CN211765475U

CN211765475U - Hydraulic brake valve stabilizing mechanism for aircraft brake

Info

Publication number: CN211765475U
Application number: CN201922151297.2U
Authority: CN
Inventors: 陈慧
Original assignee: Guizhou Xinan Aviation Machinery Co Ltd
Current assignee: Guizhou Xinan Aviation Machinery Co Ltd
Priority date: 2019-12-04
Filing date: 2019-12-04
Publication date: 2020-10-27
Anticipated expiration: 2029-12-04

Abstract

The utility model discloses a hydraulic brake valve stabilizing mean for aircraft brake, including setting up the valve in brake chamber B delivery outlet department, the latus rectum of valve and brake chamber B UNICOM, steel ball II sets up between valve and wheel brake chamber D, hole one end UNICOM to steel ball II on the throttle plate, the other end UNICOM to brake chamber B, when this mechanism is hydraulic brake valve output brake pressure for wheel brake equipment, the pressure pushes away the steel ball and communicates with each other with wheel brake chamber D through the valve latus rectum in brake chamber B; when the airplane wheel brake cavity D returns oil, the valve is sealed by the steel ball under the action of the spring force, and oil flows into the brake cavity B after passing through the small hole in the throttle plate. The output passage adopts the form of adding a one-way valve and returning oil by adopting a throttle valve, so that the problem of oscillation of the product is eliminated, meanwhile, the product has high integration degree and small occupied space, and the weight of the improved product is reduced to the maximum extent.

Description

Hydraulic brake valve stabilizing mechanism for aircraft brake

Technical Field

The utility model belongs to the emergent braking system field of helicopter, concretely relates to hydraulic brake valve stabilizing mean that aircraft brake used.

Background

The hydraulic brake valve is an accessory of an emergency brake system of the helicopter. Before the product is delivered out of a factory, all the identification tests are finished according to the product test outline, the combined test of the brake system is carried out, and all the tests meet the requirements. After the product is delivered to the loading machine, when a ground brake test is carried out, the output pressure of the product is found to generate oscillation, so that the emergency brake system cannot be normally used. To the problem that the product appears, carry out the institutional advancement to hydraulic brake valve, reduce the reverse impact of pressure in the brake chamber B. The improved part of the product is optimized as far as possible under the condition of not changing the principle, so that the weight of the improved product is reduced to the maximum extent.

Working principle of hydraulic brake valve (see figure 2)

(1) Braking state

A downward operating force F is applied to the nut 1 and the spring assembly 5, the relief spring assembly 8, move downward, causing the plunger 12 to compress the spring 10 and move downward. When the plunger 12 is on

When the orifice of the small hole is attached to the conical surface of the conical valve 14, the conical valve 14 is pushed to move downwards to jack the steel ball I15, and pressure is input into the brake cavity B. At the moment, the pressure of the brake cavity B gradually rises along with the injection of oil liquid in the oil inlet cavity P, the plunger 12 moves the compression spring 6 and the decompression spring 9 upwards under the action of hydraulic pressure and the spring 10, and when the hydraulic pressure and the spring force on the plunger are balanced with the spring 6, the ball valve cuts off the oil inlet cavity P and the brake cavity B, so that the brake pressure is kept at 8 MPa. When the pressure in the brake chamber B is greater than 8MPa, the balance is broken, the plunger 12 continues to move upwards, and the conical valve 14 is blocked by the bush 13, so that the plunger 12 is driven

The orifice of the small hole is separated from the conical surface of the conical valve 14, and the brake cavity B is communicated with the oil return cavity R for pressure relief; when the pressure of the brake cavity B is less than 8MPa, the plunger 12 gradually moves downwards due to the reduction of hydraulic pressure along with the gradual reduction of the pressure of the brake cavity B, and the plunger 12

2 the small hole and the conical valve 14 are sealed to cut off the brake cavity B and the oil return cavity R, and the steel ball I15 is pushed open by moving downwards continuously, and the oil inlet cavity A and the brake cavity B are communicated to enable the pressure of the brake cavity B to rise. After the pressure of the product brake cavity B is adjusted for several times, the pressure of the product brake cavity B is finally stabilized at 8 MPa.

(2) Released braking state

The operating force F acting on the nut 1 is removed, and the hydraulic force and the spring force acting on the plunger 12 push the plunger to move upwards until the plunger 12

2, the orifice of the small hole is separated from the conical surface of the conical valve 14, so that the brake cavity B is communicated with the oil return cavity R to realize the pressure relief of the brake cavity B and the brake is released.

SUMMERY OF THE UTILITY MODEL

Purpose of the utility model

The emergency brake system aims to solve the technical problem that an emergency brake system cannot be normally used due to oscillation of output pressure during ground braking of an original aircraft hydraulic brake valve. The utility model provides a through output channel adoption increase check valve, the form that the oil return adopted the choke valve, eliminate the product and produce the problem of oscillation, reduced check valve and choke valve and corresponding pipeline in the system simultaneously, the product integrates the degree height, and the occupation space is little, the weight of product after the at utmost lightens improvement.

Technical solution of utility model

The utility model discloses a realize through following technical scheme.

A hydraulic brake valve stabilizing mechanism for an aircraft brake comprises a valve arranged at an output port of a brake cavity B, wherein the drift diameter of the valve is communicated with the brake cavity B, a steel ball II is arranged between the valve and an aircraft wheel brake cavity D, one end of a hole in a throttle plate is communicated to the steel ball II, the other end of the hole is communicated to the brake cavity B, and when the hydraulic brake valve outputs brake pressure to an aircraft wheel brake device, the pressure in the brake cavity B pushes the steel ball to be communicated with the aircraft wheel brake cavity D through the drift diameter of the valve; when the airplane wheel brake cavity D returns oil, the valve is sealed by the steel ball, and oil flows into the brake cavity B after passing through the throttle sheet, so that the impact of the oil return pressure of the airplane wheel brake cavity D is greatly reduced.

Preferably, in order to ensure that the brake output pressure of the product is reduced quickly, the steel ball II props against the valve under the action of the spring seat and the spring, the brake cavity B and the wheel brake cavity D are sealed, and the screw plug is in threaded connection with the valve body and used for fixing the spring.

Preferably, in order to ensure that the pressure relief and oil return pressure impact of the product release brake is small, the throttle plate is fixedly connected with the plug on the valve body through threads, and a sealing ring is arranged between the plug and the valve body, so that an oil return passage is sealed with the outside.

Preferably, the throttle plate has 5 plates.

Preferably, in order to ensure the manufacturability of the oil return passage of the product, the oil return passage is sealed by a plug II.

The utility model has the advantages that: the problem that an emergency brake system cannot be normally used due to oscillation of output pressure during ground braking of an original airplane hydraulic brake valve is solved. The output passage adopts the form of adding a check valve and returning oil by adopting a throttle valve, the problem that the product generates oscillation is eliminated, meanwhile, the product integration degree is high (the check valve, the throttle valve and the corresponding pipeline are reduced in the system), the occupied space is small, and the weight of the improved product is reduced to the maximum extent.

Drawings

Fig. 1 is a structural view of a conventional hydraulic brake valve.

Fig. 2 is an external view of the improved hydraulic brake valve.

Fig. 3 is a sectional view taken along line a-a in fig. 2.

In the figure: 1-nut, 2-lock nut, 3-sleeve, 4-thread sleeve, 5-spring component, 6-compression spring, 7-nut, 8-decompression spring component, 9-spring, 10-compression spring, 11-bush component, 12-plunger, 13-plunger component, 14-conical valve, 15-steel ball I, 16-valve body, 17-sealing ring, 18-plug I, 19-throttling sheet, 20-plug II, 21-plug screw, 22-spring, 23-spring seat, 24-steel ball II and 25-valve.

Detailed Description

The utility model provides a hydraulic brake valve stabilizing mean for aircraft brake, including setting up in the valve 25 of brake chamber B delivery port department, the latus rectum and the brake chamber B UNICOM of valve 25, steel ball II 24 sets up between valve 25 and wheel brake chamber D, hole one end UNICOM to steel ball II 24 department on 5 throttle plates 19, other end UNICOM to brake chamber B, steel ball II 24 withstands valve 25 sealed brake chamber B and wheel brake chamber D under spring holder 23 and spring 22's effect, plug screw 21 threaded connection is used for fixed spring 22 on valve body 16. The plug I18 is screwed to the valve body 16 and fixes the throttle plate 19. The oil return passage is sealed from the outside by a plug II 20. A sealing ring 17 is arranged between the plug I18 and the valve body 16.

When the mechanism outputs brake pressure to the airplane wheel brake device through a hydraulic brake valve, the pressure in a brake cavity B pushes open a steel ball II 24 to be communicated with an airplane wheel brake cavity D through the diameter of a valve 25; when the airplane wheel brake cavity D returns oil, the valve 25 is sealed by the steel ball II 24, and the oil flows into the brake cavity B after passing through the throttle plate 19.

The above embodiments are only for illustrating the technical conception and the features of the present invention, and the purpose thereof is to enable those skilled in the art to understand the contents of the present invention and to implement the present invention, and the protection scope of the present invention should not be limited thereby, and all equivalent changes or modifications made according to the spirit of the present invention should be covered by the protection scope of the present invention.

Claims

1. A hydraulic brake valve stabilizing mechanism for an aircraft brake is characterized by comprising a valve (25) arranged at an output port of a brake cavity B, wherein the drift diameter of the valve (25) is communicated with the brake cavity B, a steel ball II (24) is arranged between the valve (25) and an aircraft wheel brake cavity D, one end of a hole in a throttle plate (19) is communicated with the steel ball II (24), the other end of the hole is communicated with the brake cavity B, and when the hydraulic brake valve outputs brake pressure to an aircraft wheel brake device, pressure in the brake cavity B pushes open a steel ball (9) to be communicated with the aircraft wheel brake cavity D through the drift diameter of the valve (25); when the airplane wheel brake cavity D returns oil, the valve (25) is sealed by the steel ball (9), and oil flows into the brake cavity B after passing through the throttle plate (19).

2. A hydraulic brake valve stabilizing mechanism for aircraft brakes according to claim 1, characterized in that the steel ball ii (24) is pressed against the valve (25) by the spring seat (23) and the spring (22) to seal the brake chamber B and the wheel brake chamber D, and the screw plug (21) is screwed to the valve body (16) to fix the spring (22).

3. A hydraulic brake valve stabilising mechanism for aircraft brakes according to claim 2, characterised in that the plug i (18) is screwed onto the valve body (16) and secures the throttle plate (19).

4. A hydraulic brake valve stabilising mechanism for aircraft brakes according to claim 1, characterised in that the throttle plate (19) has 5 plates.

5. A hydraulic brake valve stabilising mechanism for aircraft brakes according to claim 1, characterised in that the return passage is sealed from the outside by a plug ii (20).

6. A hydraulic brake valve stabilising mechanism for aircraft brakes according to claim 3, characterised in that a sealing ring (17) is provided between the plug i (18) and the valve body (16).