showing the state of a discrete hydraulic valve and the oil circuit connection relationship when a wheel is subjected to an external force to the left; Figure 4 is based on Figure 1A schematic diagram showing the state of a discrete hydraulic valve and the oil circuit connection relationship when a wheel is subjected to an external force to the right; Figure 5 is based on Figure 1 A schematic diagram showing the state of discrete hydraulic valves and the oil circuit connection relationship when a wheel turning actuator executes a control instruction; Figure 6 is based on Figure 1 Another schematic diagram showing the discrete hydraulic valve states and oil circuit connectivity when a wheel turning actuator executes a control instruction. DETAILED DESCRIPTION

[0023] The specific embodiments disclosed in the present invention are described in detail below with reference to the accompanying drawings.

[0024] It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure, but not to limit the present disclosure.

[0025] Figure 1 FIG. 1 is a schematic diagram showing the structure of a discrete hydraulic combination valve aircraft nose wheel turning control valve group according to an exemplary embodiment. Figure 1 As shown, the discrete hydraulic combination valve aircraft nose wheel turning control valve group is used to control the action of the wheel turning actuator 110, the wheel turning actuator 110 includes a left chamber and a right chamber, and the discrete hydraulic combination valve aircraft nose wheel turning control valve group includes: a discrete hydraulic valve assembly 120, a one-way valve assembly 130, a compensator 140, an oil inlet 150 and an oil return port 160; the discrete hydraulic valve assembly 120 includes a first interface (such as Figure 1 The discrete hydraulic valve assembly 120 in the label 1), the second interface (such as Figure 1 The discrete hydraulic valve assembly 120 in the label 2), the third interface (such as Figure 1 3 in the discrete hydraulic valve assembly 120) and the fourth interface (eg Figure 1 4 in the discrete hydraulic valve assembly 120), the discrete hydraulic valve assembly 120 can control the first interface to be connected or disconnected with the second interface and the fourth interface respectively, and control the third interface to be connected or disconnected with the second interface and the fourth interface respectively; the first interface of the discrete hydraulic valve assembly 120 is connected to the oil inlet 150 through a pipeline, the second interface of the discrete hydraulic valve assembly 120 is connected to the left chamber of the wheel turning actuator 110 through a pipeline, the third interface of the discrete hydraulic valve assembly 120 is connected in parallel with the third interface of the one-way valve assembly 130 and the oil return port 160 through a pipeline, and the fourth interface of the discrete hydraulic valve assembly 120 is connected to the right chamber of the wheel turning actuator 110 through a pipeline; the one-way valve assembly 130 includes a first interface (such as Figure 1 The number 1 in the one-way valve assembly 130), the second interface (such as Figure 1The one-way valve assembly 130 is labeled 2) and the third interface (such as Figure 1 One end of the first interface is connected to the compensator 140 through a pipeline, and the other end is connected to the left chamber of the wheel turning actuator 110 through a pipeline; one end of the second interface is connected to the compensator 140 through a pipeline, and the other end is connected to the right chamber of the wheel turning actuator 110 through a pipeline; one end of the third interface is connected to the compensator 140 through a pipeline, and the other end is connected to the third interface of the discrete hydraulic valve assembly 120 and the return oil port 160 through pipelines.

[0026] For example, in the disclosed embodiment of the present invention, the discrete hydraulic valve assembly 120 is used to replace bulky components such as the pilot solenoid valve, mode conversion valve and electro-hydraulic servo valve in a traditional aircraft nose wheel turning control system, so as to simplify the system structure, reduce the system weight and improve the safety of the entire aviation system.

[0027] The discrete hydraulic valve assembly 120 controls the first interface to be connected or disconnected with the second interface and the fourth interface respectively by powering on or off, and controls the third interface to be connected or disconnected with the second interface and the fourth interface respectively, and controls the left chamber and the right chamber of the wheel turning actuator 110, the oil inlet 150 and the left chamber of the wheel turning actuator 110, the oil inlet 150 and the right chamber of the wheel turning actuator 110, and the left chamber of the wheel turning actuator 110 and the return chamber. The oil circuits between the oil ports 160 and between the right chamber of the wheel turning actuator 110 and the oil return port 160 are connected or disconnected; the compensator 140 is used to replenish oil to the wheel turning actuator 110, or to receive oil delivered by the wheel turning actuator 110; the one-way valve assembly 130 is used to control the connection of the oil circuit for the compensator 140 to replenish oil to the wheel turning actuator 110, and to control the connection of the oil circuit for the wheel turning actuator 110 to deliver oil to the compensator 140.

[0028] The discrete hydraulic valve assembly is composed of a plurality of discrete hydraulic valves to form a combination valve, and the combination valve is arranged in the oil circuits between the left chamber of the wheel turning actuator 110, the right chamber of the wheel turning actuator 110, the compensator 140, the oil inlet 150 and the oil return port 160, so as to control the connection or disconnection of the above-mentioned oil circuits so as to enable the oil to flow in the system along a prescribed path (the flow path of the oil between the wheel turning actuator and the compensator is controlled by the one-way valve assembly 130, so that the oil flows in one direction between the wheel turning actuator 110 and the compensator 140).

[0029] In addition, the discrete hydraulic valve has the characteristic of high reliability. It can replace the electro-hydraulic servo valve with low reliability and improve the reliability of the entire system.

[0030] Furthermore, the discrete hydraulic valve assembly 120 includes: a first discrete hydraulic valve 121, a second discrete hydraulic valve 122, a third discrete hydraulic valve 123 and a fourth discrete hydraulic valve 124, the first discrete hydraulic valve 121, the second discrete hydraulic valve 122, the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 respectively include a first interface and a second interface, and the discrete hydraulic valve assembly 120 can control the first interface and the second interface of each discrete hydraulic valve to be connected or disconnected; the first interface of the first discrete hydraulic valve 121 and the first interface of the second discrete hydraulic valve 122 are the first interfaces of the discrete hydraulic valve assembly 120, and the first discrete The second interface of the hydraulic valve 121 is connected to the first interface of the third discrete hydraulic valve 123, the second interface of the first discrete hydraulic valve 121 or the first interface of the third discrete hydraulic valve 123 is the second interface of the discrete hydraulic valve assembly 120, the second interface of the second discrete hydraulic valve 122 is connected to the first interface of the fourth discrete hydraulic valve 124, the second interface of the second discrete hydraulic valve 122 or the first interface of the fourth discrete hydraulic valve 124 is the fourth interface of the discrete hydraulic valve assembly 120, the second interface of the third discrete hydraulic valve 123 and the second interface of the fourth discrete hydraulic valve 124 are the third interface of the discrete hydraulic valve assembly 120.

[0031] In addition, it can be understood that the first interface of the first discrete hydraulic valve 121 and the first interface of the second discrete hydraulic valve 122 are respectively communicated with the oil inlet 150 .

[0032] The second interface of the third discrete hydraulic valve 123 is connected in parallel with the third interface of the one-way valve assembly 130 and the return oil port 160 through pipelines; the second interface of the fourth discrete hydraulic valve 124 is connected in parallel with the third interface of the one-way valve assembly 130 and the return oil port 160 through pipelines.

[0033] Specifically, the first discrete hydraulic valve 121 and the second discrete hydraulic valve 122 are one or more normally closed valves connected in parallel; the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are one or more normally open valves connected in parallel.

[0034] In the damping state, the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are used to control the oil circuit connection between the left chamber and the right chamber of the wheel turning actuator 110 (such as Figure 2 as shown).

[0035] The first discrete hydraulic valve 121 and the second discrete hydraulic valve 122 are in a normally closed state, the first interface and the second interface of the discrete hydraulic valve assembly 120 are disconnected, the second interface and the third interface are connected, the first interface and the fourth interface are disconnected, and the fourth interface and the third interface are connected, and the oil flowing out of the oil inlet 150 cannot pass through the pipeline where the first discrete hydraulic valve 121 and the second discrete hydraulic valve 122 are located; the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are in a normally open state, at this time, the oil circuit between the left chamber and the right chamber of the wheel turning actuator 110 is connected.

[0036] In addition, the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 act as damping holes in the oil circuit connecting the left chamber and the right chamber. The left and right chambers of the wheel actuator will be subjected to different pressures when the aircraft is taxiing or landing. The connection between the two damping holes can balance the pressure difference between the two chambers to prevent wheel deflection or swing caused by uneven pressure. This balancing effect helps to maintain the stability of the aircraft during taxiing.

[0037] Furthermore, the one-way valve assembly 130 includes: a first one-way valve 131, a second one-way valve 132 and a third one-way valve 133, the first one-way valve 131 is located on a pipeline connecting the first interface of the one-way valve assembly 130 and the compensator 140, and the oil flows from the compensator 140 to the first interface of the one-way valve assembly 130; the second one-way valve 132 is located on a pipeline connecting the second interface of the one-way valve assembly 130 and the compensator 140, and the oil flows from the compensator 140 to the second interface of the one-way valve assembly 130; the third one-way valve 133 is located on a pipeline connecting the third interface of the one-way valve assembly 130 and the compensator 140, and the oil flows from the third interface of the one-way valve assembly 130 to the compensator 140.

[0038] For example, the first one-way valve 131 is used to control the oil circuit connection for the compensator 140 to replenish oil to the left chamber of the wheel turning actuator 110, the second one-way valve 132 is used to control the oil circuit connection for the compensator 140 to replenish oil to the right chamber of the wheel turning actuator 110, and the third one-way valve 133 is used to control the oil circuit connection for the left chamber and the right chamber of the wheel turning actuator 110 to transport oil to the compensator 140.

[0039] In addition, it is understandable that Figures 2 to 6 The following are schematic diagrams showing the states of the discrete hydraulic valves in the aircraft nose wheel steering control valve group and the oil circuit connectivity relationship in different states. In order to more clearly show the connectivity and disconnection of the oil circuit in different states, Figures 2 to 6 In the figure, only the connected oil circuits are shown, and the disconnected oil circuits are not shown (in actual applications, the oil circuits disconnected by the discrete hydraulic valves are also connected through pipelines).

[0040] like Figure 1-Figure 6As shown, the discrete hydraulic combination valve type aircraft front wheel turning control valve group also includes: a return oil damping hole 180; the return oil damping hole 180 is connected in parallel with the third one-way valve 133 through a pipeline, and the return oil damping hole 180 is located on the pipeline connecting the third interface of the one-way valve assembly 130 and the compensator 140.

[0041] For example, the return oil damping valve in the disclosed embodiment of the present invention includes a one-way valve and a damping hole, namely, a third one-way valve 133 and an oil return damping hole 180. The return oil damping valve is connected to the rear end of the compensator 140, and is used to replenish oil to the compensator 140 or return oil through the damping hole, thereby providing a certain amount of damping and increasing the stability of the front wheel turning.

[0042] like Figure 1-Figure 6 As shown, the discrete hydraulic combination valve type aircraft front wheel turning control valve group also includes: an oil return control valve 170; the input end of the oil return control valve 170 is connected in parallel with the third interface of the discrete hydraulic valve assembly 120 and the third interface of the one-way valve assembly 130 through pipelines, and the output end of the oil return control valve 170 is connected with the oil return port 160 through a pipeline.

[0043] Preferably, Figure 1-Figure 6 The oil return control valve 170 is a low-pressure relief valve, which can ensure that the oil pressure flowing out of the wheel turning actuator 110 is higher than the oil pressure of the oil return port 160, thereby preventing the wheel turning actuator 110 from being sucked into the air.

[0044] The discrete hydraulic combination valve aircraft front wheel turning control valve group also includes: an oil filter 190; a first interface of the oil filter 190 is connected to the oil inlet 150 through a pipeline, and a second interface of the oil filter 190 is connected to the first interface of the discrete hydraulic valve assembly 120 through a pipeline.

[0045] It is understandable that the oil flows out from the oil inlet 150, passes through the oil circuit where the oil filter 190 is located, and then flows into each connected oil circuit.

[0046] The discrete hydraulic combination valve type aircraft front wheel turning control valve group also includes: a first safety valve 210 and a second safety valve 220; the input end of the first safety valve 210 is connected to the second interface of the discrete hydraulic valve assembly 120 through a pipeline, and the output end of the first safety valve 210 is connected to the fourth interface of the discrete hydraulic valve assembly 120 through a pipeline; the input end of the second safety valve 220 is connected to the fourth interface of the discrete hydraulic valve assembly 120 through a pipeline, and the output end of the second safety valve 220 is connected to the second interface of the discrete hydraulic valve assembly 120 through a pipeline.

[0047] For example, the input end of the first safety valve 210 is connected to the second interface of the discrete hydraulic valve assembly, and the output end is connected to the fourth interface of the discrete hydraulic valve assembly. When oil enters the left chamber of the wheel turning actuator and oil flows out of the right chamber, the oil flows out from the oil inlet 150 and flows into the left chamber of the wheel turning actuator through the first interface and the second interface of the discrete hydraulic valve assembly 120 in sequence.

[0048] At this time, if the oil pressure of the left chamber is high, when the pressure peak exceeds the set pressure of the first safety valve 210, the first safety valve 210 will open, that is, the oil flowing out of the oil inlet 150 passes through the first interface and the second interface of the discrete hydraulic valve assembly 120, passes through the pipeline where the first safety valve 210 is located, and then passes through the pipeline where the fourth interface and the third interface of the discrete hydraulic valve assembly are located in turn, and flows into the oil return port 160 (that is, the oil flows through the pipeline where the first discrete hydraulic valve 121, the first safety valve 210 and the fourth discrete hydraulic valve 124 are located, and flows into the oil return port 160); when the right chamber of the wheel turning actuator is filled with oil and the left chamber is discharged from oil, the oil flows out from the oil inlet 150, passes through the first interface and the fourth interface of the discrete hydraulic valve assembly 120 in turn, and flows into the right chamber of the wheel turning actuator 110.

[0049] At this time, if the oil pressure of the right chamber is high, when the pressure peak exceeds the set pressure of the second safety valve 220, the second safety valve 220 will open, that is, the oil flowing out of the oil inlet 150 passes through the first interface and the fourth interface of the discrete hydraulic valve assembly 120, through the pipeline where the second safety valve 220 is located, and then passes through the pipeline where the second interface and the third interface of the discrete hydraulic valve assembly 120 are located in turn, and flows into the return oil port 160 (that is, the oil flows through the pipelines where the second discrete hydraulic valve 122, the second safety valve 210 and the third discrete hydraulic valve 123 are located, and flows into the return oil port 160).

[0050] Figure 2 is based on Figure 1 A schematic diagram of the discrete hydraulic valve state and oil circuit connection relationship in a damping and sway reduction state is shown, as shown in Figure 2 As shown, in the damping and swing reduction state, the first interface and the second interface of the discrete hydraulic valve assembly 120 are disconnected, the second interface and the third interface are connected, the first interface and the fourth interface are disconnected, and the fourth interface and the third interface are disconnected, and the oil flowing out of the oil inlet 150 cannot pass through the pipeline where the first discrete hydraulic valve 121 and the second discrete hydraulic valve 122 are located; the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are in the normally open state. At this time, the oil circuit between the left chamber and the right chamber of the wheel turning actuator 110 is connected.

[0051] Figure 3 is based on Figure 1 Schematic diagram of the discrete hydraulic valve state and oil circuit connection relationship when the wheel is subjected to a leftward external force, as shown in Figure 3 As shown, when the wheel is subjected to a leftward external force, the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are used to control the oil circuit connection between the left chamber and the right chamber of the wheel turning actuator 110, and the oil flows out from the left chamber of the wheel turning actuator 110, passes through the oil circuit where the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are located, and then flows back to the right chamber of the wheel turning actuator 110; the compensator 140 is used to replenish oil for the right chamber of the wheel turning actuator 110, and the oil flows out from the compensator 140, passes through the oil circuit where the second one-way valve 132 is located, and then flows into the right chamber of the wheel turning actuator 110; the excess oil flows out from the left chamber of the wheel turning actuator 110, passes through the oil circuit where the third discrete hydraulic valve 123 and the third one-way valve 133 are located, and then flows into the compensator 140, or, passes through the oil circuit where the third discrete hydraulic valve 123 is located, and then flows into the oil return port 160.

[0052] For example, when the wheel is subjected to an external force to the left, the oil in the left chamber of the wheel turning actuator 110 is easy to flow out under the action of the external force. When the oil flows through the fourth discrete hydraulic valve 124 (which acts as a damping hole) and flows back to the right chamber of the wheel turning actuator 110, it is subjected to the resistance of the damping hole, so that the flow rate of the oil flowing back to the right chamber is slower.

[0053] If the wheel turning actuator moves too fast due to external load, a cavity is easily formed in the right chamber of the wheel turning actuator. At this time, it is necessary to replenish oil to the right chamber of the wheel turning actuator 110 through the compensator 140 (low-pressure accumulator).

[0054] The oil replenishment process is as follows: the oil flows out of the compensator 140 , passes through the oil path where the second one-way valve 132 is located, and flows into the right chamber of the wheel turning actuator 110 .

[0055] At the same time, excess oil in the system flows out from the left chamber of the wheel turning actuator 110, passes through the oil circuit where the third discrete hydraulic valve 123, the third one-way valve 133 and the return oil control valve 170 are located, and flows into the return oil port 160 or replenishes oil for the compensator 140 (wherein, the oil flowing out from the left chamber of the wheel turning actuator 110 passes through the oil circuit where the third discrete hydraulic valve 123 and the third one-way valve 133 are located, and flows into the return oil port 160 through the oil circuit where the third discrete hydraulic valve 123 and the return oil control valve 170 are located).

[0056] Figure 4 is based on Figure 1 Schematic diagram of discrete hydraulic valve states and oil circuit connection relationship when a wheel is subjected to an external force to the right, as shown in Figure 4As shown, when the wheel is subjected to an external force to the right, the fourth discrete hydraulic valve 124 and the third discrete hydraulic valve 123 are used to control the oil circuit connection between the right chamber and the left chamber of the wheel turning actuator 110, and the oil flows out from the right chamber of the wheel turning actuator 110, passes through the oil circuit where the fourth discrete hydraulic valve 124 and the third discrete hydraulic valve 123 are located, and then flows back to the left chamber of the wheel turning actuator 110; the compensator 140 is used to replenish oil for the left chamber of the wheel turning actuator 110, and the oil flows out from the compensator 140, passes through the oil circuit where the first one-way valve 131 is located, and then flows into the left chamber of the wheel turning actuator 110; the excess oil flows out from the right chamber of the wheel turning actuator 110, passes through the oil circuit where the fourth discrete hydraulic valve 124 and the third one-way valve 133 are located, and then flows into the compensator 140, or, passes through the oil circuit where the fourth discrete hydraulic valve 124 is located, and then flows into the oil return port 160.

[0057] For example, when the wheel is subjected to an external force to the right, the oil in the right chamber of the wheel turning actuator 110 is easy to flow out under the action of the external force. When the oil flows through the third discrete hydraulic valve 123 (which acts as a damping hole) and flows back to the left chamber of the wheel turning actuator 110, it is subjected to the resistance of the damping hole, so that the flow rate of the oil flowing back to the left chamber is slow.

[0058] If the wheel turning actuator moves too fast due to external load, a cavity is easily formed in the left chamber of the wheel turning actuator. At this time, it is necessary to replenish oil to the left chamber of the wheel turning actuator 110 through the compensator 140 (low-pressure accumulator).

[0059] The oil replenishment process is as follows: the oil flows out from the compensator 140, passes through the oil circuit where the first one-way valve 131 is located, and flows into the left chamber of the wheel turning actuator 110. At the same time, the excess oil in the system flows out from the right chamber of the wheel turning actuator 110, passes through the oil circuit where the fourth discrete hydraulic valve 124, the third one-way valve 133 and the return oil control valve 170 are located, and flows into the return oil port 160 or replenishes the compensator 140 (wherein, the oil flowing out from the right chamber of the wheel turning actuator 110 flows into the compensator 140 through the oil circuit where the fourth discrete hydraulic valve 124 and the third one-way valve 133 are located, and flows into the return oil port 160 through the oil circuit where the fourth discrete hydraulic valve 124 and the return oil control valve 170 are located).

[0060] Figure 5 is based on Figure 1 FIG. 1 is a schematic diagram showing the discrete hydraulic valve states and oil circuit connection relationship when a wheel turning actuator executes a control instruction, as shown in FIG. Figure 5As shown, when the wheel turning actuator 110 executes the instruction of oil inlet to the left chamber and oil outlet to the right chamber, the first discrete hydraulic valve 121 is used to control the oil circuit connection between the oil inlet 150 and the left chamber of the wheel turning actuator 110, and the oil flows out from the oil inlet, passes through the oil circuit where the first discrete hydraulic valve 121 is located, and then flows into the left chamber of the wheel turning actuator 110; the fourth discrete hydraulic valve 124 is used to control the oil circuit connection between the right chamber of the wheel turning actuator 110 and the oil return port 160, and the oil flows out from the right chamber of the wheel turning actuator 110, passes through the oil circuit where the fourth discrete hydraulic valve 124 and the third one-way valve 133 are located, and then flows into the compensator 140, or, passes through the oil circuit where the fourth discrete hydraulic valve 124 is located, and then flows into the oil return port 160; the second discrete hydraulic valve 122 and the third discrete hydraulic valve 123 are used to control the oil circuit disconnection between the left chamber and the right chamber of the wheel turning actuator 110.

[0061] For example, when the wheel turning actuator 110 is actuated, oil enters the left chamber and oil exits the right chamber (the wheel turning actuator executes the instruction of oil entering the left chamber and oil exiting the right chamber), the first discrete hydraulic valve 121 is energized and opened according to the instruction, the third discrete hydraulic valve 123 is energized and closed according to the instruction, and the second discrete hydraulic valve 122 and the fourth discrete hydraulic valve 124 are not energized and are in the original state (the original state of the first discrete hydraulic valve 121 and the second discrete hydraulic valve 122 is a normally closed state, and the original state of the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 is a normally open state).

[0062] The oil flows out from the oil inlet 150, passes through the oil circuit where the first discrete hydraulic valve 121 is located, and flows into the left chamber of the wheel turning actuator 110; when the oil pressure in the right chamber of the wheel turning actuator 110 is relatively low, the oil flowing out of the right chamber replenishes the compensator 140 through the oil circuit where the fourth discrete hydraulic valve 124 and the third one-way valve 133 are located; when the oil pressure in the right chamber of the wheel turning actuator 110 is relatively high, the oil flowing out of the right chamber flows to the oil return port 160 through the oil circuit where the fourth discrete hydraulic valve 124 and the return oil control valve 170 are located.

[0063] In addition, when the oil pressure in the compensator 140 is too high, the oil may flow into the oil return port 160 through the damping hole of the oil return damping valve and the oil path where the oil return control valve 170 is located.

[0064] Figure 6 is based on Figure 1 Another schematic diagram of the discrete hydraulic valve states and oil circuit connection relationship when the wheel turning actuator executes a control instruction is shown in FIG. Figure 6As shown, when the wheel turning actuator 110 executes the instruction of oil inlet to the right chamber and oil outlet to the left chamber, the second discrete hydraulic valve 122 is used to control the oil circuit connection between the oil inlet 150 and the right chamber of the wheel turning actuator 110, and the oil flows out from the oil inlet 150, passes through the oil circuit where the second discrete hydraulic valve 122 is located, and then flows into the right chamber of the wheel turning actuator 110; the third discrete hydraulic valve 123 is used to control the oil circuit connection between the left chamber of the wheel turning actuator 110 and the oil return port 160, and the oil flows out from the left chamber of the wheel turning actuator 110, passes through the oil circuit where the third discrete hydraulic valve 123 and the third check valve 133 are located, and then flows into the compensator 140, or, passes through the oil circuit where the third discrete hydraulic valve 123 is located, and then flows into the oil return port 160; the first discrete hydraulic valve 121 and the fourth discrete hydraulic valve 124 are used to control the oil circuit disconnection between the left chamber and the right chamber of the wheel turning actuator 110.

[0065] For example, when the wheel turning actuator 110 is actuated, oil enters the right chamber and oil exits the left chamber (the wheel turning actuator executes the instruction of oil entering the right chamber and oil exiting the left chamber), the second discrete hydraulic valve 122 is energized and opened according to the instruction, the fourth discrete hydraulic valve 124 is energized and closed according to the instruction, and the first discrete hydraulic valve 121 and the third discrete hydraulic valve 123 are not energized and are in the original state (the original state of the first discrete hydraulic valve 121 and the second discrete hydraulic valve 122 is the normally closed state, and the original state of the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 is the normally open state).

[0066] The oil flows out from the oil inlet 150, passes through the oil circuit where the second discrete hydraulic valve 122 is located, and flows into the right chamber of the wheel turning actuator 110; when the oil pressure in the left chamber of the wheel turning actuator 110 is relatively low, the oil flowing out of the left chamber replenishes the compensator 140 through the oil circuit where the third discrete hydraulic valve 123 and the third one-way valve 133 are located; when the oil pressure in the left chamber of the wheel turning actuator 110 is relatively high, the oil flowing out of the left chamber flows to the oil return port 160 through the oil circuit where the third discrete hydraulic valve 123 and the return oil control valve 170 are located.

[0067] In addition, when the oil pressure in the compensator 140 is too high, the oil may flow into the oil return port 160 through the damping hole of the oil return damping valve and the oil path where the oil return control valve 170 is located.

[0068] Optionally, the discrete hydraulic combination valve type aircraft front wheel turning control valve group also includes: at least two main controllers, at least two main controllers are connected in parallel; at least one of the two main controllers is used to send an instruction to the wheel turning actuator 110 to input oil into the left chamber and output oil from the right chamber, or an instruction to input oil into the right chamber and output oil from the left chamber.

[0069] For example, in the disclosed embodiment of the present invention, at least two main controllers are used to send instructions to the wheel turning actuator 110. At least two main controllers are connected in parallel, one of which is a commonly used main controller, and the other main controllers are slave controllers, and the slave controllers have a backup function.

[0070] There may be at least one slave controller, and when the master controller is working, the slave controller is silent.

[0071] When the main controller fails, it sends signals to other main controllers (backup slave controllers) in turn, so that other main controllers start up in turn, that is, the slave controllers work and the main controller is silent.

[0072] The whole discrete hydraulic combination valve aircraft front wheel turning control valve group can have better stability and control accuracy, better dynamic performance, avoid turning failure caused by only using one main controller, and have high safety.

[0073] Optionally, the coils of the first discrete hydraulic valve 121 , the second discrete hydraulic valve 122 , the third discrete hydraulic valve 123 , and the fourth discrete hydraulic valve 124 are all of double-redundant structure.

[0074] For example, in order to avoid the failure of a certain coil of a discrete hydraulic valve causing the failure of the entire system function, in the embodiment disclosed in the present invention, a dual-redundancy structure is designed at each discrete hydraulic valve coil, the first discrete hydraulic valve 121, the second discrete hydraulic valve 122, the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are electrically controlled discrete hydraulic valves, and the coils of the first discrete hydraulic valve 121, the second discrete hydraulic valve 122, the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are all dual-redundancy structures, and the dual-redundancy structure includes a first coil and a second coil, the second coil is arranged outside the first coil and the diameter of the second coil is smaller than the diameter of the first coil (the diameter here refers to the diameter of the cable inside the first coil and the second coil).

[0075] For example, since the second coil of the discrete hydraulic valve is sleeved outside the first coil and the length of the second coil is greater than that of the first coil, it is necessary to reduce the diameter of the external second coil to make the magnetic fields generated by the inner and outer coils the same. The discrete hydraulic valve controls the connection or disconnection of the first interface and the second interface through the magnetically controlled movement of the component located at the center of the first coil and the second coil.

[0076] To sum up, the present invention belongs to the field of aircraft control technology, specifically a discrete hydraulic combination valve type aircraft front wheel turning control valve group, the discrete hydraulic valve assembly can control the first / third interface to be connected / disconnected with the second and fourth interfaces respectively; the first interface is connected to the oil inlet, the second interface is connected to the left chamber of the wheel turning actuator, the third interface is respectively connected to the third interface and the return oil port of the one-way valve assembly, and the fourth interface is connected to the right chamber of the wheel turning actuator; the one-way valve assembly includes a first interface, a second interface and a third interface; the first interface is connected to the compensator and the left chamber at both ends; the second interface is connected to the compensator and the right chamber at both ends; the third interface is connected to the compensator, as well as the third interface and the return oil port of the discrete hydraulic valve assembly at both ends.

[0077] The discrete hydraulic valve assembly can replace bulky and low-reliability components such as pilot solenoid valves, mode conversion valves and electro-hydraulic servo valves, thereby simplifying the structure, reducing the system weight and improving the reliability of the entire system.

[0078] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0079] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0080] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A discrete hydraulic combination valve type aircraft front wheel turning control valve group, used to control the action of a wheel turning actuator, the wheel turning actuator comprises a left chamber and a right chamber, characterized in that: The discrete hydraulic combination valve type aircraft front wheel turning control valve group comprises: a discrete hydraulic valve assembly, a one-way valve assembly, a compensator, an oil inlet and an oil return port; The discrete hydraulic valve assembly includes a first interface, a second interface, a third interface and a fourth interface, and the discrete hydraulic valve assembly can control the first interface to be connected or disconnected with the second interface and the fourth interface respectively, and control the third interface to be connected or disconnected with the second interface and the fourth interface respectively; The first interface of the discrete hydraulic valve assembly is communicated with the oil inlet through a pipeline, the second interface of the discrete hydraulic valve assembly is communicated with the left chamber of the wheel turning actuator through a pipeline, the third interface of the discrete hydraulic valve assembly is communicated with the third interface of the one-way valve assembly and the oil return port in parallel through pipelines, and the fourth interface of the discrete hydraulic valve assembly is communicated with the right chamber of the wheel turning actuator through a pipeline; The one-way valve assembly includes a first interface, a second interface and a third interface; one end of the first interface is connected to the compensator through a pipeline, and the other end is connected to the left chamber of the wheel turning actuator through a pipeline; one end of the second interface is connected to the compensator through a pipeline, and the other end is connected to the right chamber of the wheel turning actuator through a pipeline; one end of the third interface is connected to the compensator through a pipeline, and the other end is connected to the third interface of the discrete hydraulic valve assembly and the return oil port through pipelines respectively.

2. The discrete hydraulic combination valve type aircraft front wheel turning control valve group according to claim 1, characterized in that: The discrete hydraulic valve assembly comprises: a first discrete hydraulic valve, a second discrete hydraulic valve, a third discrete hydraulic valve and a fourth discrete hydraulic valve, wherein the first discrete hydraulic valve, the second discrete hydraulic valve, the third discrete hydraulic valve and the fourth discrete hydraulic valve respectively comprise a first interface and a second interface, and the discrete hydraulic valve assembly can control the first interface and the second interface of each discrete hydraulic valve to be connected or disconnected; The first interface of the first discrete hydraulic valve and the first interface of the second discrete hydraulic valve are the first interface of the discrete hydraulic valve assembly, the second interface of the first discrete hydraulic valve is communicated with the first interface of the third discrete hydraulic valve, the second interface of the first discrete hydraulic valve or the first interface of the third discrete hydraulic valve is the second interface of the discrete hydraulic valve assembly, the second interface of the second discrete hydraulic valve is communicated with the first interface of the fourth discrete hydraulic valve, the second interface of the second discrete hydraulic valve or the first interface of the fourth discrete hydraulic valve is the fourth interface of the discrete hydraulic valve assembly, the second interface of the third discrete hydraulic valve and the second interface of the fourth discrete hydraulic valve are the third interface of the discrete hydraulic valve assembly.

3. The discrete hydraulic combination valve type aircraft front wheel turning control valve group according to claim 2, characterized in that: The first discrete hydraulic valve and the second discrete hydraulic valve are one or more normally closed valves connected in parallel; The third discrete hydraulic valve and the fourth discrete hydraulic valve are one or more normally open valves connected in parallel.

4. The discrete hydraulic combination valve type aircraft front wheel turning control valve group according to claim 1, characterized in that: The one-way valve assembly includes: a first one-way valve, a second one-way valve and a third one-way valve, the first one-way valve is located on a pipeline connecting the first interface of the one-way valve assembly with the compensator, and oil flows from the compensator to the first interface of the one-way valve assembly; the second one-way valve is located on a pipeline connecting the second interface of the one-way valve assembly with the compensator, and oil flows from the compensator to the second interface of the one-way valve assembly; the third one-way valve is located on a pipeline connecting the third interface of the one-way valve assembly with the compensator, and oil flows from the third interface of the one-way valve assembly to the compensator.

5. The discrete hydraulic combination valve type aircraft front wheel turning control valve group according to claim 4, characterized in that: The discrete hydraulic combination valve type aircraft front wheel turning control valve group further includes: an oil return damping hole; The oil return damping hole is connected in parallel with the third one-way valve through a pipeline, and the oil return damping hole is located on the pipeline connecting the third interface of the one-way valve assembly and the compensator.

6. The discrete hydraulic combination valve type aircraft front wheel turning control valve group according to claim 1, characterized in that: The discrete hydraulic combination valve type aircraft nose wheel turning control valve group further includes: an oil return control valve; The input end of the oil return control valve is connected in parallel with the third interface of the discrete hydraulic valve assembly and the third interface of the one-way valve assembly through pipelines, and the output end of the oil return control valve is connected with the oil return port through a pipeline.

7. The discrete hydraulic combination valve type aircraft front wheel turning control valve group according to claim 1, characterized in that: The discrete hydraulic combination valve type aircraft nose wheel turning control valve group further comprises: at least two main controllers, the at least two main controllers being connected in parallel; One of the at least two main controllers is used to send an instruction to the wheel turning actuator to input oil into the left chamber and output oil from the right chamber, or to input oil into the right chamber and output oil from the left chamber.

8. The discrete hydraulic combination valve type aircraft front wheel turning control valve group according to claim 2, characterized in that: The first discrete hydraulic valve, the second discrete hydraulic valve, the third discrete hydraulic valve and the fourth discrete hydraulic valve are electrically controlled discrete hydraulic valves, and the coils of the first discrete hydraulic valve, the second discrete hydraulic valve, the third discrete hydraulic valve and the fourth discrete hydraulic valve are all double-redundant structures, and the double-redundant structure includes a first coil and a second coil, and the second coil is arranged outside the first coil and the diameter of the second coil is smaller than the diameter of the first coil.

9. The discrete hydraulic combination valve type aircraft front wheel turning control valve group according to claim 1, characterized in that: The discrete hydraulic combination valve type aircraft nose wheel turning control valve group further includes: an oil filter; The first interface of the oil filter is communicated with the oil inlet through a pipeline, and the second interface of the oil filter is communicated with the first interface of the discrete hydraulic valve assembly through a pipeline.

10. The discrete hydraulic combination valve type aircraft front wheel turning control valve group according to claim 1, characterized in that: The discrete hydraulic combination valve type aircraft nose wheel turning control valve group also includes: a first safety valve and a second safety valve; The first safety valve and the second safety valve are connected in parallel; The input end of the first safety valve is communicated with the second interface of the discrete hydraulic valve assembly through a pipeline, and the output end of the first safety valve is communicated with the fourth interface of the discrete hydraulic valve assembly through a pipeline; The input end of the second safety valve is communicated with the fourth interface of the discrete hydraulic valve assembly through a pipeline, and the output end of the second safety valve is communicated with the second interface of the discrete hydraulic valve assembly through a pipeline.

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