CN217401302U - Vertical speed control device for aircraft test bench - Google Patents
Vertical speed control device for aircraft test bench Download PDFInfo
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- CN217401302U CN217401302U CN202220884498.2U CN202220884498U CN217401302U CN 217401302 U CN217401302 U CN 217401302U CN 202220884498 U CN202220884498 U CN 202220884498U CN 217401302 U CN217401302 U CN 217401302U
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Abstract
The utility model discloses a vertical speed control device for an aircraft test bench, which comprises an oil tank, a hydraulic cylinder and a hydraulic pump, wherein the hydraulic cylinder is divided into a rod cavity and a rodless cavity by a piston, a piston rod of the hydraulic cylinder is connected with an aircraft tire, the vertical speed control device also comprises a hydraulic accumulator, a first pilot electromagnetic valve, a first cartridge valve, a second pilot electromagnetic valve, a second cartridge valve and an electromagnetic directional valve, and the hydraulic accumulator is connected with the hydraulic pump and is arranged on a hydraulic oil path between the hydraulic pump and the hydraulic cylinder; first guide solenoid valve communicates the pressure oil of hydraulic pump respectively with the control interface of the first conductive magnetic valve of second, and first cartridge valve links to each other with first guide solenoid valve, and second cartridge valve links to each other with second guide solenoid valve, and first cartridge valve communicates with the rodless chamber of second cartridge valve through hydraulic line and pneumatic cylinder respectively, and the solenoid directional valve is equipped with main oil inlet P, main oil return T, and two hydraulic fluid ports, the utility model discloses the simulation aircraft provides accurate adjustable vertical impact speed loading.
Description
Technical Field
The utility model relates to an aircraft test rack especially relates to a vertical speed controlling means for aircraft test rack.
Background
The tire of the airplane is one of the important components of the airplane, plays a role in rolling and supporting during the take-off, landing and running processes of the airplane, and the performance of the tire directly determines the safety problem of the airplane. Therefore, it is necessary to test the dynamic performance of the tires of an aircraft before the aircraft is tried.
The aircraft tire dynamics equipment is mainly used for testing the stress and deformation conditions of the aircraft tire by simulating the landing and running processes of the aircraft. During landing and running of the airplane, the tires of the airplane impact the ground at a certain uncertain vertical speed (the highest impact end speed is not less than 3.05m/s), and meanwhile, the tires are loaded by downward stable vertical force due to the weight of the whole airplane, and how to control the vertical speed of the airplane test bench is a problem to be faced. For example, in the prior art, the test bed and the test method (publication number: CN110816887A) of the airplane wheel braking system simulate the ground load of an airplane through a loading system, integrate the driving system and the loading system, and complete the simulation of the whole machine take-off and landing braking system on the test bed to perform the ground sliding test of the airplane wheel braking system on an airplane runway, so that the risk in the test process is reduced, but the accurate adjustable vertical impact speed loading is not provided.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a vertical speed controlling means for aircraft test rack to realize accurate adjustable vertical impact speed loading.
Based on the above-mentioned purpose, the utility model provides a technical scheme as follows:
a vertical speed control device for an aircraft test bench comprises an oil tank, a hydraulic cylinder and a hydraulic pump, wherein a piston and a piston rod are arranged in the hydraulic cylinder, the hydraulic cylinder is divided into a rod cavity and a rodless cavity by the piston, one end of the piston rod is fixedly connected with the piston, the other end of the piston rod extends out of a cylinder cover of the hydraulic cylinder and is connected with an aircraft tire, the oil inlet end of the hydraulic pump and the rod cavity of the hydraulic cylinder are connected with the oil tank through a hydraulic pipeline or a reversing valve, the oil outlet of the hydraulic pump is connected with the rodless cavity of the hydraulic cylinder through the hydraulic pipeline or the reversing valve,
the hydraulic control system also comprises a hydraulic energy accumulator, a first pilot electromagnetic valve, a first cartridge valve, a second pilot electromagnetic valve, a second cartridge valve, an electromagnetic directional valve and a controller;
the first pilot electromagnetic valve is provided with three oil ports: a first oil port of the hydraulic pump is communicated with an oil tank loop, a second oil port of the hydraulic pump is communicated with the hydraulic pump, a third oil port of the hydraulic pump is communicated with a control port of the first cartridge valve, and the first oil port is communicated with one of the second oil port and the third oil port;
the second pilot electromagnetic valve is provided with three oil ports: a first oil port of the hydraulic pump is communicated with an oil tank loop, a second oil port of the hydraulic pump is communicated with the hydraulic pump, a third oil port of the hydraulic pump is communicated with a control port of the second cartridge valve, and the first oil port is communicated with one of the second oil port and the third oil port;
the electromagnetic directional valve is provided with a main oil inlet P, a main oil return port T, a working oil port A and a working oil port B, and the working oil inlet A and the working oil return port B of the electromagnetic directional valve are respectively communicated with a rod cavity of the hydraulic cylinder and a rodless cavity of the hydraulic cylinder;
the hydraulic accumulator is connected with the hydraulic pump and arranged on a hydraulic oil path between the hydraulic pump and the hydraulic cylinder, an oil inlet of the first cartridge valve, a second oil port of the first pilot electromagnetic valve, a second oil port of the second pilot electromagnetic valve and a main oil inlet P of the electromagnetic directional valve are all connected with the hydraulic accumulator, an oil inlet of the second cartridge valve and the rod cavity are communicated with an oil outlet of the first cartridge valve, and the rodless cavity is communicated with an oil outlet of the second cartridge valve;
the controller is respectively connected with the first pilot electromagnetic valve, the first cartridge valve, the second pilot electromagnetic valve, the second cartridge valve and the electromagnetic directional valve.
When loading needs to be provided for simulating that the airplane is subjected to downward vertical force, the electromagnetic directional valve is powered off, the first pilot electromagnetic valve is powered on, the first cartridge valve is opened, the rod cavity and the rodless cavity of the hydraulic cylinder are communicated to form differential connection, meanwhile, the second pilot electromagnetic valve is powered on, the second cartridge valve is synchronously opened, the hydraulic accumulator outputs high-pressure oil to a differential circuit, the hydraulic cylinder is pushed to drive the airplane tire to accelerate downward, and finally the ground is impacted at a set vertical speed; when the airplane tire needs to be reset, the first pilot electromagnetic valve and the second pilot electromagnetic valve are powered off, the first cartridge valve and the second cartridge valve are synchronously closed, the electromagnetic directional valve is opened, and the adjusting hydraulic cylinder drives the airplane tire to reset.
As a further mode, the electromagnetic directional valve is a three-position four-way electromagnetic directional valve.
The electromagnetic reversing valve can be a two-position four-way electromagnetic reversing valve, a servo valve or a three-position four-way electromagnetic reversing valve, but the three-position four-way electromagnetic reversing valve is in a preferred mode, and a main oil inlet P of the three-position four-way electromagnetic reversing valve is communicated with a hydraulic pump, a main oil return port T of the three-position four-way electromagnetic reversing valve is communicated with an oil tank, and a working oil inlet A and a working oil return port B of the three-position four-way electromagnetic reversing valve are respectively communicated with a rod cavity of the hydraulic cylinder and a rodless cavity of the hydraulic cylinder.
As a further mode, the first pilot electromagnetic valve and the second pilot electromagnetic valve are both two-position three-way electromagnetic valves.
First oil ports of the first pilot electromagnetic valve and the second pilot electromagnetic valve are communicated with an oil tank loop, second oil ports of the first pilot electromagnetic valve and the second pilot electromagnetic valve are communicated with a hydraulic pump, a third oil port of the first pilot electromagnetic valve is communicated with a control port of the first cartridge valve, and a third oil port of the second pilot electromagnetic valve is communicated with a control port of the second cartridge valve.
As a further feature, the device further includes a damping orifice,
the damping hole is arranged at the oil inlets of the first pilot electromagnetic valve and the second pilot electromagnetic valve,
the damping holes are further formed between the first pilot electromagnetic valve and the first cartridge valve and between the second pilot electromagnetic valve and the second cartridge valve.
The damping orifice is provided to keep the output pressure unaffected by the load change, i.e., to maintain a stable output pressure.
As a further mode, the hydraulic accumulator is a high-pressure accumulator.
The high-pressure energy accumulator is an energy storage unit in a hydraulic pneumatic device, the lowest working pressure of the high-pressure energy accumulator is required to be greater than the pre-charging pressure, the high-pressure energy accumulator firstly converts the energy in the system into compression energy or potential energy to be stored, and when the system is required, the compression energy or the potential energy is converted into hydraulic pressure or air pressure and the like to be released and supplied to the system again. When the instantaneous power demand of the system is increased, the system can absorb the energy of the part to ensure that the pressure of the whole system is normal. The characteristic that the hydraulic energy accumulator can instantly release large-flow high-pressure hydraulic oil is utilized, the large-flow high-pressure oil is provided for the loading oil cylinder during vertical speed operation, and the installed power of a hydraulic system is reduced.
As a further mode, the device further comprises a displacement sensor, wherein the displacement sensor is arranged on the hydraulic cylinder and is connected with the controller.
The displacement of the hydraulic cylinder is controlled through the working position of the electromagnetic directional valve of the controller, the displacement of the hydraulic cylinder is fed back to the controller through the displacement sensor, and the controller realizes PID closed-loop control of the position of the hydraulic cylinder, so that the control precision of the initial set position of the hydraulic cylinder is ensured.
The utility model discloses the beneficial effect who realizes:
1. the utility model provides loading for simulating the stable vertical force applied by the plane downwards;
2. the utility model utilizes the characteristic that the hydraulic energy accumulator can instantly release large flow of high pressure hydraulic oil, provides large flow of high pressure oil for the loading hydraulic cylinder during vertical speed operation, and reduces the installed power of the hydraulic device;
3. the utility model discloses can improve test bench automated control degree through the program setting of controller.
Drawings
Fig. 1 is a schematic diagram of an embodiment of the present invention;
fig. 2 is a schematic control diagram of a controller according to an embodiment of the present invention.
Wherein: 1. the hydraulic control system comprises a hydraulic pump, 2, an electromagnetic directional valve, 3, a hydraulic cylinder, 4, an aircraft tire, 5, a first pilot electromagnetic valve, 6, a first cartridge valve, 7, a second pilot electromagnetic valve, 8, a second cartridge valve, 9, a hydraulic accumulator, 10, an oil tank, 20, a damping hole, 100, a controller, 101 and a displacement sensor.
Detailed Description
As shown in fig. 1 and 2, a vertical speed control device for an aircraft test bench comprises an oil tank 10, a hydraulic cylinder 3 and a hydraulic pump 1, wherein a piston and a piston rod are arranged in the hydraulic cylinder 3, the hydraulic cylinder 3 is divided into a rod cavity and a rodless cavity by the piston, one end of the piston rod is fixedly connected with the piston, the other end of the piston rod extends out of a cylinder cover of the hydraulic cylinder 3 and is connected with an aircraft tire 4, an oil inlet end of the hydraulic pump 1 and the rod cavity of the hydraulic cylinder 3 are both connected with the oil tank 10 through hydraulic pipelines, an oil outlet of the hydraulic pump 1 is connected with the rodless cavity of the hydraulic cylinder 3 through the hydraulic pipelines, a hydraulic energy accumulator 9 is arranged at an outlet of the hydraulic pump 1 and is used for providing large-flow hydraulic oil required by the hydraulic cylinder 3 for simulating the vertical speed of the aircraft tire, and the hydraulic energy accumulator 9 is a high-pressure energy accumulator; the first cartridge valve 6 is connected with a hydraulic accumulator 9 and a rod cavity of the hydraulic cylinder 3, and the opening and the closing of the first cartridge valve are controlled by a first pilot electromagnetic valve 5; the second cartridge valve 8 is connected with a rod cavity of the loading hydraulic cylinder 3 and a rodless cavity of the loading hydraulic cylinder 3, when the second cartridge valve 8 is opened, the rodless cavity and the rod cavity of the hydraulic cylinder 3 are communicated to form differential connection, and the opening and the closing of the differential connection are controlled by a second pilot electromagnetic valve 7; the electromagnetic directional valve 2 adjusts the height between the aircraft tire 4 and the ground by adjusting the extension and retraction of the hydraulic cylinder 3.
Specifically, the hydraulic accumulator 9 is a high-pressure accumulator, the electromagnetic directional valve 2 is a three-position four-way electromagnetic directional valve, the first pilot electromagnetic valve 5 and the second pilot electromagnetic valve 7 are both two-position three-way valves, and damping holes are formed in an oil inlet of the first pilot electromagnetic valve 5, an oil inlet of the second pilot electromagnetic valve 7, a position between the first pilot electromagnetic valve 5 and the first cartridge valve 6, and a position between the second pilot electromagnetic valve 7 and the second cartridge valve 8. The displacement sensor 101 is arranged on the hydraulic cylinder 3 and connected with the controller 100, the displacement of the hydraulic cylinder 3 is controlled through the working position of the electromagnetic directional valve 2 of the controller, the displacement of the hydraulic cylinder 3 is fed back to the controller 100 through the displacement sensor 101, and the controller controls the position of the hydraulic cylinder 3 through PID closed-loop control, so that the control precision of the initial setting position of the hydraulic cylinder 3 is ensured.
According to the conservation of energy, neglecting the influence of friction force and back pressure, the kinetic energy of the airplane tire 4 at the moment of falling to the ground is equal to the sum of the work of the hydraulic system and gravity on the hydraulic cylinder 3. Meanwhile, neglecting the compressibility of the hydraulic oil, the flow of the pressure oil output by the hydraulic accumulator 9 is equal to the difference value of the volume changes of the rodless cavity and the rod cavity of the hydraulic cylinder 3. Meanwhile, assuming that the hydraulic accumulator (high-pressure accumulator) 9 is an adiabatic process in the process of releasing the pressure oil, the relationship between the set vertical target speed V of the aircraft tire 4 and the initial height H of the aircraft tire 4 is determined. In this process, the lowest working pressure P2 of the hydraulic accumulator (high-pressure accumulator) 9 needs to be greater than the pre-charge pressure P0, i.e., P2> P0.
In order to realize the purpose of automatic control, the device is further provided with a controller 100, the controller 100 is respectively connected with all electric devices in the device, namely the controller is respectively connected with the first pilot electromagnetic valve 5, the second pilot electromagnetic valve 7 and the electromagnetic directional valve 2, the controller 100 can set a program, and through the program setting of the controller 100, the controller 100 can preset a lifting height according to a vertical target speed, so that the labor intensity of operators is reduced, and the automatic control degree of the test bench is favorably improved.
The specific working process is as follows:
1. a preparation stage: starting a hydraulic pump 1, adjusting a hydraulic cylinder 3 to drive an aircraft tire 4 to rise to a preset height by controlling an electromagnetic directional valve 2 according to a set vertical target speed, and when the aircraft tire reaches the preset height, powering off the electromagnetic directional valve and keeping the hydraulic cylinder at a set height position; meanwhile, the hydraulic pump 1 outputs pressure oil to a hydraulic accumulator (high-pressure accumulator) 9 to be stored in the form of pressure energy;
2. a falling stage: the electromagnetic directional valve 2 is de-energized, the first pilot electromagnetic valve 5 is energized, the port a and the port c of the first pilot electromagnetic valve 5 are communicated, the control port X of the first cartridge valve 6 is communicated with an oil tank through the first pilot electromagnetic valve 5, the A1 and the A2 of the first cartridge valve 6 are communicated, and the rod cavity and the rodless cavity of the hydraulic cylinder 3 are communicated to form differential connection. Similarly, the second pilot electromagnetic valve 7 is electrified, the second cartridge valve 8 is synchronously opened, the hydraulic accumulator 9 outputs high-pressure oil to the differential circuit, the hydraulic cylinder 3 is pushed to drive the airplane tire 4 to accelerate downwards, and finally the ground is impacted at a set vertical speed;
3. a reset stage: the first pilot electromagnetic valve 5 and the second pilot electromagnetic valve 7 are de-energized, ports b and c of the first pilot electromagnetic valve 5 and the second pilot electromagnetic valve 7 are communicated, the control port X of the first cartridge valve 6 is communicated with the hydraulic accumulator 9 through the first pilot electromagnetic valve 5, and under the action of high-pressure control oil, the ports a1 and a2 of the first cartridge valve 6 and the second cartridge valve 8 are synchronously closed. And opening the electromagnetic directional valve 2, and adjusting the hydraulic cylinder 3 to drive the aircraft tire 4 to reset upwards.
Finally, it should be noted that the above-mentioned embodiments illustrate rather than limit the scope of the invention, and that modifications of equivalent forms to those skilled in the art after reading the present invention are intended to fall within the scope of the appended claims.
Claims (6)
1. A vertical speed control device for an aircraft test bench comprises an oil tank, a hydraulic cylinder and a hydraulic pump, wherein a piston and a piston rod are arranged in the hydraulic cylinder, the hydraulic cylinder is divided into a rod cavity and a rodless cavity by the piston, one end of the piston rod is fixedly connected with the piston, the other end of the piston rod extends out of a cylinder cover of the hydraulic cylinder and is connected with an aircraft tire, the oil inlet end of the hydraulic pump and the rod cavity of the hydraulic cylinder are connected with the oil tank through a hydraulic pipeline or a reversing valve, the oil outlet of the hydraulic pump is connected with the rodless cavity of the hydraulic cylinder through the hydraulic pipeline or the reversing valve, and the vertical speed control device is characterized in that,
the hydraulic control system also comprises a hydraulic energy accumulator, a first pilot electromagnetic valve, a first cartridge valve, a second pilot electromagnetic valve, a second cartridge valve, an electromagnetic directional valve and a controller;
the first pilot electromagnetic valve is provided with three oil ports: a first oil port of the hydraulic pump is communicated with an oil tank loop, a second oil port of the hydraulic pump is communicated with the hydraulic pump, a third oil port of the hydraulic pump is communicated with a control port of the first cartridge valve, and the first oil port is communicated with one of the second oil port and the third oil port;
the second pilot electromagnetic valve is provided with three oil ports: a first oil port of the hydraulic pump is communicated with an oil tank loop, a second oil port of the hydraulic pump is communicated with the hydraulic pump, a third oil port of the hydraulic pump is communicated with a control port of the second cartridge valve, and the first oil port is communicated with the second oil port or the third oil port;
the electromagnetic directional valve is provided with a main oil inlet P, a main oil return port T, a working oil port A and a working oil port B, and the working oil inlet A and the working oil return port B of the electromagnetic directional valve are respectively communicated with a rod cavity of the hydraulic cylinder and a rodless cavity of the hydraulic cylinder;
the hydraulic accumulator is connected with the hydraulic pump and arranged on a hydraulic oil path between the hydraulic pump and the hydraulic cylinder, an oil inlet of the first cartridge valve, a second oil port of the first pilot electromagnetic valve, a second oil port of the second pilot electromagnetic valve and a main oil inlet P of the electromagnetic directional valve are all connected with the hydraulic accumulator, an oil inlet of the second cartridge valve and the rod cavity are all communicated with an oil outlet of the first cartridge valve, and the rodless cavity is communicated with an oil outlet of the second cartridge valve;
the controller is respectively connected with the first pilot electromagnetic valve, the first cartridge valve, the second pilot electromagnetic valve, the second cartridge valve and the electromagnetic directional valve.
2. The vertical speed control device for an aircraft test rig according to claim 1, wherein the electromagnetic reversing valve is a three-position, four-way electromagnetic reversing valve.
3. The vertical velocity control apparatus for an aircraft test rig according to claim 1,
the first pilot electromagnetic valve and the second pilot electromagnetic valve are both two-position three-way electromagnetic valves.
4. The vertical velocity control apparatus for an aircraft test rig according to claim 1, further comprising a damping orifice,
the damping hole is arranged at the oil inlets of the first pilot electromagnetic valve and the second pilot electromagnetic valve,
the damping holes are further formed between the first pilot electromagnetic valve and the first cartridge valve and between the second pilot electromagnetic valve and the second cartridge valve.
5. The vertical velocity control device for an aircraft test rig according to claim 1, wherein the hydraulic accumulator is a high pressure accumulator.
6. The vertical velocity control apparatus for an aircraft test rig according to any of claims 1 to 5, further comprising a displacement sensor provided on the hydraulic cylinder and connected to the controller.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220884498.2U CN217401302U (en) | 2022-04-18 | 2022-04-18 | Vertical speed control device for aircraft test bench |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220884498.2U CN217401302U (en) | 2022-04-18 | 2022-04-18 | Vertical speed control device for aircraft test bench |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217401302U true CN217401302U (en) | 2022-09-09 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202220884498.2U Active CN217401302U (en) | 2022-04-18 | 2022-04-18 | Vertical speed control device for aircraft test bench |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217401302U (en) |
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2022
- 2022-04-18 CN CN202220884498.2U patent/CN217401302U/en active Active
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