A discrete hydraulic combined valve type aircraft nose wheel steering control valve group

Abstract

The present invention belongs to the technical field of aircraft flight control, and specifically relates to a discrete hydraulic combined valve type aircraft nose wheel steering control valve group. The discrete hydraulic valve assembly can control the first / third interfaces to communicate with / disconnect from the second and fourth interfaces respectively; the first interface communicates with the oil inlet, the second interface communicates with the left chamber of the wheel steering actuator, the third interface communicates with the third interface of the check valve assembly and the oil return port respectively, and the fourth interface communicates with the right chamber of the wheel steering actuator; the check valve assembly includes a first interface, a second interface and a third interface; both ends of the first interface communicate with the compensator and the left chamber; both ends of the second interface communicate with the compensator and the right chamber; both ends of the third interface communicate with the compensator, as well as the third interface of the discrete hydraulic valve assembly and the oil return port. It can replace components such as pilot solenoid valves, mode conversion valves and electro-hydraulic servo valves, which are bulky and have low reliability, with a discrete hydraulic valve assembly, simplify the structure, reduce the weight and improve the reliability of the system.

Description

Technical Field

[0001] The present invention discloses a technology related to the control technology of aircraft, and specifically, relates to a discrete hydraulic combined valve type aircraft nose wheel steering control valve group. Background Art

[0002] The aircraft hydraulic nose wheel steering module mainly belongs to the aerospace industry, especially in the design and manufacturing fields of civil and military aircraft.

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

[0004] This module realizes the rotation of the nose wheel through the hydraulic system, thereby improving the flexibility and maneuverability of the aircraft on the ground.

[0005] Currently, the landing gear system on aircraft mainly uses hydraulic drive, and the nose wheel steering system usually also adopts a hydraulic technical route, taking advantage of the high power-to-weight ratio, high precision, and response speed of the hydraulic system to achieve precise steering control of the nose wheel.

[0006] In the prior art, the nose wheel steering control system of the aircraft controls the change of the spool position of the mode conversion valve through a pilot solenoid valve. When the spool of the mode conversion valve is in the damping and anti-hunting state, two damping valves are used to control the damping and anti-hunting of the actuator; when the spool of the two-position eight-way solenoid valve is in the working position (i.e., when the nose wheel performs a turning action), the change of the spool position of the three-position four-way electro-hydraulic servo valve is used to control the oil inlet of the left chamber and the oil outlet of the right chamber of the wheel turning actuator, or the oil inlet of the right chamber and the oil outlet of the left chamber.

[0007] However, the electro-hydraulic servo valve adopted in the above technical solution has relatively low reliability, and the pilot solenoid valve is prone to blockage, resulting in valve failure, thus making the nose wheel steering uncontrollable. In addition, the overall system of the above technical solution is relatively complex, requires more components, and has a relatively large volume and weight.

[0008] Therefore, it is urgent for those skilled in the art to find a new technical solution to solve the above problems. Summary of the Invention

[0009] To overcome the problems existing in the related art, the present invention discloses a discrete hydraulic combined valve type aircraft nose wheel steering control valve group for controlling the action of the wheel turning actuator. The wheel turning actuator includes a left chamber and a right chamber. The discrete hydraulic combined valve type aircraft nose wheel steering control valve group includes: a discrete hydraulic valve assembly, a check valve assembly, a compensator, an oil inlet, and an oil return port;

[0010] The discrete hydraulic valve assembly includes a first interface, a second interface, a third interface, and a fourth interface. The discrete hydraulic valve assembly can control the connection or disconnection of the first interface with the second interface and the fourth interface respectively, and control the connection or disconnection of the third interface with the second interface and the fourth interface respectively;

[0011] The first interface of the discrete hydraulic valve assembly is connected to the oil inlet through a pipeline. The second interface of the discrete hydraulic valve assembly is connected to the left chamber of the wheel steering actuator through a pipeline. The third interface of the discrete hydraulic valve assembly is connected in parallel to the third interface of the one-way valve assembly and the oil return port through pipelines respectively. The fourth interface of the discrete hydraulic valve assembly is connected to the right chamber of the wheel steering actuator through a pipeline;

[0012] 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 steering 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 steering 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 oil return port through pipelines respectively.

[0013] 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. The first discrete hydraulic valve, the second discrete hydraulic valve, the third discrete hydraulic valve, and the fourth discrete hydraulic valve each include a first interface and a second interface. The discrete hydraulic valve assembly can control the connection or disconnection of the first interface and the second interface of each discrete hydraulic valve;

[0014] 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 connected to 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 connected to 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.

[0015] Optionally, the first discrete hydraulic valve and the second discrete hydraulic valve are one or more normally closed valves connected in parallel;

[0016] The third discrete hydraulic valve and the fourth discrete hydraulic valve are one or more normally open valves connected in parallel.

[0017] Optionally, 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 the pipeline connecting the first interface of the one-way valve assembly to the compensator, and the hydraulic oil flows from the compensator to the first interface of the one-way valve assembly; the second one-way valve is located on the pipeline connecting the second interface of the one-way valve assembly to the compensator, and the hydraulic oil flows from the compensator to the second interface of the one-way valve assembly; the third one-way valve is located on the pipeline connecting the third interface of the one-way valve assembly to the compensator, and the hydraulic oil flows from the third interface of the one-way valve assembly to the compensator.

[0018] Optionally, the discrete hydraulic combined valve type aircraft nose wheel steering control valve group further includes: an oil return damping hole;

[0019] 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 to the compensator.

[0020] Optionally, the discrete hydraulic combined valve type aircraft nose wheel steering control valve group further includes: an oil return control valve;

[0021] The input end of the oil return control valve is respectively connected in parallel and communicated 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 communicated with the oil return port through a pipeline.

[0022] Optionally, the discrete hydraulic combined valve type aircraft nose wheel steering control valve group further includes: at least two main controllers, and the at least two main controllers are connected in parallel;

[0023] One of the at least two main controllers is used to send an instruction for oil to enter the left chamber and oil to flow out of the right chamber or an instruction for oil to enter the right chamber and oil to flow out of the left chamber to the wheel steering actuator.

[0024] 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. 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 of a dual-redundancy structure. The dual-redundancy structure includes a first coil and a second coil. The second coil is sleeved outside the first coil and the diameter of the second coil is smaller than the diameter of the first coil.

[0025] Optionally, the discrete hydraulic combined valve type aircraft nose wheel steering control valve group further includes: an oil filter;

[0026] 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.

[0027] Optionally, the discrete hydraulic combined valve type aircraft nose wheel steering control valve group further includes: a first safety valve and a second safety valve;

[0028] The first safety valve and the second safety valve are connected in parallel;

[0029] 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;

[0030] 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.

[0031] In summary, through the technical solutions in the disclosed embodiments of the present invention, the following beneficial effects can be achieved:

[0032] (1) By using a discrete hydraulic valve assembly to replace large-volume components such as pilot solenoid valves, mode conversion valves, and electro-hydraulic servo valves in the traditional aircraft nose wheel steering control system, the system structure can be simplified, the system weight can be reduced, and the safety of the entire aviation system can be improved;

[0033] (2) The discrete hydraulic valve also has the characteristics of high reliability. By replacing the electro-hydraulic servo valve with low reliability, the reliability of the entire system can be improved;

[0034] (3) By connecting an oil return damping valve at the rear end of the compensator, it is used to supply oil to the compensator or provide a certain damping when returning oil through the damping hole, increasing the stability of nose wheel steering;

[0035] (4) By using an oil return control valve to ensure that the oil pressure flowing out of the wheel steering actuator is higher than the oil pressure at the oil return port, the phenomenon of air suction in the wheel steering actuator can be avoided.

[0036] Other features and advantages of the present invention will be described in detail in the subsequent specific implementation part. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The drawings are used to provide a further understanding of the present disclosure, and constitute a part of the specification. They are used together with the following specific implementation to explain the present disclosure, but do not constitute a limitation to the present disclosure.

[0038] In the drawings:

[0039] Figure 1It is a schematic structural diagram of a discrete hydraulic combined valve type aircraft nose wheel steering control valve group shown according to an exemplary embodiment;

[0040] Figure 2 It is according to Figure 1 A schematic diagram of the state of the discrete hydraulic valve and the oil circuit connection relationship in a damping and yaw damping state shown;

[0041] Figure 3 It is according to Figure 1 A schematic diagram of the state of the discrete hydraulic valve and the oil circuit connection relationship when the wheel is subjected to an external force to the left shown;

[0042] Figure 4 It is according to Figure 1 A schematic diagram of the state of the discrete hydraulic valve and the oil circuit connection relationship when the wheel is subjected to an external force to the right shown;

[0043] Figure 5 It is according to Figure 1 A schematic diagram of the state of the discrete hydraulic valve and the oil circuit connection relationship when the wheel steering actuator executes a control instruction shown;

[0044] Figure 6 It is according to Figure 1 Another schematic diagram of the state of the discrete hydraulic valve and the oil circuit connection relationship when the wheel steering actuator executes a control instruction shown. Detailed implementation manners

[0045] The following will describe in detail the specific implementation manners disclosed in the present invention with reference to the accompanying drawings.

[0046] It should be understood that the specific implementation manners described herein are only for explaining and interpreting the present disclosure, and are not used to limit the present disclosure.

[0047] Figure 1 It is a schematic structural diagram of a discrete hydraulic combined valve type aircraft nose wheel steering control valve group shown according to an exemplary embodiment. As Figure 1 shown, the discrete hydraulic combined valve type aircraft nose wheel steering control valve group is used to control the action of the wheel steering actuator 110. The wheel steering actuator 110 includes a left chamber and a right chamber. The discrete hydraulic combined valve type aircraft nose wheel steering control valve group includes: a discrete hydraulic valve assembly 120, a check 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 label 1 in the discrete hydraulic valve assembly 120 in Figure 1 ), a second interface (such as Figure 1 the label 2 in the discrete hydraulic valve assembly 120 in Figure 1Label 4) in the discrete hydraulic valve assembly 120. The discrete hydraulic valve assembly 120 can control the first interface to communicate with or disconnect from the second interface and the fourth interface respectively, and control the third interface to communicate with or disconnect from 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 to the third interface of the check valve assembly 130 and the oil return port 160 through pipelines respectively, 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 check valve assembly 130 includes a first interface (such as Figure 1 Label 1) in the check valve assembly 130, a second interface (such as Figure 1 Label 2) in the check valve assembly 130, and a third interface (such as Figure 1 Label 3) in the check valve assembly 130; 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 oil return port 160 through pipelines respectively.

[0048] Exemplarily, in the disclosed embodiments of the present invention, by replacing the large-sized components such as the pilot solenoid valve, mode conversion valve, and electro-hydraulic servo valve in the traditional aircraft nose wheel turning control system with the discrete hydraulic valve assembly 120, the purpose of simplifying the system structure, reducing the system weight, and improving the safety of the entire aviation system can be achieved.

[0049] The discrete hydraulic valve assembly 120 controls the first interface to communicate with or disconnect from the second interface and the fourth interface respectively, and controls the third interface to communicate with or disconnect from the second interface and the fourth interface respectively by being energized or de-energized, so as to control the oil circuit connection or disconnection between the left and right chambers of the wheel turning actuator 110, between the oil inlet 150 and the left chamber of the wheel turning actuator 110, between the oil inlet 150 and the right chamber of the wheel turning actuator 110, between the left chamber of the wheel turning actuator 110 and the oil return port 160, and between the right chamber of the wheel turning actuator 110 and the oil return port 160; the compensator 140 is used to supply oil to the wheel turning actuator 110, or receive the oil delivered by the wheel turning actuator 110; the check valve assembly 130 is used to control the oil circuit connection for the compensator 140 to supply oil to the wheel turning actuator 110, and control the oil circuit connection for the wheel turning actuator 110 to deliver oil to the compensator 140.

[0050] The discrete hydraulic valve assembly forms a combined valve through several discrete hydraulic valves, and arranges the combined valve on the oil paths between the left chamber of the wheel steering actuator 110, the right chamber of the wheel steering actuator 110, the compensator 140, the oil inlet 150 and the oil return port 160, and is used to control the connection or disconnection of the above oil paths, so as to realize the circulation of the oil fluid in the system along the specified path (the circulation path of the oil fluid between the wheel steering actuator and the compensator is controlled by the one-way valve assembly 130 to make the oil fluid flow unidirectionally between the wheel steering actuator 110 and the compensator 140).

[0051] In addition, the discrete hydraulic valve also has the characteristics of high reliability. Instead of the electro-hydraulic servo valve with low reliability, it can improve the reliability of the whole system.

[0052] 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. The discrete hydraulic valve assembly 120 can control the connection or disconnection of the first interface and the second interface of each discrete hydraulic valve; the first interface of the first discrete hydraulic valve 121 and the first interface of the second discrete hydraulic valve 122 are the first interface of the discrete hydraulic valve assembly 120. The second interface of the first discrete 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.

[0053] 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 connected to the oil inlet 150.

[0054] The second interface of the third discrete hydraulic valve 123 is respectively connected in parallel to the third interface of the one-way valve assembly 130 and the oil return port 160 through pipelines; the second interface of the fourth discrete hydraulic valve 124 is respectively connected in parallel to the third interface of the one-way valve assembly 130 and the oil return port 160 through pipelines.

[0055] 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.

[0056] In the damping and yaw 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 steering actuator 110 (as Figure 2 shown).

[0057] 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. The oil flowing out of the oil inlet 150 cannot pass through the pipelines 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 steering actuator 110 is connected.

[0058] In addition, the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 act as damping orifices on 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 pressure effects during aircraft taxiing or landing. Through the connection of the two damping orifices, the pressure difference between the two chambers can be balanced, preventing wheel deflection or oscillation caused by uneven pressure. This balancing effect helps to maintain the stability of the aircraft during taxiing.

[0059] 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 the pipeline where the first interface of the one-way valve assembly 130 is connected to 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 the pipeline where the second interface of the one-way valve assembly 130 is connected to 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 the pipeline where the third interface of the one-way valve assembly 130 is connected to the compensator 140 and the oil flows from the third interface of the one-way valve assembly 130 to the compensator 140.

[0060] Exemplarily, 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 steering 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 steering 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 steering actuator 110 to deliver oil to the compensator 140.

[0061] In addition, it can be understood that, Figures 2 to 6Schematic diagrams of the states of discrete hydraulic valves and the oil circuit connection relationships within the aircraft nose wheel steering control valve group in different states. To more clearly show the connection and disconnection of the oil circuits in different states, in Figures 2 to 6 only the oil circuits with connection relationships 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).

[0062] As Figures 1 - 6 shown, the discrete hydraulic combined valve type aircraft nose wheel steering control valve group further includes: an oil return damping orifice 180; the oil return damping orifice 180 is connected in parallel with the third check valve 133 through a pipeline, and the oil return damping orifice 180 is located on the pipeline connecting the third interface of the check valve assembly 130 and the compensator 140.

[0063] Exemplarily, the oil return damping valve in the disclosed embodiment of the present invention includes a check valve and a damping orifice, namely the third check valve 133 and the oil return damping orifice 180. The oil return damping valve is connected to the rear end of the compensator 140, and is used to supply oil to the compensator 140 or return oil through the damping orifice, providing a certain damping to increase the stability of nose wheel steering.

[0064] As Figures 1 - 6 shown, the discrete hydraulic combined valve type aircraft nose wheel steering control valve group further includes: an oil return control valve 170; the input ends of the oil return control valve 170 are respectively connected in parallel and communicated with the third interface of the discrete hydraulic valve assembly 120 and the third interface of the check valve assembly 130 through pipelines, and the output end of the oil return control valve 170 is communicated with the oil return port 160 through a pipeline.

[0065] Preferably, Figures 1 - 6 the oil return control valve 170 in

[0066] is a low-pressure overflow valve, which can ensure that the oil pressure flowing out of the wheel steering actuator 110 is higher than the oil pressure at the oil return port 160, and can avoid the phenomenon of air suction in the wheel steering actuator 110.

[0067] It can be understood that the oil flows out from the oil inlet 150, and after passing through the oil circuit where the oil filter 190 is located, it flows into each connected oil circuit.

[0068] The discrete hydraulic combined valve type aircraft nose wheel steering control valve group further includes: a first safety valve 210 and a second safety valve 220; the input end of the first safety valve 210 is communicated with the second interface of the discrete hydraulic valve assembly 120 through a pipeline, and the output end of the first safety valve 210 is communicated with the fourth interface of the discrete hydraulic valve assembly 120 through a pipeline; the input end of the second safety valve 220 is communicated with the fourth interface of the discrete hydraulic valve assembly 120 through a pipeline, and the output end of the second safety valve 220 is communicated with the second interface of the discrete hydraulic valve assembly 120 through a pipeline.

[0069] Exemplarily, the input end of the first safety valve 210 is communicated with the second interface of the discrete hydraulic valve assembly, and the output end is communicated with the fourth interface of the discrete hydraulic valve assembly. When the left chamber of the wheel steering actuator is supplied with oil and the right chamber discharges oil, the oil flows out from the oil inlet 150, and successively flows through the first interface and the second interface of the discrete hydraulic valve assembly 120 and into the left chamber of the wheel steering actuator.

[0070] At this time, if the oil pressure in the left chamber is relatively 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 from the oil inlet 150, after passing 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 successively passes through the pipelines where the fourth interface and the third interface of the discrete hydraulic valve assembly are located and flows into the oil return port 160 (that is, the oil flows through the pipelines 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 steering actuator is supplied with oil and the left chamber discharges oil, the oil flows out from the oil inlet 150, and successively flows through the first interface and the fourth interface of the discrete hydraulic valve assembly 120 and into the right chamber of the wheel steering actuator 110.

[0071] At this time, if the oil pressure in the right chamber is relatively 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 from the oil inlet 150, after passing through the first interface and the fourth interface of the discrete hydraulic valve assembly 120, passes through the pipeline where the second safety valve 220 is located, and then successively passes through the pipelines where the second interface and the third interface of the discrete hydraulic valve assembly 120 are located and flows into the oil return 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 oil return port 160).

[0072] Figure 2 is based on Figure 1 shows a schematic diagram of the state of the discrete hydraulic valve and the oil circuit connection relationship under a damping and anti-shimmy state, as Figure 2As shown, in the damping and yaw damping 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. The oil flowing out of the oil inlet 150 cannot pass through the pipelines 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 steering actuator 110 is connected.

[0073] Figure 3 is according to Figure 1 FIG. shows a schematic diagram of the state of the discrete hydraulic valve and the oil circuit connection relationship when the wheel is subjected to an external force to the left. As Figure 3 shown, when the wheel is subjected to an external force to the left, the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are used to control the connection of the oil circuit between the left chamber and the right chamber of the wheel steering actuator 110. The oil flows out of the left chamber of the wheel steering actuator 110 and returns to the right chamber of the wheel steering actuator 110 after passing through the oil circuits where the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are located; the compensator 140 is used to replenish oil to the right chamber of the wheel steering actuator 110. The oil flows out of the compensator 140 and flows into the right chamber of the wheel steering actuator 110 after passing through the oil circuit where the second one-way valve 132 is located; the excess oil flows out of the left chamber of the wheel steering actuator 110 and flows into the compensator 140 after passing through the oil circuits where the third discrete hydraulic valve 123 and the third one-way valve 133 are located, or flows into the oil return port 160 after passing through the oil circuit where the third discrete hydraulic valve 123 is located.

[0074] Exemplarily, when the wheel is subjected to an external force to the left, the oil in the left chamber of the wheel steering actuator 110 easily flows out under the action of the external force. When the oil flows back to the right chamber of the wheel steering actuator 110 through the fourth discrete hydraulic valve 124 (acting as a damping orifice), it is subjected to the resistance of the damping orifice, making the flow rate of the oil flowing back to the right chamber slower.

[0075] If the wheel steering actuator moves too fast due to an external load, a cavity is likely to form in the right chamber of the wheel steering actuator. At this time, it is necessary to replenish oil to the right chamber of the wheel steering actuator 110 through the compensator 140 (low-pressure accumulator).

[0076] The oil replenishment process is as follows: The oil flows out of the compensator 140, passes through the oil circuit where the second one-way valve 132 is located, and flows into the right chamber of the wheel steering actuator 110.

[0077] Meanwhile, the redundant oil in the system flows out from the left chamber of the wheel steering actuator 110, and flows into the oil return port 160 or supplies oil to the compensator 140 through the oil circuit where the third discrete hydraulic valve 123, the third one-way valve 133 and the oil return control valve 170 are located. (Among them, the oil flowing out from the left chamber of the wheel steering actuator 110 flows into the compensator 140 through the oil circuit where the third discrete hydraulic valve 123 and the third one-way valve 133 are located, and flows into the oil return port 160 through the oil circuit where the third discrete hydraulic valve 123 and the oil return control valve 170 are located).

[0078] Figure 4 is based on Figure 1 FIG. shows a schematic diagram of the state of the discrete hydraulic valve and the oil circuit connection relationship when an external force acts on the wheel to the right. As Figure 4 shown, when an external force acts on the wheel 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 steering actuator 110. The oil flows out from the right chamber of the wheel steering actuator 110, and after passing through the oil circuit where the fourth discrete hydraulic valve 124 and the third discrete hydraulic valve 123 are located, it flows back to the left chamber of the wheel steering actuator 110; the compensator 140 is used to supply oil to the left chamber of the wheel steering actuator 110. The oil flows out from the compensator 140 and flows into the left chamber of the wheel steering actuator 110 after passing through the oil circuit where the first one-way valve 131 is located; the redundant oil flows out from the right chamber of the wheel steering actuator 110, and after passing through the oil circuit where the fourth discrete hydraulic valve 124 and the third one-way valve 133 are located, it flows into the compensator 140, or flows into the oil return port 160 after passing through the oil circuit where the fourth discrete hydraulic valve 124 is located.

[0079] Exemplarily, when an external force acts on the wheel to the right, the oil in the right chamber of the wheel steering actuator 110 easily flows out under the action of the external force. When the oil flows back to the left chamber of the wheel steering actuator 110 through the third discrete hydraulic valve 123 (acting as a damping orifice), it is affected by the resistance of the damping orifice, resulting in a slower flow rate of the oil flowing back to the left chamber.

[0080] If the wheel steering actuator moves too fast due to an external load, a cavity is likely to form in the left chamber of the wheel steering actuator. At this time, it is necessary to supply oil to the left chamber of the wheel steering actuator 110 through the compensator 140 (low-pressure accumulator).

[0081] The oil replenishment process is as follows: The oil flows out of 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 steering actuator 110. At the same time, the excess oil in the system flows out of the right chamber of the wheel steering actuator 110, passes through the oil circuits where the fourth discrete hydraulic valve 124, the third one-way valve 133, and the oil return control valve 170 are located, and flows into the oil return port 160 or replenishes the compensator 140 (wherein, the oil flowing out of the right chamber of the wheel steering actuator 110 flows into the compensator 140 through the oil circuits where the fourth discrete hydraulic valve 124 and the third one-way valve 133 are located, and flows into the oil return port 160 through the oil circuits where the fourth discrete hydraulic valve 124 and the oil return control valve 170 are located).

[0082] Figure 5 is based on Figure 1 A schematic diagram showing the state of the discrete hydraulic valve and the oil circuit connection relationship when the wheel steering actuator executes the control instruction, as Figure 5 shown, when the wheel steering actuator 110 executes the instruction of oil inlet in the left chamber and oil outlet in the right chamber, the first discrete hydraulic valve 121 is used to control the oil circuit connection between the oil inlet port 150 and the left chamber of the wheel steering actuator 110. The oil flows out of the oil inlet port, and after passing through the oil circuit where the first discrete hydraulic valve 121 is located, it flows into the left chamber of the wheel steering actuator 110; the fourth discrete hydraulic valve 124 is used to control the oil circuit connection between the right chamber of the wheel steering actuator 110 and the oil return port 160. The oil flows out of the right chamber of the wheel steering actuator 110, and after passing through the oil circuits where the fourth discrete hydraulic valve 124 and the third one-way valve 133 are located, it flows into the compensator 140, or, after passing through the oil circuit where the fourth discrete hydraulic valve 124 is located, it 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 disconnection of the oil circuit between the left chamber and the right chamber of the wheel steering actuator 110.

[0083] Exemplarily, when the wheel steering actuator 110 operates, with oil inlet in the left chamber and oil outlet in the right chamber (the wheel steering actuator executes the instruction of oil inlet in the left chamber and oil outlet in 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 in the original state (the original states of the first discrete hydraulic valve 121 and the second discrete hydraulic valve 122 are normally closed states, and the original states of the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 are normally open states).

[0084] The oil fluid flows out from the oil inlet 150, and flows into the left chamber of the wheel steering actuator 110 through the oil path where the first discrete hydraulic valve 121 is located; when the oil pressure in the right chamber of the wheel steering actuator 110 is relatively low, the oil fluid flowing out from the right chamber compensates the oil for the compensator 140 through the oil path where the fourth discrete hydraulic valve 124 and the third one-way valve 133 are located, and when the oil pressure in the right chamber of the wheel steering actuator 110 is relatively high, the oil fluid flowing out from the right chamber flows to the oil return port 160 through the oil path where the fourth discrete hydraulic valve 124 and the oil return control valve 170 are located.

[0085] In addition, when the oil pressure in the compensator 140 is too high, the oil fluid can 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.

[0086] Figure 6 is based on Figure 1 Another schematic diagram showing the state of the discrete hydraulic valves and the oil path connection relationship when the wheel steering actuator executes the control instruction, as Figure 6 shown, when the wheel steering actuator 110 executes the instruction of oil inlet in the right chamber and oil outlet in the left chamber, the second discrete hydraulic valve 122 is used to control the oil path connection between the oil inlet 150 and the right chamber of the wheel steering actuator 110. The oil fluid flows out from the oil inlet 150, and after passing through the oil path where the second discrete hydraulic valve 122 is located, it flows into the right chamber of the wheel steering actuator 110; the third discrete hydraulic valve 123 is used to control the oil path connection between the left chamber of the wheel steering actuator 110 and the oil return port 160. The oil fluid flows out from the left chamber of the wheel steering actuator 110, and after passing through the oil path where the third discrete hydraulic valve 123 and the third one-way valve 133 are located, it flows into the compensator 140, or after passing through the oil path where the third discrete hydraulic valve 123 is located, it 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 disconnection of the oil path between the left chamber and the right chamber of the wheel steering actuator 110.

[0087] Exemplarily, when the wheel steering actuator 110 operates, with oil inlet in the right chamber and oil outlet in the left chamber (the wheel steering actuator executes the instruction of oil inlet in the right chamber and oil outlet in 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 in the original state (the original state of the first discrete hydraulic valve 121 and the second discrete hydraulic valve 122 is normally closed, and the original state of the third discrete hydraulic valve 123 and the fourth discrete hydraulic valve 124 is normally open).

[0088] The oil flows out from the oil inlet 150, and flows into the right chamber of the wheel steering actuator 110 through the oil circuit where the second discrete hydraulic valve 122 is located; when the oil pressure in the left chamber of the wheel steering actuator 110 is relatively low, the oil flowing out from the left chamber compensates the oil for 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 steering actuator 110 is relatively high, the oil flowing out from the left chamber flows to the oil return port 160 through the oil circuit where the third discrete hydraulic valve 123 and the oil return control valve 170 are located.

[0089] In addition, when the oil pressure in the compensator 140 is too high, the oil can flow into the oil return port 160 through the damping hole of the oil return damping valve and the oil circuit where the oil return control valve 170 is located.

[0090] Optionally, the discrete hydraulic combined valve type aircraft nose wheel steering control valve group further includes: at least two main controllers, and the at least two main controllers are connected in parallel; one of the at least two main controllers is used to send an instruction for the left chamber to intake oil and the right chamber to discharge oil or an instruction for the right chamber to intake oil and the left chamber to discharge oil to the wheel steering actuator 110.

[0091] Exemplarily, in the disclosed embodiment of the present invention, at least two main controllers are adopted to send instructions to the wheel steering actuator 110. The at least two main controllers are connected in parallel, one of which is a common main controller, and the other main controllers are all slave controllers, and the slave controllers have standby functions.

[0092] There can be at least one slave controller. When the main controller is working, the slave controllers are silent.

[0093] When the main controller fails, signals are sequentially sent to other main controllers (standby slave controllers), so that the other main controllers are sequentially started, that is, the slave controllers work and the main controller is silent.

[0094] It can make the stability and control accuracy of the entire discrete hydraulic combined valve type aircraft nose wheel steering control valve group better, with good dynamic performance, avoid the situation of turning failure caused by only adopting one main controller, and has high safety.

[0095] 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 dual-redundancy structure.

[0096] Exemplarily, in order to avoid the failure of the entire system function caused by the failure of a certain coil of the discrete hydraulic valve, in the disclosed embodiments of 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. 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 dual-redundancy structure. The dual-redundancy structure includes a first coil and a second coil. The second coil is sleeved outside the first coil and the diameter of the second coil is smaller than that of the first coil (here, the diameter refers to the diameter of the internal cables of the first coil and the second coil).

[0097] Exemplarily, since the second coil of the discrete hydraulic valve is sleeved outside the first coil, the length of the second coil is greater than that of the first coil. Therefore, 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 magnetic control movement of the component located at the center of the first coil and the second coil.

[0098] In summary, the present invention belongs to the technical field of aircraft control technology, and specifically relates to a discrete hydraulic combined valve type aircraft nose wheel steering control valve group. The discrete hydraulic valve assembly can control the connection or disconnection of the first / third interfaces 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 steering actuator, the third interface is connected to the third interface of the check valve assembly and the oil return port respectively, and the fourth interface is connected to the right chamber of the wheel steering actuator; the check valve assembly includes a first interface, a second interface, and a third interface; both ends of the first interface are connected to the compensator and the left chamber; both ends of the second interface are connected to the compensator and the right chamber; both ends of the third interface are connected to the compensator, as well as the third interface of the discrete hydraulic valve assembly and the oil return port.

[0099] It is possible to replace components such as pilot solenoid valves, mode conversion valves, and electro-hydraulic servo valves, which are large in volume and low in reliability, with a discrete hydraulic valve assembly, simplify the structure, reduce the system weight, and improve the reliability of the entire system.

[0100] The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0101] In addition, it should be noted that, in the various specific technical features described in the above specific embodiments, they can be combined in any suitable manner without conflict. In order to avoid unnecessary repetition, the present disclosure will not separately describe various possible combination methods.

[0102] In addition, any combination can be made among various different embodiments of the present disclosure, as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content 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 directly communicated with the left chamber of the wheel turning actuator only through a pipeline, the third interface of the discrete hydraulic valve assembly is respectively 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 directly communicated with the right chamber of the wheel turning actuator only through a pipeline; 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 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 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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