EP0333469A1 - Hydraulisches Flusssystem - Google Patents

Hydraulisches Flusssystem Download PDF

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Publication number
EP0333469A1
EP0333469A1 EP89302590A EP89302590A EP0333469A1 EP 0333469 A1 EP0333469 A1 EP 0333469A1 EP 89302590 A EP89302590 A EP 89302590A EP 89302590 A EP89302590 A EP 89302590A EP 0333469 A1 EP0333469 A1 EP 0333469A1
Authority
EP
European Patent Office
Prior art keywords
motor
displacement
hydraulic fluid
line
flow system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP89302590A
Other languages
English (en)
French (fr)
Inventor
David Waddleton
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dowty Rotol Ltd
Original Assignee
Dowty Rotol Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dowty Rotol Ltd filed Critical Dowty Rotol Ltd
Publication of EP0333469A1 publication Critical patent/EP0333469A1/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03C—POSITIVE-DISPLACEMENT ENGINES DRIVEN BY LIQUIDS
    • F03C1/00—Reciprocating-piston liquid engines
    • F03C1/02—Reciprocating-piston liquid engines with multiple-cylinders, characterised by the number or arrangement of cylinders
    • F03C1/06—Reciprocating-piston liquid engines with multiple-cylinders, characterised by the number or arrangement of cylinders with cylinder axes generally coaxial with, or parallel or inclined to, main shaft axis
    • F03C1/0678—Control
    • F03C1/0686—Control by changing the inclination of the swash plate

Definitions

  • This invention relates to an hydraulic flow system and, in particular, to an hydraulic flow system for use in the control of hydraulic systems of an aircraft, for example the flaps or slats.
  • the present invention is concerned with overcoming these problems and, in particular, providing an hydraulic flow system which incorporates a variable displacement motor having a simple, and effective control system/arrangement.
  • the altered torque requirement can be detected and the displacement of the motor can be adjusted accordingly, i.e. increased torque for increased displacement.
  • the displacement control means comprises a mechanical arrangement in which the variations in the motor's hydraulic fluid output pressure are used to directly adjust the displacement of the motor.
  • variable displacement motor is provided with a simple and effective displacement control means. This in turn means that the problem of the systems susceptibility to breakdown because of its complexity is removed whilst providing the hydraulic fluid flow system with all the advantages of a variable displacement motor.
  • the displacement control means comprises a mechanically operated system having a pressure displaceable member connected to the hydraulic fluid output line of the motor.
  • the pressure displaceable member moves so as to adjust the displacement of the motor in response to fluctuations in the output pressure in the output line of the motor.
  • the pressure displaceable member is a piston housed in a casing wherein a torsion spring acts on one side of the piston and the hydraulic fluid output from the motor acts on the other side.
  • the displacement control means is a simple pressure balancing arrangement which, as will be appreciated by those in the industry, is not susceptible to frequent malfunction/­failure.
  • the displacement control means further comprises a fulcrumed bar arrangement which is used to transmit the displacement change requirement to the motor.
  • the displacement control means incorporates at least one hydraulic stop arrangement to prevent over adjustment of the motor displacement.
  • the displacement control means incorporates at least one mechanical stop means to prevent over adjustment of the motor displacement.
  • at least one mechanical stop means to prevent over adjustment of the motor displacement.
  • two stops are provided. This arrangement may include a combination of hydraulic and mechanical stop means.
  • the means to restrict the flow of fluid on the output side of the variable displacement motor is a flow restrictor valve or a flow control valve.
  • the invention includes a control system of a variable displacement motor having an hydraulic fluid flow system in accordance with the invention.
  • the invention includes a hydraulic fluid flow system made in accordance with the present invention when used to extend and/or retract an aircraft flap and/or slat system.
  • a hydraulic flow system in accordance with the present invention comprises: - a variable displacement motor 1; - a brake solenoid valve 2; - an extend solenoid valve 3; - a retract solenoid valve 4; - a speed change solenoid valve 5; - a flow control valve 6; - a pressure maintaining valve 7; - a speed change valve 8; - a shuttle valve 9; - a master motor brake control valve 10; and - a brake means 11.
  • the master motor brake control valve 10 is a multi-port switching valve which includes: - a displaceable element 12; - a control valve centering means 13, which comprises a simple spring arrangement set so that on pressure failure of the system the displaceable element 12 is forced to to centre/null position and therefore the system is effectively shutdown; - fifteen flow ports 14 - 28; and - two pressure displacements ports 29 and 30.
  • each of the solenoid valves 2, 3, 4, 5 comprises a simple two way shuttle valve in which the position of the shuttle element is controlled by a solenoid.
  • the speed change valve 8 comprises a displacement element 31 having two lands 31 a and 31 b , and a displacing means 32.
  • the displacement element 31 is moved against the action of the displacing means 32 in a direction indicated by arrow C.
  • the variable displacement motor 1 has a drive shaft 33 for connection to the flaps and has associated therewith a pressure responsive linkage arrangement which comprises: - a piston 34 housed in a casing 35, and having a torsion spring 36 acting thereon so as to force the piston in a direction indicated by the arrow A; and - a displacement transmission bar 37 which is pivoted about a fulcrum 38 on the motor casing (not shown) and acts on the input and output sides of the motor so as to vary the displacement of the motor.
  • a pressure responsive linkage arrangement which comprises: - a piston 34 housed in a casing 35, and having a torsion spring 36 acting thereon so as to force the piston in a direction indicated by the arrow A; and - a displacement transmission bar 37 which is pivoted about a fulcrum 38 on the motor casing (not shown) and acts on the input and output sides of the motor so as to vary the displacement of the motor.
  • a mechanical stop (not shown) is provided on the pressure responsive linkage arrangement. Further, to prevent the output fluid flow from the motor being increased to a level in which it exceeds a preset value a hydraulic stop arrangement is provided in the pressure responsive linkage arrangement.
  • the drive shaft 33 of the motor passes through the brake means 11 prior to connection to the associated flap system.
  • the system further includes an electrical connection bank 39 through which the system is interfaced with a control computer (not shown) or microprocessor (not shown); and a pressure switch 40.
  • the electrical connection bank 39 connects the solenoid valves 2, 3, 4, 5 and the pressure switch 40 with the control computer. Thereby control of the system, and therefrom the flaps, is affected by the control computer.
  • Hydraulic fluid from a reservoir enters the system by means of an input line 41 to a filter means 42.
  • a line 43 interconnects the filter means and the input side of the pressure maintaining valve 7.
  • a line 44 is branched from the line 43 and connects to the port 17 of the master control valve 10.
  • a line 45 connects the output side of the pressure maintaining valve 7 and the port 23 of the master brake control valve 10.
  • the line 45 has three branch lines 46, 47 and 48, each of which passes to the down side port of the extend solenoid valve 3, retract solenoid valve 4 and the speed change solenoid 5 respectfully.
  • Each of the lines 46, 47, 48, is provided with a restrictor 49, 50, 51 and a filter 52, 53, 54, respectfully.
  • the restrictors 49, 50 in the lines 46, 47 control the speed of movement of the displaceable element 12 of the master control valve 10, when the flaps are required to change extend to retract or vice-­versa.
  • the restrictor 51 in the line 48 controls the speed of movement of the displaceable element 31 when a change in the speed of movement of the flaps to a high speed response is required.
  • a restrictor 75 controls the speed of movement of the displaceable element 31 on change to low speed response.
  • a line 55 connects a first side of the motor with the port 24 of the master control valve 10, and a line 56 connects a second side of the motor with port 20 of the master control valve.
  • a line 57 having a filter means 58 connects port 14 of the master control valve 10 with the down side of brake solenoid valve 2.
  • Two branch lines 59 and 60 are provided in the line 57.
  • the first branch line 59 is connected to the pressure switch 40 and the second branch line 60 which has a restrictor 61 therein, is connected to a solenoid common line 62.
  • the pressure drop across the restrictor 61 is considerable so as to ensure that when the system is shut down the pressure in the hydraulic fluid flow system falls as a whole.
  • the solenoid common line 62 is connected to the upper ports of the brake solenoid valve 2, the extend solenoid valve 3, the retract solenoid 4 and the speed change solenoid 5 prior to passing to the reservoir. This line 62 enables the hydraulic flow system pressure to be collapsed to normal on shut down of the system, thereby preventing the system or a part thereof being maintained under pressure.
  • the central port of the brake solenoid valve 2 is connected by means of a line 63 to the brake means 11.
  • the line 63 can be connected to either the line 57 or the line 62 depending on system requirement by means of the brake solenoid valve 2.
  • the central port of the extend solenoid 3 is connected to the pressure displacement port 30 of the master control valve 10 by a line 64.
  • the line 64 is connected to the line 62 or the line 46 depending upon the position of the extend solenoid valve 3.
  • the line 64, or the line 65 provide the necessary system pressure to bring about the required movement in either the direction indicated by the arrow B, or the arrow B′, of the displacement element 12 of the master control valve 10 under extension, or retraction, of the flaps respectively.
  • the central port of the retract solenoid valve 3 is connected to the port 29 of the master control valve by a line 65 and to the upper port of the shuttle valve 9 by a line 66 which is branched from the line 65.
  • the lower port of the shuttle valve 9 is connected to the casing 35 of the pressure responsive linkage via a line 67, so as to provide the system with a hydraulic stop arrangement which prevents over retraction of the flaps.
  • the central port of the shuttle valve 9 is connected to reservoir.
  • the speed control valve 8 has five port connections 68, 69, 70, 71 and 72.
  • the first port 68 is connected by a line 73, having a restrictor 74, to the central port of the speed change solenoid valve 5. This port provides the necessary fluid under pressure to enable the displaceable element 31 to be moved in direction C against the action of the displacing means 32 of the valve 8.
  • the second port 69 is situated between the two lands 31 a and 31 b of the displaceable element 12 and is connected by a line 75, and a branch line 76 therefrom, to the ports 19 and 27 of the master control valve.
  • the third port 70 which is connected so that it opposes the influence of the first port 69 is connected to reservoir, via the solenoid common line 62.
  • the fourth port 71 is connected to the input side of the flow control valve 6 by a line 77 and to the casing 35 of the guide linkage arrangement by a branch line 78 of line 77, which has a restrictor 79 therein.
  • the fifth port 72 is connected to the line 77 at a position prior to the flow control valve 6 by a line 80 having a restrictor 81 therein.
  • the fourth and fifth ports are arranged so that under certain operating conditions the fourth port 71 is closed by the displaceable element 31 and fluid flow is by means of the fifth port 72 only.
  • the output side of the flow control valve is connected to reservoir by a line 82.
  • the remaining ports 15, 16, 18, 21, 22, 25, 26, 28 of the master control valve 10 are not used in this embodiment of the invention.
  • the flow system has two basic modes of operation, extension and retraction.
  • the extension mode of operation of the system is as shown in Figure 1, in this case: - brake solenoid valve 2 connects line 63 with line 57; - extend solenoid valve 3 connects line 46 with line 64; - retract solenoid valve 4 is de-energised therefore line 65 is connected with the solenoid common line 62; and - as the system is running at slow speed for movement of the flaps the speed change solenoid valve 5 connects line 73 to the common solenoid line 62.
  • the port of the master control valve 10 are interconnected by means of the displaceable element 12 so that: - line 44 is in communication with line 57; - line 45 is in communication with line 56; - line 76 is closed; - line 75 is in communication with line 55; and - line 65 simply connects line 62 to the shuttle valve 9.
  • the extend solenoid valve 3 is de-energised.
  • line 64 is placed into communication with the common solenoid line 62 ,and not line 46 and the retract solenoid valve 4 is energised placing line 47 in communication with line 65.
  • the pressure in the 64 is thereby reduced and the pressure in the line 65 is increased, the combination of which causes the displaceable element 12 of the master control valve 10 to move in the direction indicated by the arrow B′ and line 67 to connect to return.
  • the speed of this movement is dependent upon the size of the restrictor 50.
  • the master control valve 10 is configured so that: - line 44 is connected to line 57 by a channel 83 in the displaceable element; - line 76 is connected to the line 56 by means of the port 19; and - line 45 is connected to the line 55.
  • the fourth port 71 of the speed change valve is opened, increasing the pressure of fluid in line 77, and branch line 78. This in turn causes the pressure displacement linkage to adjust the displacement of the motor.
  • controlling the pressure in line 73 by adjusting the speed change solenoid valve 5 enables the speed of the motor to be easily controlled.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fluid-Pressure Circuits (AREA)
EP89302590A 1988-03-18 1989-03-16 Hydraulisches Flusssystem Withdrawn EP0333469A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8806557 1988-03-18
GB888806557A GB8806557D0 (en) 1988-03-18 1988-03-18 Hydraulic flow system

Publications (1)

Publication Number Publication Date
EP0333469A1 true EP0333469A1 (de) 1989-09-20

Family

ID=10633717

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89302590A Withdrawn EP0333469A1 (de) 1988-03-18 1989-03-16 Hydraulisches Flusssystem

Country Status (2)

Country Link
EP (1) EP0333469A1 (de)
GB (1) GB8806557D0 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1101981A3 (de) * 1999-11-17 2003-09-10 Eaton Corporation Steuersystem eines Hydromotors

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1503350A1 (de) * 1960-07-06 1969-10-09 Citroen Sa Andre Verfahren und Vorrichtung zur Regelung hydraulischer Motoren
FR2424421A1 (fr) * 1978-04-26 1979-11-23 Sundstrand Corp Groupe moteur de commande
GB2117063A (en) * 1982-03-25 1983-10-05 Sundstrand Corp Drive units

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1503350A1 (de) * 1960-07-06 1969-10-09 Citroen Sa Andre Verfahren und Vorrichtung zur Regelung hydraulischer Motoren
FR2424421A1 (fr) * 1978-04-26 1979-11-23 Sundstrand Corp Groupe moteur de commande
GB2117063A (en) * 1982-03-25 1983-10-05 Sundstrand Corp Drive units

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1101981A3 (de) * 1999-11-17 2003-09-10 Eaton Corporation Steuersystem eines Hydromotors

Also Published As

Publication number Publication date
GB8806557D0 (en) 1988-04-20

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