A hydraulic actuation system, clutch operating system, and aircraft

Abstract

The utility model relates to a kind of hydraulic actuating system, clutch operating system and aircraft, the hydraulic actuating system includes control component, hydraulic component and output mechanism, the control component includes power supply and transmission control unit, the hydraulic component includes motor, oil pump, oil tank, the motor, oil pump, oil tank are sequentially arranged and fixedly connected into a whole, the oil pump has oil suction port and oil outlet, the oil suction port is communicated with the oil tank, the oil outlet is fluidly connected to the output mechanism, the output mechanism has cylinder body and piston, the piston is used to be connected with the component to be operated.The utility model is fast, control accurate, avoids the problem that centrifugal clutch transmission efficiency is low, cannot be actively accurately controlled, and high integration, small volume, both applicable to aircraft, can also be used for the transmission of car.

Description

Technical Field

[0001] This utility model belongs to the field of hydraulic technology, specifically relating to a hydraulic actuation system, a clutch operating system, and an aircraft. Background Technology

[0002] For unmanned aerial vehicles (UAVs) with complex transmission systems that require clutches to separate the engine from the main rotor or landing gear, especially certain unmanned helicopters, reliable clutch engagement and disengagement are key technologies for ensuring autonomous takeoff, control, and safety. For example, in some UAVs using piston engines that require the propeller to separate from the engine under specific conditions, the clutch mechanism is crucial. Centrifugal clutches have become a mainstream choice due to their simple structure, reliability, light weight, and ability to automatically engage and disengage based on rotational speed.

[0003] Although centrifugal clutches have a simple structure and can automatically engage and disengage, they have disadvantages such as low power transmission efficiency and short clutch life due to the inability to actively control them. Utility Model Content

[0004] In order to overcome the problems of centrifugal clutches, the present invention proposes the following solution.

[0005] A hydraulic actuation system includes a control component, a hydraulic component, and an output mechanism. The control component includes a power supply and a transmission control unit. The hydraulic component includes a motor, an oil pump, and an oil tank. The motor, oil pump, and oil tank are arranged sequentially and fixedly connected as a whole. The oil pump has an oil inlet and an oil outlet. The oil inlet is connected to the oil tank, and the oil outlet is fluidly connected to the output mechanism. The output mechanism has a cylinder and a piston. The piston is used to connect to the component to be operated.

[0006] According to one aspect of the present invention, the oil pump is a rotary pump having an inner rotor and an outer rotor, as well as a pump cover and a pump body, wherein the inner rotor and the outer rotor are disposed within a cavity formed by the pump cover and the pump body.

[0007] According to one aspect of the present invention, the oil suction port is disposed on the pump body.

[0008] According to one aspect of the present invention, the motor, pump cover, pump body, and oil tank are connected as a whole by a connector.

[0009] According to one aspect of the present invention, the connector includes a plurality of connecting bolts and connecting nuts.

[0010] According to one aspect of the present invention, a control valve is provided, one end of which is connected to the oil tank and the other end is connected to the oil passage between the oil outlet and the output mechanism.

[0011] This utility model also proposes a clutch operating system, including a clutch and a release component. The clutch operating system also includes the hydraulic actuation system, and the release component is connected to the piston as the component to be operated.

[0012] According to one aspect of the present invention, the clutch is a normally closed clutch.

[0013] This utility model also proposes an aircraft, including a power source and at least one rotor, characterized in that the aircraft further includes the clutch operating system, which connects or disconnects the at least one rotor and the power source.

[0014] As can be seen from the above technical solutions, this utility model provides a hydraulic actuation system and a corresponding clutch operating system, which has a fast response speed and precise control, avoiding the problems of low transmission efficiency and inability to actively and accurately control centrifugal clutches. In addition, it has a high degree of integration and small size, and can be used in aircraft as well as in automobile transmissions such as AMT.

[0015] Other features and advantages of this utility model will be further described below in conjunction with the accompanying drawings. Attached Figure Description

[0016] Exemplary embodiments of the present invention are described with reference to the accompanying drawings, wherein: Figure 1 A schematic diagram of the hydraulic actuation system of this utility model is shown; Figure 2 A perspective view of the assembled hydraulic actuation system of this utility model is shown; Figure 3 An exploded view of the hydraulic actuation system of this invention is shown. Detailed Implementation

[0017] The specific embodiments of this utility model are described below with reference to the accompanying drawings.

[0018] It should be noted that many specific details are set forth in the following description to enable those skilled in the art to more fully understand and implement the present invention. However, it will be apparent to those skilled in the art that implementations of the present invention may not include some of these specific details. Furthermore, it should be understood that the present invention is not limited to the specific embodiments described. Rather, the present invention can be conceived to be implemented with any combination of the features and elements described below, regardless of whether they relate to different embodiments. Therefore, the following aspects, features, embodiments, and advantages are for illustrative purposes only and should not be construed as features or limitations of the claims unless expressly set forth in the claims.

[0019] Furthermore, for clarity, the descriptions of orientation used in the following description, such as "upper," "lower," "inner," "outer," "radial," and "axial," are not intended to limit the technical solution of the utility model unless explicitly stated otherwise. Additionally, terms such as "first" and "second" are used below to describe elements of this application; these terms are only used to distinguish individual elements and are not intended to limit the structure, shape, sequence, or order of these elements.

[0020] The hydraulic actuation system proposed in this invention includes a control component, a hydraulic component, and an output mechanism. As a specific implementation, the hydraulic actuation system can be applied to automobiles to actuate the clutch. As another feasible implementation, the hydraulic braking system can also be applied to aircraft, especially rotorcraft. The aircraft can be manned, such as a helicopter, or unmanned, such as a drone. A typical application scenario is during aircraft startup, when the engine speed increases from zero, requiring the engine output shaft to be disconnected from the rotor for a smooth start. A similar need exists when starting a car. Furthermore, during vehicle operation, if a multi-speed transmission is present, a clutch is needed to temporarily disconnect the engine power from the transmission output shaft during gear shifts to smoothly engage different gears. To achieve rapid response, this invention proposes the following specific structure.

[0021] See Figure 1 The diagram shows the schematic of the hydraulic actuation system of this invention. As a specific example, the control components include a transmission control unit and a 12V power supply. The transmission control unit can be a control unit already present in the aircraft or automobile, and the power supply can also be a power supply already present in the aircraft or automobile. Figure 1 As shown by the blue dashed line, there is an electrical connection between the 12V power supply and the transmission control unit, which in turn is electrically connected to the electric oil pump in the hydraulic components of the hydraulic actuation system, specifically to the electric motor of the electric oil pump.

[0022] The hydraulic assembly includes an electric oil pump, an oil tank, and connecting oil lines. As mentioned above, the electric oil pump includes an electric motor and an oil pump. The oil pump is mechanically connected to the electric motor and can operate under its drive. It is also fluidly connected to the oil tank and oil lines, pumping oil from the tank to the oil lines through its own operation. Although this invention primarily describes the oil in the oil lines as hydraulic fluid to drive other components, the oil in the oil lines can also be used as lubricating oil to provide lubrication to other parts. The electric oil pump also includes a drive module, which, for example, has a circuit board. The drive module receives signals from the transmission control unit to adjust the speed of the electric motor.

[0023] The output mechanism employs a hydraulic cylinder, comprising a cylinder body and a piston located within it. Hydraulic oil pumped by an oil pump is delivered to the hydraulic cylinder via an oil circuit, thereby driving the piston. The piston, as the final output element, is connected to external components, such as clutch actuators, via a piston rod, thus enabling control of the clutch or other actuators.

[0024] As a specific example, such as Figure 1 As shown, the piston rod is connected to the operating element of the clutch, which is a normally closed clutch, meaning that the friction plates of the clutch are tightly engaged when no operating force is applied, and the clutch itself operates as a single unit. For this purpose, the clutch is equipped with a return spring and a release member. In the first state, also known as the normal state, the friction plates are engaged under the action of the return spring. In the second state, by applying a force to the release member of the clutch to resist the force of the release spring, the friction plates are separated, and power is no longer transmitted. For this purpose, the hydraulic cylinder can be equipped with an oil port, through which oil is supplied to cause the piston to move the release member. Figure 1 The diagram shows a piston connected to a release member at one end, with the two extreme positions of the release member indicated by dashed lines. The distance between these two extreme positions is the piston stroke S. Any feasible connection method can be used between the piston and the release member. As an exemplary, and not limiting, example, a simply supported bearing can be used to support the release member.

[0025] As an example, Figure 1 The hydraulic cylinder shown has two ports, a first port and a second port, located on either side of the piston and forming two chambers together with the piston and cylinder body. For ease of description only, these two chambers are categorized as a rod chamber and a rodless chamber based on whether a piston rod is present. The first port connects to the rod chamber and is used to push the piston rod back, thereby actuating the release mechanism and the return spring to disengage the clutch. The second port connects to the rodless chamber and can be used as a drain port to discharge any small amount of oil that has seeped between the cylinder and the piston rod, allowing leaked oil to return to the oil tank and preventing dead zones caused by oil accumulation in non-working chambers.

[0026] Furthermore, a control valve may also be optionally provided. Figure 1 The diagram exemplarily illustrates a relief valve as a control valve. One end of the relief valve is connected to the oil tank, and the other end is connected to the oil passage between the oil pump outlet and the hydraulic cylinder. When the pressure in the oil passage between the oil pump outlet and the hydraulic cylinder exceeds a preset value, the relief valve opens to automatically unload the pressure, thus maintaining the pressure in the hydraulic cylinder at the preset value. The preset value can be set according to the parameters of the hydraulic actuation system and the parameters of the components it actuates.

[0027] Combination Figure 2 The assembled 3D diagram shown in the figure and Figure 3 The exploded diagram clearly shows the structural details of the hydraulic actuation system. Figure 2 The diagram shows control component 1, hydraulic component 2, output mechanism 3, and separation component 4. Figure 3 This further illustrates the detailed structure of the electric oil pump 2.

[0028] See Figure 3 The hydraulic component 2, the electric oil pump 2, includes an electric motor 21, an oil pump, an oil tank 23, a control valve 24, seals, interfaces, and a plug 27. Specifically, the electric motor 21 is housed within the casing, and its output end is connected to the oil pump. The oil pump is a rotary pump, including an inner rotor 221, an outer rotor 222, a pump cover 223, and a pump body 224. The inner rotor 221 and the outer rotor 222 are housed between the pump cover 223 and the pump body 224. The inner rotor 221 is connected to the output end of the electric motor 21, enabling it to rotate and thus drive the outer rotor 222 to rotate. The pump body 224 is provided with the necessary structures for a rotary pump, such as an oil suction port and an oil suction chamber, and an oil tank 23 is located on the other side of the pump body 224. Figure 3 As shown, the motor 21, pump cover 223, pump body 224, and oil tank 23 are connected and fastened together by multiple connecting bolts 251 and connecting nuts 252 as connecting parts. To ensure sealing, a first sealing ring 253 is provided between the oil tank 23 and the pump body 224, and a second sealing ring 254 is provided between the pump body 224 and the pump cover 223.

[0029] The pump body 224 is provided with an oil outlet 262, and a gasket 256, preferably made of copper, is provided between the oil outlet 262 and the body 224 to achieve a good sealing connection. The oil tank 23 is provided with a cylinder interface 261, which can serve as a structure for supplying oil to the inside of the cylinder 23. Under normal circumstances, since it is not necessary to supply oil to the inside of the oil tank 23, the cylinder interface 261 of the oil tank 23 can be blocked with a plug 27. Similarly, a gasket 256, preferably made of copper, can also be provided between the cylinder interface 261 and the oil tank 23 to achieve a good sealing connection. The oil outlet 262 is connected to the first oil port of the output mechanism 3 via a pipeline.

[0030] The control valve 24 is connected to the pipeline between the oil outlet 262 and the first oil port of the output mechanism 3. The control valve 24 can be, for example, a spool valve. Similarly, a control valve gasket 255 can be provided between the body of the spool valve 24 and the components it is connected to to achieve a good sealing connection.

[0031] Taking a rotorcraft as an example, during operation, the transmission control unit of control component 1 collects the rotorcraft's status as the basis for control detection and judgment. It then provides oil pressure through the integrated hydraulic component 2, and the output mechanism 3 drives the separation component 4, thereby achieving clutch disengagement. When clutch disengagement is complete, the flow can be overflowed back to the oil tank through the overflow valve in the electric pump, thus maintaining the disengaged state. When clutch engagement is required, the transmission control unit controls the electric motor to drive the oil pump in reverse, achieving unloading of the rod chamber of the output mechanism 3. The clutch then engages through an internal return spring.

[0032] This invention integrates the electric motor, oil pump, overflow valve, and oil tank into a single, highly integrated component, reducing the overall space required for the mechanism. It is particularly suitable for installation in small rotary-wing aircraft such as drones. The clutch hydraulic separation system of this invention has a fast response speed, enabling rapid power disconnection from the drone during takeoff and landing, achieving power separation within 0.5 seconds.

[0033] The hydraulic actuation system and corresponding clutch operating system of this utility model have a total of three working modes: (1) Separation mode; The system receives commands from a higher-level control system via a transmission control unit, which then controls the electric motor to drive the oil pump. The oil pump can be a rotary pump or other types of pumps. Taking a rotary pump as an example, the inner and outer rotors automatically form different independent closed spaces during meshing. The meshing rotation of the inner and outer rotors changes the volume of each space, drawing in liquid. Simultaneously, the closed toothed cavities are compressed by the rotor teeth, forcing the liquid out of the pump body. The pump body discharges the liquid into the hydraulic cylinder through the outlet connector. Due to the incompressibility of the oil, the hydraulic transmission drives the piston rod of the hydraulic cylinder, which in turn pushes the separation rocker arm, acting as a separation component, thus disengaging the clutch. Simultaneously, excess oil overflows back into the oil tank through the pump's own overflow valve, preventing motor overload.

[0034] (2) Combination mode; The transmission control unit receives commands from a higher-level control system and controls the motor to reverse, causing the oil in the hydraulic cylinder's working chamber to be drawn into the oil tank. Simultaneously, the clutch engages via an internal return spring, thus achieving a rapid clutch engagement mode.

[0035] (3) Standby mode The transmission control unit did not receive the electric pump operation command from the higher-level control system, so the motor did not work, the hydraulic cylinder had no oil pressure, and the clutch was automatically engaged by the force of the internal reset spring.

[0036] Furthermore, the hydraulic actuation system proposed in this invention can also be applied to other applications requiring rapid response, such as in vehicle transmissions, like the AMT transmission in a vehicle.

[0037] Furthermore, as another improvement of this utility model, since the clutch is actively controlled, further active control can be performed based on factors such as clutch wear. Specifically, this can be achieved in the following four aspects.

[0038] At the execution level, when the clutch wears out, it will be automatically pressed by the force of the return spring to offset the increase in clearance caused by the thinning of the friction plate; on the other hand, the clutch engagement and disengagement stroke can be controlled by the stepless automatic adjustment of the piston stroke length by the motor, so as to achieve adaptive compensation, ensure complete disengagement and stable stroke.

[0039] At the perception level, an angle sensor is installed on the clutch rocker arm to monitor the clutch travel. The transmission control unit continuously monitors the increase in clutch travel and the corresponding time, calculates the amount of wear, and senses the clutch wear condition.

[0040] At the control level, the collected angle stroke can be combined with the motor drive control to achieve position closed-loop control. The oil pump can be automatically stopped according to the stroke, so that the piston stays in the appropriate position, thereby achieving position closed-loop control.

[0041] Furthermore, it can also calibrate and diagnose clutch wear. Specifically, in each engagement / disengagement cycle, the transmission control unit identifies characteristic positions such as the complete disengagement point and synchronization point, calculates the wear compensation amount, dynamically corrects the target piston stroke, and achieves rapid response through PI control / slip control. Wear thresholds and adaptive boundaries can be preset, and alarms are triggered in case of abnormalities. Through calibration, consistency between offline calibration and online self-learning is ensured.

[0042] The foregoing description is merely an exemplary embodiment relating to the spirit and principles of this utility model. Those skilled in the art will understand that various changes can be made to the described examples without departing from the spirit and principles, and these changes, and their various equivalents, are contemplated by this utility model and fall within the scope defined by the claims of this utility model.

Claims

1. A hydraulic actuation system, characterized in that, The hydraulic actuation system includes a control component (1), a hydraulic component (2), and an output mechanism (3). The control component (1) includes a power supply and a transmission control unit. The hydraulic component (2) includes a motor (21), an oil pump, and an oil tank (23). The motor (21), the oil pump, and the oil tank (23) are arranged sequentially and fixedly connected as a whole. The oil pump has an oil inlet and an oil outlet (262). The oil inlet is connected to the oil tank (23), and the oil outlet (262) is fluidly connected to the output mechanism (3). The output mechanism (3) has a cylinder and a piston. The piston is used to connect with the component to be operated.

2. The hydraulic actuation system according to claim 1, characterized in that, The oil pump is a rotary pump, having an inner rotor (221) and an outer rotor (222), as well as a pump cover (223) and a pump body (224). The inner rotor (221) and the outer rotor (222) are disposed in the cavity formed by the pump cover (223) and the pump body (224).

3. The hydraulic actuation system according to claim 2, characterized in that, The oil suction port is located on the pump body (224).

4. The hydraulic actuation system according to claim 2, characterized in that, The motor (21), pump cover (223), pump body (224) and oil tank (23) are connected into a whole by connectors.

5. The hydraulic actuation system according to claim 4, characterized in that, The connector includes a plurality of connecting bolts (251) and connecting nuts (252).

6. The hydraulic actuation system according to any one of claims 1-5, characterized in that, A control valve (24) is provided, one end of which is connected to the oil tank and the other end is connected to the oil passage between the oil outlet (262) and the output mechanism (3).

7. A clutch operating system, comprising a clutch and a release component (4), characterized in that, The clutch operating system further includes a hydraulic actuation system according to any one of claims 1-6, wherein the separation member (4) is connected to the piston as the component to be operated.

8. The clutch operating system according to claim 7, characterized in that, The clutch is a normally closed clutch.

9. An aircraft comprising a power source and at least one rotor, characterized in that, The aircraft also includes a clutch operating system according to claim 7 or 8, the clutch operating system connecting or disconnecting the at least one rotor and the power source.

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