CN111071436A - Mechanical-hydraulic type airplane front wheel turning anti-swing system - Google Patents
Mechanical-hydraulic type airplane front wheel turning anti-swing system Download PDFInfo
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- CN111071436A CN111071436A CN201911276578.9A CN201911276578A CN111071436A CN 111071436 A CN111071436 A CN 111071436A CN 201911276578 A CN201911276578 A CN 201911276578A CN 111071436 A CN111071436 A CN 111071436A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
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Abstract
The invention discloses a mechanical-hydraulic airplane front wheel turning anti-swing system, and aims to provide a multifunctional combination valve integrating reversing, damping, compensation and state conversion. The invention is realized by the following technical scheme: the electromagnetic valve divides the high-pressure oil into two paths, one path is sent into a state conversion valve through a reversing valve, enters a safety valve to control the airplane front wheel steering actuating cylinder, overcomes the spring force of the state conversion valve, enables the state conversion valve to be in a left position function, the reversing valve is communicated with two cavities of the airplane front wheel steering actuating cylinder, the two cavities of the steering actuating cylinder are cut off by a one-way damping valve, and the other path enters a swing reducing oil return compensator through a closed-loop swing reducing hydraulic loop by a hydraulic pipeline of the electromagnetic valve; and when the electromagnetic valve is powered off, high-pressure oil is communicated with the reversing valve, enters the anti-swing oil return compensator through a bypass pipeline, is communicated with the state change-over valve, cuts off the reversing valve and two cavities of the front wheel turning actuator cylinder, and communicates the two cavities of the turning actuator cylinder with the one-way damping valve, and the front wheel of the airplane is controlled to be in an anti-swing mode through the safety valve.
Description
Technical Field
The invention relates to a mechanical-hydraulic airplane front wheel turning anti-swing system.
Background
The hydraulic system of the airplane is an important component of the airplane and is directly related to the stable flight and safe landing of the airplane, and the important actions of control surface control, front wheel steering, undercarriage retraction and the like of the airplane are executed by the hydraulic system. The aircraft landing gear nose wheel manipulation technology is a key technology for realizing ground manipulation of modern aircraft, and is directly related to the taking-off and landing safety of the aircraft. It is known to provide a nose wheel steering system to provide directional control of an aircraft on the ground. The turning input sources are two in total, one is a turning hand wheel, and the other is a rudder pedal. The turning range controlled by the turning hand wheel is wider, the front wheel can be controlled to rotate left and right by 78 degrees in the maximum starting stroke, and the pedal can only control the front wheel to rotate left or right by 7 degrees maximally. The turn input from the turn hand wheel or rudder pedals is routed through a cable loop to the turn metering flaps, which then provide left or right turn pressure to the turn actuator. The aircraft controls the whole aircraft to turn by rotating the front landing gear wheel around the axis of the buffer strut, belongs to a mechanical feedback type front wheel steering control system, and has two input modes: the hand wheel operation input mode and the foot operation input mode control the front wheel to rotate by the hand wheel mechanism when the ground slides at a low speed and turns at a large angle, and realize the correction of the front wheel by the rudder plate mechanism when the aircraft takes off and lands. With the requirement of large-angle turning of large civil aircrafts, in order to meet the requirement of system swing reduction, the modern civil aircrafts basically do not use a single-action cylinder type front wheel steering mechanism. The front wheel steering system is widely applied to airplane design as a device for improving airplane ground taxi maneuverability and landing safety.
Front wheel steering systems have experienced mechanical, mechanical-hydraulic, during development. The direction control of the ground sliding stage is realized and the shimmy of the front wheel after being disturbed in the high-speed sliding process is eliminated. A front wheel steering system having both a turning and a shimmy reduction operation is generally used. The electro-hydraulic servo control system for forming the double-actuating-cylinder front-wheel steering system comprises a one-way valve, a filter, a selector valve, a backfill valve, a shunt valve, a shimmy damping valve, an oil compensator, a steering actuating cylinder and a rotary switch, wherein the selector valve and the shunt valve form a state switching module and are responsible for switching between a steering state and a shimmy damping state; the pressure maintaining valve and the compensator form a pressure maintaining module to ensure that the system pressure is maintained above the air separation pressure and prevent cavitation in the loop; the tires are subjected to impact loads from the ground during ground rollout of an aircraft. In the double-actuating-cylinder type front wheel turning mechanism, the two actuating cylinders are symmetrically distributed, and the stress condition is basically symmetrical under the condition of reducing swing, so that the acceleration of the piston changes along with time. Under the impact action of an external load, the acceleration of the piston generates oscillation, and the acceleration of the piston is increased to 12m/s at most; when the load disappears, the acceleration of the piston is rapidly reduced to approach 0 under the action of hydraulic damping generated by the shimmy damper after small amplitude oscillation. The feedback mode of the system is that a turning actuating cylinder is connected with a turning operating valve through a feedback pull rod and a steel cable, so that the actuating cylinder corresponds to the turning operating valve in position, and the aim of controlling the front wheel of the airplane to turn according to the front wheel turning instruction input by a driver is fulfilled. The front wheel steering system can not only control the movement direction of the airplane, but also timely respond when the front wheel of the airplane shimmys or deviates from the preset course caused by disturbance or crosswind, single-side tire explosion and air leakage and the like in the sliding process of the airplane, eliminate the front wheel shimmy and correct the course. The hydraulic transmission is the main source of power for each control system of the airplane. Since the nose wheel steering system uses green system hydraulic pressure from the nose gear door closed circuit, after the aircraft performs the procedure of gravity landing gear, the nose wheel steering system will not work and will need to be towed back to the tarmac with a trailer. The two shimmy reducing valves and the two safety valves form a shimmy reducing module of the system, and when the system is in a shimmy reducing mode, if shimmy is generated by impact, the shimmy reducing valves provide damping for the system, so that the oscillation of the system can be reduced and the system tends to be stable; the two rotary reversing valves have the function of enabling the hydraulic circuit of the rotary reversing valve to finish automatic reversing when the movable cylinder moves to a dead point position. The system working state is converted by operating the controller on the control panel. When the turning condition of the front wheel is met, the input turning signal and the turning angle feedback signal of the system are transmitted to the controller, and the controller judges the difference between the input signal and the feedback signal to control the opening degree of a valve port of the servo valve, so that the required turning angle and speed are obtained. When the front wheel corner reaches the input signal corresponding angle, the signal output by the controller is zero, the servo valve is powered off at the moment, and the front wheel is stopped at the corresponding position, so that the servo control of the front wheel turning is realized. Accordingly, the hydraulic system has two corresponding working circuits, namely a turning circuit and a swing reducing circuit of the front wheel turning system. When the steering working state is in a steering state, the selector valve is opened to the leftmost position by inputting a control signal, the diverter valve is activated at the same time, the system is in a steering preparation state, the working passages of the two steering actuating cylinders are isolated by the diverter valve at the moment, a driver can input a steering signal to the servo valve through the controller, and the servo valve outputs corresponding pressure according to an obtained steering instruction to drive the two steering actuating cylinders to move, so that the front wheels are deflected. Under the condition that the front wheel does not need to turn or the electrical part of the system fails, the front wheel turning system is in a swing reducing state, and working passages of the two actuating cylinders are communicated with each other. At the moment, if the front landing gear generates shimmy due to impact and the like, oil in the actuating cylinders can flow from one actuating cylinder to the other actuating cylinder through the shimmy reducing valve and the flow dividing valve, and the damping action of the shimmy reducing valve converts energy generated by system shimmy into heat energy to be dissipated, so that the effect of shimmy reduction is achieved. In addition to the shimmy reducing valve, a safety valve and a compensator are provided in the shimmy reducing circuit. The compensator functions to prevent the system from being impacted, but the system has the following disadvantages: because the pull rod, the rocker arm, the steel cable and the pulley are arranged in a long distance, the system has invalid stroke, poor operation performance and large operation force; the accessories and parts are more, and the weight is heavy; the installation and adjustment are complex and the maintenance is difficult. The main problem is to use a cable-operated hydraulic attachment, and whether the cable of the front wheel steering system can be replaced by other equipment with the same function, and the operation of the cable is changed into the transmission operation of an operation signal, which is the fly-by-wire operation adopted by most of the current airplanes. The fly-by-wire operation is that the pilot operates the electric switch in the cabin, transmits an operation command through an electric wire, and controls and operates the hydraulic booster of the actuating cylinder to extend and deflect the front wheel by processing the transmitted electric signal through the operation control box. The fly-by-wire type front wheel turning is characterized in that two sensors, an electromagnetic valve and a plurality of electric control elements are added on the basis of a mechanical-hydraulic control system. One of the sensors (feedback potentiometer) is used to monitor the operation of the actuator cylinder and the second sensor (input potentiometer) mounted on the front strut is used to issue commands to monitor the position of the pedals or hand wheel. The electromagnetic valve is used for electrically controlling the flow direction of the hydraulic oil and controlling the actuating direction of the actuating cylinder and is arranged near the actuating cylinder. The system mainly replaces an input and output structure with a displacement sensor, compares and judges input and feedback signals through a control box, detects the deflection angle of the front wheel, controls a combined hydraulic valve to work by using the difference value of the input and feedback signals, drives a front wheel steering actuator cylinder and ensures that the front wheel steers according to the instruction of a driver. The fly-by-wire front wheel steering system mainly realizes two functions of turning and reducing swing. The system is used for preventing shimmy in the ground direction control and the taxiing stage of the airplane, and the normal working mode of the system comprises the following steps: a pedal operation mode; a hand wheel manipulation mode; and (4) reducing the swing mode. When the swing reducing state is in a swing reducing state, the actuating cylinder and the electromagnetic valve are operated to form a swing reducing loop, the front wheel generates swing vibration when encountering external force, the swing reducing loop can provide hydraulic damping, the swing vibration energy is consumed, and the stability of airplane sliding is ensured.
In the airplane front wheel turning shimmy damping system, the scheme for controlling the turning and the shimmy damping of the front wheel of the airplane mainly comprises a manual control and independent shimmy damper, a mechanical-hydraulic front wheel turning shimmy damping system (comprising a turning shimmy damping booster), an electric transmission front wheel turning shimmy damping system and the like. When the mechanical-hydraulic type turning system is installed, factors such as the positions of all mechanical connection points, the pretightening force of the steel cable and the like need to be considered, and the zero position of the system can be influenced if the adjustment is not good. For a long time, the problem of front wheel deviation of a front wheel turning anti-swing system of an airplane occurs for many times, and the reason is that the mechanical-hydraulic front wheel turning anti-swing system used by the airplane has an inherent failure mode and inevitably causes the problem of front wheel deviation under a certain specific condition. The mechanical-hydraulic front wheel turning anti-swing system integrates the reversing valve and the state conversion valve into a part, so that the function authority of the reversing valve is not divided, the turning and swing reducing oil paths are not divided, when the reversing valve does not return to the center, the swing reducing state is entered, the actuating cylinder can form a dead space, the front wheel is in a locked state, and the swing reducing and braking deviation rectifying functions; in addition, the mechanical-hydraulic front wheel turning anti-swing system is not provided with a swing reducing oil return compensator, an oil supplementing valve, a safety valve, an oil return control valve and the like, and the safety valve is arranged in a loop in order to ensure the system safety when the unloading valve fails; the safety valve converts the hydraulic power of the passing oil into heat, so that the oil temperature is increased, the system performance is reduced, and the service life of the oil pump is seriously influenced. The pendulum reducing effect is poor, the oil return must be completely cut off to achieve the pendulum reducing effect, and if the oil return is completely cut off for a long time, the front wheel turning pendulum preventing system may have too high pressure due to expansion with heat and contraction with cold, so that the safety of the airplane is affected.
Disclosure of Invention
The invention aims to overcome the defects of the existing mechanical-hydraulic front wheel turning anti-swing system, and aims to provide the mechanical-hydraulic front wheel turning anti-swing system for the airplane, which has the advantages of quick response, large turning angle, high system reliability and safety, good maintainability, light weight, and no mutual interference between the turning and swing reducing functions of the front wheel of the airplane, and can not cause the locking of the front wheel when the front wheel of the airplane enters a swing reducing state no matter whether a slide valve returns or not.
The technical scheme adopted by the invention for solving the technical problems is as follows: a mechanical-hydraulic aircraft nose wheel turning anti-yaw system, comprising: the solenoid valve 1 that 2 and one-way damping valve 3 were strained to the intercommunication oil to and through the parallelly connected oil return R of closed loop check valve on the 1 intercommunication hydraulic pressure pipeline of solenoid valve, its characterized in that: a closed-loop pendulum reduction hydraulic circuit formed by oil return reverse charging check valves 8 connected in parallel at two ends of an overflow valve 7 and a throttle valve 9 and a pendulum reduction oil return compensator 10 sequentially connected in series with the throttle valve 9 with the overflow valve 7 are connected by the hydraulic pipeline between the closed-loop check valves connected in parallel with an oil return R communicated with the electromagnetic valve 1, two ends of the closed-loop pendulum reduction hydraulic circuit are respectively communicated with a one-way damping valve 3 and a reversing valve 6 through bypass hydraulic pipelines, and the one-way damping valve 3 and the reversing valve 6 are connected in parallel with a safety valve 5 through a state switching valve 4; when the electromagnetic valve 1 is powered on, high-pressure oil enters from a port P of the electromagnetic valve 1 to divide the high-pressure oil into two paths, one path of high-pressure oil is sent to the state change valve 4 through the oil filter 2 and flows into the reversing valve 6, enters the safety valve 5 to control the front wheel turning actuating cylinder of the airplane, overcomes the spring force of the state change valve 4 to enable the state change valve 4 to be in a left-position function, at the moment, the reversing valve 6 is communicated with two cavities of the front wheel turning actuating cylinder of the airplane, the two cavities of the front wheel turning actuating cylinder of the airplane are cut off by the one-way damping valve 3, and; the other path enters a swing reducing oil return compensator which ensures that the front wheel is always kept full of oil liquid at certain pressure before swing vibration through a closed-loop swing reducing hydraulic circuit which is connected by a hydraulic pipeline of the electromagnetic valve 1; when the electromagnetic valve 1 is powered off, high-pressure oil does not enter the oil filter 2 from a port P of the electromagnetic valve 1 to be communicated with the reversing valve 6, and the other path of high-pressure oil enters the swing reducing oil return compensator through a pipeline connected by a closed-loop swing reducing hydraulic circuit, so that the combination valve and the front wheel turning actuator cylinder are always full of oil in the swing reducing process and communicated with a control circuit of the one-way damping valve 3 through a swing reducing oil return oil circuit, the state switching valve 4 is communicated, the state switching valve 4 cuts off two cavities of the reversing valve 6 and the front wheel turning actuator cylinder under the action of a spring, the two cavities of the current wheel turning actuator cylinder are communicated with the one-way damping valve 3, and the front wheel of the airplane is controlled to be in a.
Compared with the prior art, the invention has the following beneficial effects:
the invention adopts the electromagnetic valve 1 to a double-actuating cylinder type front wheel turning system, divides high-pressure oil into two paths, one path is sent to a state conversion valve 4 through an oil filter 2 by an inflow reversing valve 6, enters a safety valve 5 to control the front wheel turning actuating cylinder of the airplane, overcomes the spring force of the state conversion valve 4, enables the state conversion valve 4 to be in a left position function, and the other path enters a swing reduction oil return compensator which ensures that a front wheel always keeps certain pressure and is filled with oil before swing vibration by a closed-loop swing reduction hydraulic loop which is connected by a hydraulic pipeline of the electromagnetic valve 1; the multifunctional combination valve is realized by combining the airplane front wheel turning actuator cylinder and the swing reducing oil return compensator, and the airplane front wheel turning operation needs to be realized, and the reliable swing reduction of the airplane front wheel needs to be met.
According to the invention, through the state conversion valve which is arranged to enable the turning and swing reducing oil passages to be completely independent, mutual interference of the oil passages is avoided, and the fault of front wheel deviation is prevented in principle; in the process of reducing the swing, the closed-loop swing reducing hydraulic circuit integrated with the swing reducing oil return compensator replenishes oil for the combination valve and the front wheel turning actuator cylinder, can independently provide enough damping for the front wheel swing reduction, can eliminate the front wheel swing caused by the ground impact load in the ground running process of the airplane, and has good swing reducing performance. The shimmy damping moment generated by the shimmy damper is increased along with the increase of the shimmy frequency and the shimmy angle and is reduced along with the increase of the diameter of the damping hole. The multifunctional combination valve integrates a plurality of parts such as a reversing valve, a state conversion valve, a damping valve, a swing reducing oil return compensator and the like, and is combined with an airplane front wheel turning actuating cylinder, so that the multifunctional combination valve can control the turning of the airplane front wheel and can provide damping for the swing reducing of the airplane front wheel. Simulation results show that the acceleration generated by the piston under the action of hydraulic impact is simulated to be within an acceptable range.
Drawings
Fig. 1 is a schematic diagram of the oil circuit control of the mechanical-hydraulic aircraft nose wheel steering anti-swing system of the invention turning to the left (actuator piston rod extending to the left).
Fig. 2 is a schematic diagram of the oil path control of the front wheel turning to the right (with the ram piston rod extending to the right) of fig. 1.
FIG. 3 is a schematic diagram of the front wheel anti-swing oil path control of the present invention.
In the figure: the oil-return compensation device comprises an electromagnetic valve 1, an oil filter 2, a one-way damping valve 3, a 4-state change-over valve, a safety valve 5, a reversing valve 6, an overflow valve 7, an oil-return reverse-charging one-way valve 8, a throttling valve 9 and a pendulum-reducing oil-return compensator 10.
The invention is further illustrated with reference to the following figures and examples, without thereby limiting the scope of the invention to the described examples. All such concepts are intended to be within the scope of the present disclosure and the present invention.
Detailed Description
See fig. 1-2. In an embodiment described below, a mechanical-hydraulic aircraft nose wheel steering anti-roll system includes: the solenoid valve 1 that 2 and one-way damping valve 3 were strained to the intercommunication oil to and through the parallelly connected oil return R of closed loop check valve on the 1 intercommunication hydraulic pressure pipeline of solenoid valve, its characterized in that: a closed-loop pendulum reduction hydraulic circuit formed by oil return reverse charging check valves 8 connected in parallel at two ends of an overflow valve 7 and a throttle valve 9 and a pendulum reduction oil return compensator 10 sequentially connected in series with the throttle valve 9 with the overflow valve 7 are connected by the hydraulic pipeline between the closed-loop check valves connected in parallel with an oil return R communicated with the electromagnetic valve 1, two ends of the closed-loop pendulum reduction hydraulic circuit are respectively communicated with a one-way damping valve 3 and a reversing valve 6 through bypass hydraulic pipelines, and the one-way damping valve 3 and the reversing valve 6 are connected in parallel with a safety valve 5 through a state switching valve 4; the electromagnetic valve 1 divides high-pressure oil into two paths, one path of high-pressure oil is sent to the state conversion valve 4 through the oil filter 2 and the inflow reversing valve 6, enters the safety valve 5 to control the airplane front wheel turning actuating cylinder, overcomes the spring force of the state conversion valve 4, enables the state conversion valve 4 to be in a left-hand function, at the moment, the reversing valve 6 is communicated with two cavities of the airplane front wheel turning actuating cylinder, the two cavities of the airplane front wheel turning actuating cylinder are cut off by the one-way damping valve 3, and the airplane front wheel is in a turning mode; the other path enters a swing reducing oil return compensator which ensures that the front wheel is always kept full of oil liquid at certain pressure before swing vibration through a closed-loop swing reducing hydraulic circuit which is connected by a hydraulic pipeline of the electromagnetic valve 1; when the electromagnetic valve 1 is powered off, high-pressure oil does not enter the oil filter 2 from a port P of the electromagnetic valve 1 to be communicated with the reversing valve 6, and the other path of high-pressure oil enters the swing reducing oil return compensator through a pipeline connected by a closed-loop swing reducing hydraulic circuit, so that the combination valve and the front wheel turning actuator cylinder are always full of oil in the swing reducing process and communicated with the control circuit of the one-way damping valve 3 through a swing reducing oil return oil circuit, the state switching valve 4 is communicated, the state switching valve 4 cuts off two cavities of the reversing valve 6 and the front wheel turning actuator cylinder under the action of a spring, the two cavities of the current wheel turning actuator cylinder are communicated with the one-way damping valve 3, and the front wheel of the airplane is controlled to be in a swing reducing mode through the safety valve 5 to.
When the front wheel of the airplane reduces the swing, the combination valve and the front wheel turning actuating cylinder form a hydraulic damper together, and the key of whether the hydraulic damper can normally play a damping role is whether the combination valve and the front wheel turning actuating cylinder are always full of oil without generating air pockets, so that a swing reducing oil return compensator is arranged on an oil return channel of the combination valve to ensure that the front wheel always keeps certain pressure before the swing vibration, and the aim of filling the oil is fulfilled; the oscillation-reducing oil return compensator is a spring-loaded pressure accumulator and keeps the pressure of an oil return pipeline of a turning system at 0.15 MPa. The one-way valve ensures that the front wheel is always full of oil and has certain pressure before shimmy; in the process of reducing the swing, when the pressure of a hydraulic system is higher than 5MPa, the overflow valve 7 and the overflow valve 7 which are connected in series between the swing reducing oil return compensator 10 and the reversing valve 6 are opened to allow oil in the system to enter an oil return tank, the pressure is lower than 0.3MPa, the swing reducing oil return compensator 10 passes through a closed-loop swing reducing hydraulic circuit, is connected in parallel with an oil return reverse charging check valve 8 on the closed-loop swing reducing hydraulic circuit at two ends of the overflow valve 7 and the throttle valve 9, and is opened to supplement the pressure in the system; when the pressure of the hydraulic system rises to a certain set pressure value (10% -20% higher than normal), the safety valve (overflow valve) is opened to discharge the redundant liquid flow back to the oil tank and limit the pressure of the system to continue rising, so that the overflow valve and the anti-oscillation oil return compensator realize the function of pressure maintenance together. When the safety valve is opened, the system pressure is highest, and the output power of the hydraulic pump is maximum; and in the non-operating state of the system, the oil pump is started twice. The oil quantity of the oil return compensator can be supplemented and the leakage quantity per unit time during unloading are determined. The function of the anti-oscillation oil return compensator is filled with system leakage, the pressure of the system is maintained to reduce pressure fluctuation, instantaneous large flow is prevented from being provided by hydraulic impact, the oil supply is assisted to meet the pressure and power requirements of a plurality of components during working and serve as an emergency hydraulic source to provide limited flow, when the pressure in the hydraulic system is lower than the set pressure of the anti-oscillation oil return compensator, the anti-oscillation oil return compensator can supplement the pressure in the system, the pressure in the system is maintained not lower than the set minimum value, and the occurrence of cavitation is avoided. When the pressure of the loop where the closed-loop pendulum-reducing hydraulic circuit is located is lower than the opening pressure of the pendulum-reducing oil return compensator, the closed-loop pendulum-reducing hydraulic circuit is opened, the pendulum-reducing oil return compensator is allowed to supplement oil into the system, and therefore the system can effectively prevent cavitation. If the shimmy frequency is too high, the shimmy reduction return oil compensator 10 supplements oil to the combination valve and the front wheel turning actuator cylinder through the closed-loop shimmy reduction hydraulic circuit, supplements pressure at any time, ensures the damping characteristic of the circuit and prevents oil in a damping oil circuit from being squeezed back to an oil tank to generate air pockets. In addition, when the oil pressure in the front wheel turning actuating cylinder is lower than the pressure of a closed-loop swing reduction hydraulic circuit, oil can be supplemented to the combination valve and the front wheel turning actuating cylinder from a pressurization oil tank through a swing reduction oil return compensator 10, so that the combination valve and the front wheel turning actuating cylinder are always filled with oil without generating air pockets in the swing reduction process, and the aim of damping swing reduction is achieved.
See fig. 3. When the electromagnetic valve 1 is powered on, high-pressure oil enters from a port P of the electromagnetic valve 1 to divide the high-pressure oil into two paths, one path of high-pressure oil is sent to the state change valve 4 through the oil filter 2 and flows into the reversing valve 6, enters the safety valve 5 to control the front wheel turning actuating cylinder of the airplane, overcomes the spring force of the state change valve 4 to enable the state change valve 4 to be in a left-position function, at the moment, the reversing valve 6 is communicated with two cavities of the front wheel turning actuating cylinder of the airplane, the two cavities of the front wheel turning actuating cylinder of the airplane are cut off by the one-way damping valve 3, and; the other path enters a swing reducing oil return compensator 10 which ensures that the front wheel is always kept full of oil liquid at certain pressure before swing vibration through a closed-loop swing reducing hydraulic circuit which is connected by a hydraulic pipeline of the electromagnetic valve 1; when the electromagnetic valve 1 is powered off, high-pressure oil does not enter the oil filter 2 from a port P of the electromagnetic valve 1 to be communicated with the reversing valve 6, and the other path of high-pressure oil enters the swing reducing oil return compensator 10 through a pipeline connected by a closed-loop swing reducing hydraulic circuit, so that the combination valve and the front wheel turning actuator cylinder are always full of oil in the swing reducing process and communicated with a control circuit of the one-way damping valve 3 through a swing reducing oil return oil circuit, the state switching valve 4 is communicated, the state switching valve 4 cuts off two cavities of the reversing valve 6 and the front wheel turning actuator cylinder under the action of a spring, the two cavities of the front wheel turning actuator cylinder are communicated with the one-way damping valve 3, and the front wheel of the airplane is controlled to be in a.
The key of the damping function is whether the combination valve and the front wheel turning actuator cylinder are always full of oil without generating air pockets, so that the swing reduction oil return compensator 10 is provided with a one-way valve with two ends connected in parallel, and the front wheel is always full of oil and has certain pressure before swing vibration through the one-way valve. The closed-loop pendulum reduction hydraulic circuit comprises: the device comprises an oil return path arranged between the electromagnetic valve 1 and the pendulum-reducing oil return compensator 10, an overflow valve 7 and a throttle valve 9 which are connected between the pendulum-reducing oil return compensator 10 and the reversing valve 6 in series, and an oil return reverse-charging one-way valve 8 which is connected to closed loop oil return paths at two ends of the overflow valve 7 and the throttle valve 9 in parallel. In the process of reducing the swing, the swing reducing oil return compensator 10 supplements oil to the combination valve and the front wheel turning actuator cylinder through a closed-loop swing reducing hydraulic circuit so as to prevent oil in the damping oil circuit from being squeezed back to the oil tank to generate air pockets. In addition, when the oil pressure in the front wheel turning actuating cylinder is lower than the pressure of a closed-loop swing reduction hydraulic circuit, oil can be supplemented to the combination valve and the front wheel turning actuating cylinder from a pressurization oil tank through a swing reduction oil return compensator 10, so that the combination valve and the front wheel turning actuating cylinder are always filled with oil without generating air pockets in the swing reduction process, and the aim of damping swing reduction is achieved.
The foregoing is directed to the preferred embodiment of the present invention and it is noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. It will be apparent to those skilled in the art that various modifications and improvements can be made without departing from the spirit and substance of the invention, and these modifications and improvements are also considered to be within the scope of the invention.
Claims (10)
1. A mechanical-hydraulic aircraft nose wheel turning anti-yaw system, comprising: solenoid valve (1) of intercommunication oil filter (2) and one-way damping valve (3) to and through the parallelly connected oil return R of closed loop check valve on solenoid valve (1) intercommunication hydraulic pressure pipeline, its characterized in that: a closed-loop pendulum reduction hydraulic circuit formed by oil return reverse-charging check valves (8) connected in parallel at two ends of an overflow valve (7) and a throttle valve (9) and a pendulum reduction oil return compensator (10) sequentially connected with the throttle valve (9) in series with the overflow valve (7) are connected by sides on a hydraulic pipeline between closed-loop check valves connected in parallel with an oil return R communicated with an electromagnetic valve (1), two ends of the closed-loop pendulum reduction hydraulic circuit are respectively communicated with a one-way damping valve (3) and a reversing valve (6) through bypass hydraulic pipelines, and the one-way damping valve (3) and the reversing valve (6) are connected with a safety valve (5) in parallel through a state change-over valve; when the electromagnetic valve (1) is electrified, high-pressure oil enters from a P port of the electromagnetic valve (1), the high-pressure oil is divided into two paths, one path of high-pressure oil is sent to the state conversion valve (4) through the oil filter (2) through the inflow reversing valve (6), enters the safety valve (5) to control the airplane front wheel turning actuating cylinder, the spring force of the state conversion valve (4) is overcome, the state conversion valve (4) is in a left-hand function, at the moment, the reversing valve (6) is communicated with two cavities of the airplane front wheel turning actuating cylinder, the two cavities of the airplane front wheel turning actuating cylinder are cut off by the one-way damping valve (3), and the airplane front wheel is in a turning mode; the other path enters a swing reducing oil return compensator which ensures that the front wheel is always kept full of oil liquid at certain pressure before swing vibration through a closed-loop swing reducing hydraulic circuit which is connected by a hydraulic pipeline of the electromagnetic valve (1); when the electromagnetic valve (1) is powered off, high-pressure oil does not enter the P port of the electromagnetic valve (1), one path of high-pressure oil enters the oil filter (2) to be communicated with the reversing valve (6), the other path of high-pressure oil enters the swing reducing oil return compensator through a pipeline connected beside a closed-loop swing reducing hydraulic circuit to ensure that the combination valve and the front wheel steering actuating cylinder are always filled with oil in the swing reducing process, the combination valve and the front wheel steering actuating cylinder are communicated with the control circuit of the one-way damping valve (3) through a swing reducing oil return oil path and communicated with the state switching valve (4), the state switching valve (4) cuts off the two cavities of the reversing valve (6) and the front wheel steering actuating cylinder under the action of a spring, the two cavities of the current wheel steering actuating cylinder are communicated with the one-way damping valve (.
2. The mechanical-hydraulic aircraft nose wheel steering anti-roll system of claim 1, wherein: when the front wheel of the airplane reduces the swing, the combination valve and the front wheel steering actuating cylinder form a hydraulic damper together, and a swing reducing oil return compensator (10) is arranged on an oil return channel of the combination valve.
3. The mechanical-hydraulic aircraft nose wheel steering anti-roll system of claim 2, wherein: the oscillation-reducing oil return compensator (10) is a spring-loaded accumulator.
4. The mechanical-hydraulic aircraft nose wheel steering anti-roll system of claim 3, wherein: the one-way valve ensures that the front wheel is always full of oil and has certain pressure before shimmy.
5. The mechanical-hydraulic aircraft nose wheel steering anti-roll system of claim 1, wherein: in the process of reducing the swing, when the pressure of a hydraulic system is higher than 5MPa, an overflow valve (7) connected between a swing reducing oil return compensator (10) and a reversing valve (6) in series is opened, and oil in the system is allowed to enter an oil return tank.
6. The mechanical-hydraulic aircraft nose wheel steering anti-roll system of claim 5, wherein: the pressure is lower than 0.3MPa, the anti-swing oil return compensator (10) opens the oil return reverse charging check valve (8) connected in parallel on the closed-loop anti-swing hydraulic circuit at the two ends of the overflow valve (7) and the throttle valve (9) through the closed-loop anti-swing hydraulic circuit to supplement the pressure in the system; when the pressure of the hydraulic system rises and is higher than the normal set pressure value of 10% -20%, the overflow valve (7) is opened to discharge the redundant liquid flow back to the oil tank and limit the pressure of the system to continue rising.
7. The mechanical-hydraulic aircraft nose wheel steering anti-roll system of claim 6, wherein: when the pressure of a loop where the closed-loop pendulum reduction hydraulic circuit is located is lower than the opening pressure of the pendulum reduction oil return compensator (10), the closed-loop pendulum reduction hydraulic circuit is opened, the pendulum reduction oil return compensator (10) is allowed to supplement oil into the system, if the pendulum vibration frequency is too high, the pendulum reduction circuit generates negative pressure, the pendulum reduction oil return compensator (10) supplements oil to the combination valve and the front wheel turning actuator cylinder through the closed-loop pendulum reduction hydraulic circuit, pressure is supplemented at any time, and the damping characteristic of the circuit is guaranteed.
8. The mechanical-hydraulic aircraft nose wheel steering anti-roll system of claim 1, wherein: the closed-loop pendulum reduction hydraulic circuit comprises: the device is arranged on an oil path which is arranged between the electromagnetic valve 1 and the pendulum-reducing oil return compensator (10) and is connected to an overflow valve (7) and a throttle valve (9) which are connected in series between the pendulum-reducing oil return compensator (10) and the reversing valve (6), and an oil return reverse-filling check valve (8) which is connected in parallel to closed loop oil return paths at two ends of the overflow valve (7) and the throttle valve (9).
9. The mechanical-hydraulic aircraft nose wheel steering anti-roll system of claim 8, wherein: in the swing reducing process, the swing reducing oil return compensator (10) supplements oil to the combination valve and the front wheel turning actuating cylinder through a closed-loop swing reducing hydraulic circuit so as to prevent oil in a damping oil circuit from being squeezed back to an oil tank to generate cavitation.
10. The mechanical-hydraulic aircraft nose wheel steering anti-roll system of claim 1, wherein: when the oil pressure in the front wheel turning actuating cylinder is lower than the pressure of a closed-loop swing reduction hydraulic circuit, a swing reduction oil return compensator (10) supplies oil to a booster oil tank to the combination valve and the front wheel turning actuating cylinder.
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| CN201911276578.9A CN111071436B (en) | 2019-12-12 | 2019-12-12 | Mechanical-hydraulic aircraft front wheel turning anti-swing system |
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| CN201911276578.9A CN111071436B (en) | 2019-12-12 | 2019-12-12 | Mechanical-hydraulic aircraft front wheel turning anti-swing system |
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| CN111071436B CN111071436B (en) | 2024-06-18 |
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| CN112572827A (en) * | 2020-12-04 | 2021-03-30 | 中国航空工业集团公司成都飞机设计研究所 | Zero correction method for aircraft nose wheel turning |
| CN113104201A (en) * | 2021-04-30 | 2021-07-13 | 山东大学 | Aircraft nose wheel system of turning and civilian branch line aircraft |
| CN115817806A (en) * | 2022-12-16 | 2023-03-21 | 北京特种机械研究所 | Hydraulic servo pump controlled airplane brake turning and swing reduction integrated method |
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| CN115817806A (en) * | 2022-12-16 | 2023-03-21 | 北京特种机械研究所 | Hydraulic servo pump controlled airplane brake turning and swing reduction integrated method |
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| CN111071436B (en) | 2024-06-18 |
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