Hydraulic differential valve for controlling correction and turning of airplane

Abstract

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

Description

TECHNICAL FIELD

[0001] The utility model relates to hydraulic differential valve technical field, especially relates to a kind of hydraulic differential valve of control airplane deviation and turning. BACKGROUND

[0002] During the process of taking off and landing, the airplane may deviate from the direction due to the influence of wind direction and runway, and if not timely rectified, the airplane may run off the runway, causing damage to the airplane and casualties.In addition, in order to realize the turning of the airplane during taxiing, the left and right wheels need to taxi at different speeds. To realize rectification and turning, different degrees of pressure need to be applied between the brake discs of the left and right wheels, i.e. differential braking. There are various forms of airplane brakes, such as air pressure brakes, hydraulic brakes and electric transmission brakes. Many models use hydraulic brakes. The existing hydraulic differential valve for airplane brakes has a complex structure, complicated operation and low working efficiency. UTILITY MODEL CONTENTS

[0003] To solve the problems mentioned in the background, the utility model provides a kind of hydraulic differential valve of control airplane deviation and turning.

[0004] The utility model discloses the following technical scheme: a kind of hydraulic differential valve of control airplane deviation and turning, including shell, shell has left and right two identical hydraulic cavities, two hydraulic cavities share a pressure input port and an oil return port, pressure input port is equipped with oil inlet pipe nozzle, oil return port is equipped with oil return pipe nozzle, oil return pipe nozzle is connected hydraulic oil tank, left and right pressure output port is respectively equipped with left output pipe nozzle and right output pipe nozzle, two hydraulic cavities on shell are equipped with same sleeve, piston is equipped in sleeve, piston can slide in sleeve, the bottom of piston is equipped with reset spring, the both ends of reset spring are respectively with piston and shell hydraulic cavity lower end surface abut, sleeve is installed in shell using screw sleeve, top rod is equipped in screw sleeve, top rod can slide in screw sleeve, the lower end of top rod is in abut with piston, and the upper end extends out screw sleeve, rocker arm and operating arm are hinged on shell by pivot, operating arm is located above rocker arm, the both ends of rocker arm are equipped with protrusion corresponding with the position of top rod, operating lever is hinged with operating arm by hinge shaft, and operating arm is equipped with adjusting screw corresponding with the both ends of rocker arm.

[0005] Further, the side wall of the sleeve is provided with three annular grooves, a radial oil passage is provided in the middle of the annular groove, the radial oil passage is sequentially a pressure input hole, a pressure output hole and an oil return hole from bottom to top, the pressure input hole, the pressure output hole and the oil return hole are in communication with the pressure input port, the pressure output port and the oil return port of the hydraulic cavity of the shell respectively, three sealing rings are provided between the sleeve and the hydraulic cavity, and the sealing rings are arranged at intervals with the annular grooves.

[0006] Further, the adjusting screw is installed on the operating arm by lock nut.

[0007] Further, the screw sleeve is mounted on the shell through threads, and a sealing ring is arranged between the screw sleeve and the top rod, and a sealing ring is arranged between the screw sleeve and the shell.

[0008] Further, sealing rings are arranged between the oil inlet nozzle, the oil return nozzle, the left output nozzle and the right output nozzle and the shell.

[0009] Beneficial effects: compared with the prior art, the hydraulic differential valve for controlling the deviation correction and turning of the aircraft has the following beneficial effects: two hydraulic cavities are arranged in the shell, the two hydraulic cavities share one pressure input port and one oil return port, the pressures of the two hydraulic cavities are respectively output to left and right wheel brake devices through left and right pressure output ports, two sets of same sleeves, pistons and top rods are arranged in the hydraulic cavities, a rocker arm and a control force arm are hinged on the shell, the rocker arm is corresponding to the top rod at two ends, a control rod is hinged on the control force arm, the control force arm is rotated by pushing and pulling the control rod, the adjusting screw on the control force arm abuts against one end of the rocker arm, the rocker arm is rotated and pressed downward on the top rod, the top rod is pressed downward on the piston to control the hydraulic oil flow in the sleeve, differential braking is realized, the aircraft wheel deviation can be corrected during braking, and the structure is simple, the operation is convenient, and the braking efficiency is high. BRIEF DESCRIPTION OF DRAWINGS

[0010] Figure 1 It is a structural schematic view of the utility model;

[0011] In the figure: 1-shell, 2-oil inlet nozzle, 3-oil return nozzle, 4-left output nozzle, 5-right output nozzle, 6-sleeve, 7-piston, 8-return spring, 9-screw sleeve, 10-top rod, 11-rocker arm, 12-control force arm, 13-rotation shaft, 14-control rod, 15-hinge shaft, 16-adjusting screw, 17-lock nut. DETAILED DESCRIPTION

[0012] As Figure 1As shown, a hydraulic differential valve for controlling aircraft deviation correction and turning includes a housing 1. The housing 1 has two identical left and right hydraulic chambers. The two hydraulic chambers share a pressure input port and an oil return port. An oil inlet nozzle 2 is provided at the pressure input port to provide hydraulic oil to the differential valve. A return oil nozzle 3 is provided at the return oil port. The return oil nozzle 3 is connected to the hydraulic oil tank. A left output nozzle 4 and a right output nozzle 5 are provided at the left and right pressure output ports respectively. The left output nozzle 4 and the right output nozzle 5 are respectively connected to the left and right wheel brake devices to control the brakes. The two hydraulic chambers on the housing 1 are equipped with identical sleeves 6. A piston 7 is provided in the sleeve 6. The piston 7 can slide in the sleeve 6 to adjust the flow rate of the hydraulic oil. A return spring 8 is provided at the bottom of the piston 7. The two ends of the return spring 8 are respectively abutted against the piston 7 and the lower end surface of the hydraulic chamber of the housing 1 to reset the piston 7. , use the screw sleeve 9 to install the sleeve 6 in the housing 1, and a push rod 10 is provided in the screw sleeve 9. The push rod 10 can slide in the screw sleeve 9. The lower end of the push rod 10 abuts against the piston 7, and the upper end extends out of the screw sleeve 9. The rocker arm 11 and the operating arm 12 are hinged on the housing 1 through the rotating shaft 13. The operating arm 12 is located above the rocker arm 11. Both ends of the rocker arm 11 are provided with protrusions corresponding to the position of the push rod 10. The operating lever 14 is hinged to the operating arm 12 through the hinge shaft 15. The operating arm 12 is provided with adjusting screws 16 corresponding to the two ends of the rocker arm 11. Pushing and pulling the operating lever 14 causes the operating arm 12 to drive the adjusting screw 16 to rotate. The adjusting screw 16 presses down the rocker arm 11, and the rocker arm 11 rotates to press down the push rod 10. The push rod 10 presses down the piston 7. The position of the piston 7 in the sleeve 6 is adjusted to adjust the flow of hydraulic oil and control the braking force.

[0013] The side wall of the sleeve 6 is provided with three annular grooves, and a radial oil hole is provided in the middle of the annular groove. The radial oil holes are pressure input hole, pressure output hole and oil return hole from bottom to top. The pressure input hole, pressure output hole and oil return hole are respectively connected with the pressure input port, pressure output port and oil return port of the hydraulic chamber of the housing 1. Three sealing rings are provided between the sleeve 6 and the hydraulic chamber. The sealing rings are spaced apart from the annular grooves. The sealing rings can isolate the pressure input port, pressure output port and oil return port of the hydraulic chamber of the housing 1; the adjusting screw 16 is installed on the operating arm 12 through the locking nut 17. The distance from the adjusting screw 16 to the rocker arm 11 is adjusted. When the stroke of the joystick 14 is determined, the adjusting screw 16 is lowered, the downward stroke of the push rod 10 and the piston 7 is increased, and the output pressure when the joystick 14 has the same stroke is increased; the screw sleeve 9 is mounted on the housing 1 through a thread, and a sealing ring is provided between the screw sleeve 9 and the push rod 10, and a sealing ring is provided between the screw sleeve 9 and the housing 1 to prevent the oil in the housing 1 from leaking from the screw sleeve 9; sealing rings are provided between the oil inlet nozzle 2, the oil return nozzle 3, the left output nozzle 4 and the right output nozzle 5 and the housing 1 to prevent the hydraulic oil in the housing 1 from leaking.

[0014] The specific implementation process is as follows:

[0015] When the brake is normal, the operating lever 14 is in the neutral position, the system brake hydraulic pressure is input into the pressure input port of the housing 1 through the oil inlet pipe nozzle 2, and is output to the wheel brake device through the pressure input hole of the sleeve 6, the left and right pressure output holes of the housing 1, the left output pipe nozzle 4 and the right output pipe nozzle 5, the left and right pistons 7 are in the balanced state under the action of the reset spring 8, the oil area of the pressure input hole of the left and right sleeves 6 is equal, and the pressure output to the wheel brake device of the left output pipe nozzle 4 and the right output pipe nozzle 5 is the same as the system pressure.

[0016] When the brake is differential, the operating lever 14 is pushed to swing a certain angle, the operating force arm 12 rotates to the right, the right adjusting screw 16 drives the rocker arm 11 to rotate clockwise, the right piston 7 moves downward, and the left piston 7 moves upward; the oil area of the pressure input hole of the right sleeve 6 increases, the pressure output to the wheel brake device of the right output pipe nozzle 5 is unchanged, the oil area of the pressure input hole of the left sleeve 6 decreases, and the pressure output to the wheel brake device of the left output pipe nozzle 4 decreases, so that the differential brake is realized. When the operating lever 14 is pushed to swing the maximum angle, the left piston 7 moves upward to block the pressure input hole of the left sleeve 6, the left output pipe nozzle 4 is communicated with the oil return hole of the left sleeve 6, the internal pressure of the wheel brake device flows back to the oil tank through the left output pipe nozzle 4, the left pressure output hole of the housing 1, the pressure output hole of the left sleeve 6, the oil return hole of the left sleeve 6 and the oil return port of the housing 1, and the brake pressure decreases to zero; the pressure output to the wheel brake device of the right output pipe nozzle 5 is unchanged, so that the maximum differential brake is realized. The pressure difference between the right output pipe nozzle 5 and the left output pipe nozzle 4 increases with the increase of the operating force.

[0017] When the brake is reverse differential, the operating lever 14 is pulled to swing a certain angle, the oil area of the pressure input hole of the left sleeve 6 increases, the pressure output to the wheel brake device of the left output pipe nozzle 4 is unchanged, the oil area of the pressure input hole of the right sleeve 6 decreases, and the pressure output to the wheel brake device of the right output pipe nozzle 5 decreases, so that the differential brake is realized. When the operating lever 14 is pulled to swing the maximum angle, the right piston 7 moves upward to block the pressure input hole of the right sleeve 6, the right output pipe nozzle 5 is communicated with the oil return hole of the right sleeve 6, the internal pressure of the wheel brake device flows back to the oil tank through the right output pipe nozzle 5, the right pressure output hole of the housing 1, the pressure output hole of the right sleeve 6, the oil return hole of the right sleeve 6 and the oil return port of the housing 1, and the brake pressure decreases to zero; the pressure output to the wheel brake device of the left output pipe nozzle 4 is unchanged, so that the maximum differential brake is realized. The pressure difference between the left output pipe nozzle 4 and the right output pipe nozzle 5 increases with the increase of the operating force.

[0018] The above is only the preferred specific implementation manner of the present application, but the protection scope of the present application is not limited to this, any skilled person in the art can make equivalent replacement or change according to the technical scheme and the application concept of the present application within the technical range disclosed by the present application, which should be covered in the protection scope of the present application.

Claims

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

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

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

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

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

Images