JP3729938B2 - Control circuit for control surface drive actuator - Google Patents

Description

※は圧力不定を示す
蓄圧器３７は、油圧回路内の低圧を所定圧（一般に５０ＰＳＩ程度）に保つためのもので、その所定圧は、蓄圧器３７の内部に設けられたリリーフ弁４１のリリーフ圧に相当する。
【００３７】
以上説明した各部の油圧回路における接続関係は、次のとおりである。まず、供給ポートＰと減圧弁２９の入力ポート２９ｃとの間に、フィルタ２３と第１逆止弁２４を入れる。フィルタ２３の位置は供給ポートＰに近い側である。また、第１逆止弁２４の向きは供給ポート２３から減圧弁２９へと向かう作動油の流れを許容する向きにする。
【００３８】
次に、減圧弁２９の出力ポート２９ａをノード３８に接続するとともに、第１リリーフ弁３０の入力ポート３０ａ、第１コントロールバルブ３２の第１ポート３２ａ、第２コントロールバルブ３３の第１ポート３３ａ、及び、第１ソレノイドバルブ３５のポート３５ｂに接続する。
次に、第１リリーフ弁３０の出力ポート３０ｂをノード３９に接続するとともに、第１コントロールバルブ３２の第２ポート３２ｂ、第２コントロールバルブ３３の第２ポート３３ｂ、第１ソレノイドバルブ３５のポート３５ａ、第２ソレノイドバルブ３６のポート３６ａ、第２リリーフ弁３１の出力ポート３１ｂ、切換弁３４のポート３４ｇ、第２逆止弁２５と第３逆止弁２６との間のノード４２、及び、蓄圧器３７の入力ポート３７ａに接続する。
【００３９】
次に、第１コントロールバルブ３２の第３ポート３２ｃと切換弁３４のポート３４ｅとの間、第１コントロールバルブ３２の第４ポート３２ｄと切換弁３４のポート３４ｆとの間、第２コントロールバルブ３３の第３ポート３３ｄと切換弁３４のポート３４ｃとの間、第２コントロールバルブ３３の第４ポート３３ｅと切換弁３４のポート３４ｄとの間をそれぞれ接続する。
【００４０】
次に、切換弁３４のポート３４ｈと制御装置２０の第１アクチュエータ接続ポート２１（すなわちアクチュエータ１１の左側の室１５）との間、切換弁３４のポート３４ｉと制御装置２０の第２アクチュエータ接続ポート２２（すなわちアクチュエータ１１の右側の室１６）との間をそれぞれ接続する。
次に、第１ソレノイドバルブ３５のポート３５ｃと切換弁３４の第１制御ポート３４ａとの間、第２ソレノイドバルブ３６のポート３６ｃと切換弁３４の第２制御ポート３４ｂとの間をそれぞれ接続し、さらに、切換弁３４の第２制御ポート３４ｂと減圧弁２９の制御ポート２９ｂとの間を接続する。
【００４１】
次に、第２リリーフ弁３１の入力ポート３１ａと第２ソレノイドバルブ３６のポート３６ｂ及びノード４０との間を接続する。
最後に、制御装置２０の第１アクチュエータ接続ポート２１とノード４２の間に第２逆止弁２５を接続するとともに、制御装置２０の第２アクチュエータ接続ポート２２とノード４２の間に第３逆止弁２６を接続し、さらに、制御装置２０の第１アクチュエータ接続ポート２１とノード４０の間に第４逆止弁２７を接続するとともに、制御装置２０の第２アクチュエータ接続ポート２２とノード４０の間に第５逆止弁２８を接続する。第２逆止弁２５と第３逆止弁２６の向きは、ノード４２から制御装置２０の第１アクチュエータ接続ポート２１、第２アクチュエータ接続ポート２２への作動油の流れを許容する向きであり、また、第４逆止弁２７と第５逆止弁２８の向きは、制御装置２０の第１アクチュエータ接続ポート２１、第２アクチュエータ接続ポート２２からノード４０への作動油の流れを許容する向きである。
（１）……ノーマルモード………ＦＢＷモード
このような構成において、制御装置２０の供給ポートＰに高圧の作動油を加えた状態で、第１ソレノイドバルブ３５と第２ソレノイドバルブ３６に電気信号Ｓｃ、Ｓｄを入力すると、これら二つのソレノイドバルブ３５、３６は、図４（ｂ）に示すポジションに切り替わり、ポート３５ｂとポート３５ｃの間、ポート３６ｂとポート３６ｃの間をそれぞれ接続する。したがって、減圧弁２９の出力ポート２９ａに現れた半減圧の作動油が、第１ソレノイドバルブ３５のポート３５ｂ−ポート３５ｃを介して、切換弁３４の第１制御ポート３４ａに加えられる結果、上表１より、切換弁３４は図６（ｂ）に示す右ポジションに切り替わる。
【００４２】
図７は、そのときの状態図である。この図において、第１コントロールバルブ３２の第３ポート３２ｃ、第４ポート３２ｄにつながる切換弁３４のポート３４ｅ、３４ｆは閉鎖状態にあり、第１コントロールバルブ３２は回路から切り離されている。このため、操舵入力に伴うリンク１９の動きは、制御装置２０の働きに何等関与しない。
【００４３】
今、第２コントロールバルブ３３に操縦電気信号Ｓａ、Ｓｂの一方を入力すると、第２コントロールバルブ３３は、図５（ｂ）又は、図５（ｃ）のいずれかのポジションになる。例えば、図５（ｂ）のポジションになると、減圧弁２９の出力ポート２９ａに現れた半減圧の作動油が、第２コントロールバルブ３３の第１ポート３３ａ、第３ポート３３ｄ、切換弁３４のポート３４ｃ、３４ｈを介して、アクチュエータ１１の左側の室１５に供給される。このため、ピストン１４が右方移動して右側の室１６の容積を縮小し、この室１６から流れ出した作動油が、切換弁３４のポート３４ｉ、３４ｄ、及び、第２コントロールバルブ３３の第４ポート３３ｅ、第２ポート３３ｂを介して、蓄圧器３７の入力ポート３７ａに流れ込む。
【００４４】
したがって、操縦電気信号Ｓａ（又はＳｂ）に応答してロッド１８がスムーズに正（又は負）方向に移動し、舵面１０の舵角が操作されるという純電気的な舵角制御作用が得られる結果、通常のＦＢＷモード、すなわち「ノーマルモード」を実現できる。
（２）……バイパスモード
次に、片系に障害が発生した場合の故障側と正常側の系の動作を説明する。ここでは、Ａ系を正常側、Ｂ系を故障側とする。
【００４５】
片系障害時の不都合は、正常側と故障側の双方にある。上述のとおり、両系が正常な場合、操舵に必要な駆動力はそれぞれの系で折半している。減圧弁の役目は専ら折半のために必要な半減圧を発生する点にある。しかし、片系障害時には正常側で全部の駆動力を負担しなくてはならないため、正常側の減圧弁の働きをストップ（すなわち非減圧に）しなければならないという不都合がある。一方、故障側では、その故障原因にかかわらずアクチュエータ１１が動かなくなるため、しかも、このアクチュエータ１１は舵面１０に機械的に連結しているため、正常側のアクチュエータ１１の負荷になるという不都合がある。本実施例の制御装置２０によれば、これら正常側と故障側の双方の不都合を解消できる。
【００４６】
まず、正常側の系（Ａ系）の不都合回避（非減圧）の動作を説明すると、上述のとおり、減圧弁２９は、制御ポート２９ｂに所定値以上の制御圧がかかっているときに、その出力ポート２９ａに半減圧を現すから、Ｂ系障害時にはＡ系の減圧弁２９の制御圧を遮断若しくは所定値以下に下げてやればよく、それには、第２ソレノイドバルブ３６の電気信号Ｓｄをオフにすればよい。
【００４７】
このようにすると、第２ソレノイドバルブ３６が、図４（ａ）に示すようなポジションとなり、ノード４０の高圧が遮断される結果、減圧弁２９の制御圧がゼロとなって非減圧動作を行うことができる。したがって、充分に大きな駆動力を発生して、必要な操舵力の全てをＡ系で負担できる。
一方、故障側の系の不都合回避は、故障側の系（Ｂ系）の第１ソレノイドバルブ３５の電気信号Ｓｃをオフにするとともに、第２ソレノイドバルブ３６の電気信号Ｓｄをオンにすればよい。このようにすると、図８に示すように、正常側の系（Ａ系）の駆動力で引きずられたロッド１８の動きにより、二つの室１５、１６の一方にいわゆるポンピング圧が発生し、このポンピング圧が、中立ポジション（注２）にある切換弁３４のポート３４ｈ（左側の室１５にポンピング圧が生じた場合；右側の室１６に生じた場合はポート３４ｉ）、ポート３４ｇ、及び、第１ソレノイドバルブ３５のポート３５ａ、３５ｃを経て、切換弁３４の第１制御ポート３４ａに加えられる結果、前表１より、切換弁３４を図８に示す中立ポジションに保持することができる。したがって、故障側の系（Ｂ系）のアクチュエータ１１の二つの室１５、１６の間が、切換弁３４のポート３４ｈ、３４ｉを介して直接つながれるから、二つの室１５、１６の間の流体移動がスムーズに行われ、正常側の系（Ａ系）に対する負荷となることはない。
【００４８】
なお、故障側の系（Ｂ系）の電気信号Ｓｃ、Ｓｄのオンオフは、別途に設けた故障監視装置等によって制御してもよいが、特に、第２ソレノイドバルブ３６の電気信号Ｓｄのオンについては、正常側の系の第２ソレノイドバルブ３６の電気信号Ｓｄのオフに同期させるのが望ましく、例えば、正常側の系の電気信号Ｓｄのオンオフ・リレーのオン接点（自系のＳｄが０Ｖになると所定の直流電圧を出力する接点）から取り出すようにしてもよい。
【００４９】
注２：切換弁３４の中立ポジション（図６（ｃ）のポジション）は、前表１によると、切換弁３４の第１制御ポート３４ａに高圧又はポンピング圧を印加することによって選択される。しかし、前表１に示す選択動作以外にも、障害発生の直後に一時的に生じる選択動作がある。切換弁３４は、故障が発生すると、図６（ｂ）のポジションから図６（ａ）のポジションへ移行しようとするが、その移行の途中で図６（ｃ）のポジション（中間ポジション）を一時的に通るからであり、この一時的な中間ポジションのときに、図８に示すように切換弁３４のポート３４ｈ（又は３４ｉ）→ポート３４ｇ→第１ソレノイドバルブ３５のポート３５ａ→ポート３５ｃ→切換弁３４の第１制御ポート３４ａという経路が作られるからである。すなわち、この経路によって切換弁３４の第１制御ポート３４ａにポンピング圧が供給された後は、前表１に従って中間ポジションが保持されるのである。
（３）……メカニカルモード
次に、油圧が正常な状態でＡ系とＢ系の双方に電気的な障害（例えば電源ダウン）が発生した場合、すなわちＦＢＷシステムの機能が失われた場合の動作を説明する。この場合には、操縦装置からの操舵入力をワイヤーやシャフト及び各種リンク等の機械的伝達手段を介して舵面１０にメカニカルに伝えることになるが、油圧がまだ生きているから、Ａ系とＢ系のアクチュエータ１１で操舵入力に応じた駆動力を発生し、油圧による補助操舵力を発生して操縦者の負担を軽減する。
【００５０】
電気的な障害、典型的には電源ダウンの場合の制御装置２０の状態は、初期状態と同じである（図１参照）。すなわち、切換弁３４が、図６（ａ）に示す左ポジションになり、第１ソレノイドバルブ３５及び第２ソレノイドバルブ３６が、図４（ａ）に示す右ポジションになる。したがって、切換弁３４の二つの制御ポート３４ａ、３４ｂに低圧の作動油が加えられるため、切換弁３４は左ポジションをそのまま保持し、その結果、第２コントロールバルブ３３が回路から切り離される。一方、第１コントロールバルブ３２に着目すると、第１コントロールバルブ３２の第３ポート３２ｃは、切換弁３４のポート３４ｅ→ポート３４ｈを経てアクチュエータ１１の左側の室１５につながっており、また、第１コントロールバルブ３２の第４ポート３２ｄは、切換弁３４のポート３４ｆ→ポート３４ｉを経てアクチュエータ１１の右側の室１６につながっている。前述したように、第１コントロールバルブ３２は、リンク１９の動き（すなわち操舵入力）に追従してポジションを切り替える（図３参照）ものであるから、結局、両系に電気的な障害が発生した場合には、両系のアクチュエータ１１で操舵入力に応じた補助操舵力を発生でき、操縦者の負担を軽減するという、メカニカル操縦系を構成できる。
【００５１】
なお、本実施例の第１コントロールバルブ３２は、センタリング機能付きのものを使用している。センタリング機能とは、例えば、バネ力によって第１コントロールバルブ３２を中立ポジション（図３（ａ）参照）に引き戻す機能のことである。この機能を備えると、次の特有なメリットが得られる。
上記メカニカル操縦系を構成している状態で、片系（便宜的にＡ系）のリンク１９やフィードバックリンクあるいは入力アーム等が破断した場合、Ａ系のアクチュエータ１１は完全に制御不能となり、ピストン１４が暴走状態に入る。このとき、両系のピストン１４の移動方向が偶然に逆向きになると、両系の駆動力が同等なため、舵面１０を介して両系の駆動力が衝突し、舵面１０がまったく動かなくなってしまうというきわめて危険な状態に陥る（但し、舵面１０に１００％のフォースファイトが作用している場合）。第１コントロールバルブ３２のセンタリング機能は、かかる危険な状態を回避するための対策である。すなわち、自片系のリンク１９やフィードバックリンクあるいは入力アーム等が破断した場合には、自系の第１コントロールバルブ３２がフリーとなって、センタリング機能が働く結果、図３（ａ）に示す中立ポジションとなり、自系のアクチュエータ１１への作動油の供給を遮断できるからである。
（４）……スレーブモード
次に、上記メカニカル操縦系を構成している状態（すなわち両系に電気的な障害が発生している状態）で、片系の油圧がダウンした場合の動作を説明する。この場合の制御装置２０の状態は、初期状態（図１参照）と同じである。
【００５２】
図１において、アクチュエータ１１の室１５（１６）は、切換弁３４のポート３４ｈ（３４ｉ）→ポート３４ｅ（３４ｆ）を介して第１コントロールバルブ３２の第３ポート３２ｃ（第４ポート３２ｄ）につながっている。前述したように、第１コントロールバルブ３２は、リンク１９の動き（すなわち操舵入力）に追従してポジションを切り替える（図３参照）ものである。
【００５３】
今、操舵入力を正方向と仮定すると、第１コントロールバルブ３２は、図３（ｂ）に示すポジションになり、第１ポート３２ａと第３ポート３２ｃの間、第２ポート３２ｂと第４ポート３２ｄの間がそれぞれ連通する結果、アクチュエータ１１の左側の室１５に高圧の作動油が供給され、右側の室１６の作動油がドレンされる。但し、この動作は油圧が正常な場合であり、油圧がダウンした場合には、図９に示すようになる。すなわち、操舵入力を同様に正方向とすると、この系のアクチュエータ１１のピストン１４が他系の駆動力に引きずられて図面の右方向に移動し、右側の室１６から作動油が押し出される。この作動油は、切換弁３４のポート３４ｉ→ポート３４ｆ→第１コントロールバルブ３２の第４ポート３２ｄへと伝えられるが、第１コントロールバルブ３２は、正方向の操舵入力により、図３（ｂ）のポジションにあるから、さらに、第２ポート３２ｂへと伝えられ、結局、第２逆止弁２５を通ってアクチュエータ１１の左側の室１５にリターンする。したがって、油圧ダウン側の系のアクチュエータ１１はフリーで動くため、油圧正常側の系のアクチュエータ１１の負荷になることはない。なお、操舵入力が負方向の場合には、第１コントロールバルブ３２が、図３（ｃ）のポジションになるため、高圧側の室（この場合左側の室１５）から出た作動油は、切換弁３４のポート３４ｈ→ポート３４ｅ→第１コントロールバルブ３２の第３ポート３２ｃ→第２ポート３２ｂ→第３逆止弁２６を経て、アクチュエータ１１の右側の室１６にリターンするから、同様に、油圧正常側の系のアクチュエータ１１の負荷にならない。
（５）……ダンピングモード
次に、上記（４）の場合（すなわちメカニカル操縦系を構成している状態で片系の油圧がダウンした場合）又は両系の油圧がダウンした場合に発生するおそれがある舵面フラッタ………操舵入力の方向に対して逆向きの負荷がアクチュエータ１１のピストン１４に加えられたときに発生する舵面１０のばたつき………の回避動作について説明する。この回避動作のポイントは、第２コントロールバルブ３３にオリフィス３３ｃを設け、第２コントロールバルブ３３が中間ポジションになったときに、このオリフィス３３ｃを介して第１ポート３３ａと第２ポート３３ｂの間を連通するようにした点にある。図１０において、操舵入力を便宜的に正方向とすると、第１コントロールバルブ３２は、図３（ｂ）に示すポジションになり、第１ポート３２ａと第３ポート３２ｃの間、第２ポート３２ｂと第４ポート３２ｄの間がそれぞれ接続される。今、この状態で、アクチュエータ１１のピストン１４に操舵入力と逆向きの負荷が加わった場合を想定すると、アクチュエータ１１の左側の室１５から押し出された作動油は、切換弁３４のポート３４ｈ→ポート３４ｅ→第１コントロールバルブ３２の第３ポート３２ｃ→第１ポート３２ａ→第２コントロールバルブ３３の第１ポート３３ａ→オリフィス３３ｃ→第２ポート３３ｂ→第３逆止弁２６の経路で、アクチュエータ１１の右側の室１６にリターンする。ここで、経路中にオリフィス３３ｃが入っているため、作動油はオリフィス３３ｃの抵抗に妨げられてスムーズに流れない。したがって、アクチュエータ１１をダンパとして機能させることができ、舵面フラッタを効果的に回避できる。
【００５４】
以上のとおり、本実施例における舵面駆動用アクチュエータの制御回路では、通常の操縦モード（ノーマルモード）に加えて、片系に障害が発生した場合の操縦モード（バイパスモード）、油圧が正常な状態でＡ系とＢ系の双方に電気的な障害が発生した場合の操縦モード（メカニカルモード）、メカニカルモードで片系の油圧がダウンした場合の操縦モード（スレーブモード）、さらに、メカニカルモードで片系又は両系の油圧がダウンした場合の操縦モード（ダンピングモード）を実現でき、ＦＢＷシステムを搭載した航空機の信頼性向上に寄与する有益な技術を提供できる。
【００５５】
また、本実施例では、アクチュエータ１１の高圧側の室の圧力が所定値以上になったときに、その室の作動油を蓄圧器３７の入力ポート３７ａに逃がす第２リリーフ弁３１を設けたため、例えば、上記の各操縦モードにおいて、アクチュエータ１１のピストン１４に過大負荷が加わった場合に、第２リリーフ弁３１を開いて作動油をブローバックでき、制御装置２０やアクチュエータ１１を保護できる。
【００５６】
また、制御装置２０の内部と供給ポートＰとの間に第１逆止弁２４を設けるとともに、制御装置２０の内部とリターンポートＲとの間に蓄圧器３７を設けたため、供給ポートＰへの油圧供給が絶たれた場合の制御装置２０に残留する作動油の圧力を、蓄圧器３７によって設定された一定の圧力（例えば５０ＰＳＩ）に保つことができ、特に、上述の「ダンピングモード」、「バイパスモード」又は「スレーブモード」におけるキャビテーションを抑制できるという有利な効果が得られる。
【００５７】
なお、図１に示すように、リンク（操舵入力装置）１９の端部１９ａ（操舵入力を加える側の端部）を、板バネ３８ａ、３８ｂなどを用いて、機体若しくは制御装置２０の本体に弾性的に取り付けるようにすると好ましい。このようにすると、例えば、上述の「メカニカルモード」や「スレーブモード」の際に、リンク１９と操縦装置との間の伝達経路が切断された場合、板バネ３８ａ、３８ｂによって、リンク１９が直ちに所定の位置に復帰させられるから、その位置に応じた舵角に舵面１０を油圧保持できる。操縦不能は避けられないが、舵面１０の勝手な動きを阻止できるから、安定した機体姿勢であれば、その状態をある程度持続でき、脱出等の時間的余裕を確保できる。
【００５８】
また、図１の切換弁３４を、図１１に示すような一般的な切換弁６１、切換弁６２に置き換えることもできる。
切換弁６１の単独の機能は、図１１に示すように、制御ポート６１ａ、入力ポート６１ｂ、６１ｃ、６１ｄ、６１ｅ及び出力ポート６１ｆ、６１ｇを有し、制御ポート６１ａに入力される作動油の圧力が高圧のとき、入力ポート６１ｂと出力ポート６１ｆ及び入力ポート６１ｃと出力ポート６１ｇをそれぞれ接続させ、入力される圧力が低圧又は圧なしのとき、入力ポート６１ｄと出力ポート６１ｆ及び入力ポート６１ｅと出力ポート６１ｇをそれぞれ接続させるものである。また、切換弁６２の単独の機能は、制御ポート６２ａ、入力ポート６２ｂ、６２ｃ、６２ｄ及び出力ポート６２ｅ、６２ｆを有し、制御ポート６２ａに入力される作動油の圧力がポンピング圧のとき、出力ポート６２ｅ、６２ｆ及び入力ポート６２ｄをそれぞれ接続させ、入力される圧力が上記以外のとき、入力ポート６２ｂと出力ポート６２ｅ及び入力ポート６２ｃと出力ポート６２ｆをそれぞれ接続させるものである。
【００５９】
これら二つの切換弁６１、６２の接続関係を説明すると、次のとおりである。まず、切換弁６１の出力ポート６１ｆと切換弁６２の入力ポート６２ｂを接続し、切換弁６１の出力ポート６１ｇと切換弁６２の入力ポート６２ｃを接続する。さらに、切換弁６１の制御ポート６１ａを第１ソレノイドバルブ３５のポート３５ｃに接続し、切換弁６１の入力ポート６１ｂ、６１ｃを第２コントロールバルブ３３の第３ポート３３ｄ、第４ポート３３ｅにそれぞれ接続し、切換弁６１の入力ポート６１ｄ、６１ｅを第１コントロールバルブ３２の第３ポート３２ｃ、第４ポート３２ｄにそれぞれ接続する。また、切換弁６２の制御ポート６２ａを第２ソレノイドバルブ３６のポート３６ｃに接続し、切換弁６２の入力ポート６２ｄをノード３９に接続し、切換弁６２の出力ポート６２ｅ、６２ｆを制御装置２０の第１アクチュエータ接続ポート２１、第２アクチュエータ接続ポート２２にそれぞれ接続する。
【００６０】
このような機能及び接続関係を有する二つの切換弁６１、６２と第１図の切換弁３４とを見比べると、切換弁６１の制御ポート６１ａと切換弁６２の制御ポート６２ａは、それぞれ切換弁３４の制御ポート３４ａと制御ポート３４ｂに対応し、切換弁６１の入力ポート６１ｂ、６１ｃ、６１ｄ、６１ｅは、それぞれ切換弁３４のポート３４ｃ、３４ｄ、３４ｅ、３４ｆに対応し、さらに、切換弁６２の入力ポート６２ｄ、出力ポート６２ｅ、６２ｆは、それぞれ切換弁３４のポート３４ｇ、３４ｈ、３４ｉに対応するから、第１１図に示す構成の二つの切換弁６１、６２を用いても、図１、図７、図８、図９及び図１０と同一の機能を実現できる。
【００６１】
なお、本明細書中の「作動油」は、いわゆる”油”のみに限定されない。要は液体であればよく、例えば、燃料や水であっても良い。
【００６２】
【発明の効果】
請求項１記載の発明によれば、減圧弁の出力ポートと蓄圧器の入力ポートとの間の接続（オリフィスを介した接続）を電気的な障害が発生した場合に行うことにより、アクチュエータの二つの室の間にオリフィスを介在させることができ、アクチュエータにダンパ機能を持たせて舵面フラッタを効果的に回避できる。
【００６３】
【００６４】
【００６５】
【００６６】
【図面の簡単な説明】
【図１】 第一実施例の初期状態の構成図である。
【図２】 第一実施例の第１〜第５逆止弁の説明図である。
【図３】 第一実施例の第１コントロールバルブの説明図である。
【図４】 第一実施例の第１及び第２ソレノイドバルブの説明図である。
【図５】 第一実施例の第２コントロールバルブの説明図である。
【図６】 第一実施例の切換弁の説明図である。
【図７】 第一実施例のノーマルモードにおける状態図である。
【図８】 第一実施例のバイパスモードにおける故障側の系の要部状態図である。
【図９】 第一実施例のスレーブモードにおける状態図である。
【図１０】 第一実施例のダンピングモードにおける状態図である。
【図１１】 図１に示す切換弁の別の実施対応例を示す図である。
【図１２】 図１１に示す切換弁の各ポートの接続状態を示す図である。
【図１３】 従来の舵面駆動用アクチュエータの制御回路図である。
【符号の説明】
Ｐ：供給ポート
Ｒ：リターンポート
１１：アクチュエータ
１５、１６：室
２４：逆止弁（チェック弁）
２９：減圧弁
３２：コントロールバルブ
３３：コントロールバルブ
３３ｃ：オリフィス
３４：切換弁
３４ａ：制御ポート
３４ｂ：制御ポート
３５：ソレノイドバルブ
３６：ソレノイドバルブ
３７：蓄圧器
６１、６２：切換弁[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a control circuit for an actuator that drives a control surface (for example, an elevator, a rudder or an auxiliary wing) of an aircraft in response to a command signal from a control unit, and in particular, an aircraft that employs a fly-by-wire (FBW) system. The present invention relates to a control circuit for a control surface driving actuator.
[0002]
[Prior art]
  FIG. 13 is a diagram illustrating a control circuit of a conventional control surface driving actuator. In this figure, 50 is a control surface, and the control surface 50 is driven by an A system and B system actuator 51 having the same configuration. The two chambers 53 and 54 defined by the piston 52 of the actuator 51 are connected to the ports 55a and 55b of the solenoid valve 55, respectively. The solenoid valve 55 is normally in the illustrated position and is connected to the ports 55a and 55b. The ports 55c are connected between the ports 55b and 55d.
[0003]
  The ports 55c and 55d of the solenoid valve 55 are connected to the ports 56a and 56b of the control valve 56 on the solenoid valve 55, and the control valve 56 responds to steering electric signals Sa and Sb from an FBW control device (not shown). The positions are switched, and the ports 56a and 56c, the ports 56b and 56d are connected, or the ports 56a and 56d are connected, and the ports 56b and 56a are connected, respectively.
[0004]
  Assuming that the ports 56a and 56c of the control valve 56 are connected to each other and the ports 56b and 56d are connected to each other, in this case, the high-pressure hydraulic oil applied to the supply port P Supplyed to the chamber 53, the piston 52 moves to the right in the drawing, and the rudder angle of the rudder surface 50 is manipulated.
  Now, for example, when the power supply of the A system is down, the electric signal Se to the solenoid valve 55 is cut off, so that the solenoid valve 55 switches its position by an internal spring and communicates between the port 55a and the port 55b. . Therefore, since the two chambers 53 and 54 of the actuator 51 are connected with low resistance, the movement of the piston 52 can be made free and the movement of the normal system is not hindered.
[0005]
[Problems to be solved by the invention]
  However, in such a control circuit for a control surface driving actuator of the related art, although it is beneficial in that the movement of the actuator on the power-down side is made free and the movement of the actuator on the normal side is not hindered, for example, both systems When the power is down, both actuators' movements become free, and the control surface's restraining force is completely lost, resulting in a control surface flutter (fluctuation of the control surface). There was a problem that a situation occurred.
[0006]
  Therefore, the present invention provides a useful technique that does not cause control surface flutter even when the power of both systems is down, thereby improving flight safety.EyeTarget.
[0007]
[0008]
[0009]
[0010]
[0011]
[Means for Solving the Problems]
  The invention according to claim 1 is the aboveEyeSupply port supplied with high-pressure hydraulic fluid to achieve the targetAnd return port from which hydraulic fluid is dischargedThe first control valve is connected to the two output ports as they are according to the steering input transmitted mechanically, or is connected or not connected in a reversed order.The supply port and the return portAre connected as they are to the two output ports in accordance with the electrically transmitted steering input, or they are connected in a reversed order, orSaid supply portWhenReturn portThe two output ports of the first control valve are connected to the two chambers of the actuator in accordance with the combination of the second control valve connecting the two through an orifice and the port pressures of the first control port and the second control port. A switching valve that selects any one of a position that connects to the two chambers of the actuator, a position that connects the two output ports of the second control valve to the two chambers of the actuator, or a position that communicates the two chambers of the actuator; In response to the on / off of a predetermined electrical signal,Said supply portOrReturn portA first solenoid valve that connects to the first control port of the switching valve and a chamber on the high-pressure side of the actuator in response to ON / OFF of a predetermined electrical signalReturn portAnd a second solenoid valve connected to the second control port of the switching valve.
[0012]
  In the first aspect of the invention, the orifice of the second control valve is used.Supply portWhenReturn portCan be connected. This connection is made when an electrical failure occurs. When a load that causes control surface flutter is applied to the actuator, the hydraulic oil pushed out from the high-pressure chamber of the actuator flows from the switching valve through the first control valve to the orifice of the second control valve. The hydraulic oil that has passed through the orifice returns to the chamber on the low pressure side of the actuator. Therefore, since the orifice is located between the two chambers of the actuator, the hydraulic oil is hindered by the resistance of the orifice and does not flow smoothly. Therefore, the actuator functions as a damper and the control surface flutter is effectively avoided. .
[0013]
[0014]
[0015]
[0016]
[0017]
[0018]
[0019]
[0020]
[0021]
[0022]
[0023]
[0024]
[0025]
[0026]
DETAILED DESCRIPTION OF THE INVENTION
  Embodiments of the present invention will be described below with reference to the drawings.
  FIGS. 1-10 is a figure which shows one Example of the control circuit of the control surface drive actuator based on this invention, Although it does not specifically limit, FBW of 2 systems (henceforth A system and B system) This is an application example to an aircraft adopting the system.
[0027]
  First, the configuration will be described. In FIG. 1, reference numeral 10 denotes a control surface that is steered by driving force from the A system and the B system (the B system is not shown).
  Reference numeral 11 denotes an A system actuator (hereinafter, the system name is omitted unless otherwise specified). The actuator 11 has a cylinder 14 attached to the fuselage body 12 and pistons 14 to two chambers 15 and 16. It is a so-called double rod type double acting cylinder having a structure in which rods 17 and 18 having the same diameter are attached to both sides of the piston 14 while partitioning. In other words, the actuator 11 has a function of moving the rods 17 and 18 with a force corresponding to the pressure difference between the two chambers 15 and 16 and driving the rudder angle of the rudder surface 10 attached to the tip of one rod 18. are doing. Reference numeral 18 a denotes a position sensor that detects the position of the rod 18. For convenience of explanation, the movement direction of the rod 18 when the pressure in the left chamber 15 is high will be referred to as the positive direction, and the movement direction of the rod 18 when the pressure in the opposite direction will be negative.
[0028]
  The rod 18 is mechanically connected to a control device (not shown) via a link (steering input device) 19 to enable direct steering of the control surface 10 when both the A-system and B-system failures occur. .
  Reference numeral 20 denotes a control device for the actuator 11. The control device 20 includes a supply port P for taking in the hydraulic oil, a return port R for discharging the hydraulic oil, and ports 21 and 22 connected to the two chambers 15 and 16 of the actuator 11, respectively (for the sake of convenience, the first actuator is connected). Port 21, and second actuator connection port 22), and between these ports, a filter 23, first to fifth check valves 24 to 28, a pressure reducing valve 29, a first relief valve 30, and a second relief are provided. A hydraulic circuit including a valve 31, a first control valve 32, a second control valve 33, a switching valve 34, a first solenoid valve 35, a second solenoid valve 36, and a pressure accumulator 37 is connected.
[0029]
  In addition, the state of each part has shown the state (initial state) when a power supply and hydraulic pressure are turned off.
  Explaining the function (or role) of each part constituting the hydraulic circuit, the filter 23 is for removing dust from the supplied hydraulic oil, and the first to fifth check valves 24 to 28 are as shown in FIG. In addition, only the flow from one port 24a to the other port 24b is allowed.
[0030]
  The pressure reducing valve 29 reduces the pressure of the supplied hydraulic oil to approximately half the pressure (Note 1) (the reason why pressure reduction is necessary will be described later) and outputs it from the output port 29a, or when a predetermined condition is satisfied (for example, control) When the port pressure 29b is equal to or lower than a predetermined value or when the port pressure 29b is electromagnetically switched), the pressure is output from the output port 29a without decompression.
  Note 1: Actually, the pressure is larger than half the pressure. This is because piping loss, friction loss, and the like are added. In the present specification, for the sake of convenience, the pressure is set to a half pressure and referred to as half pressure reduction.
[0031]
  When the pressure at a node (for convenience, the node 38) connected to the output port 29 a of the pressure reducing valve 29 becomes equal to or higher than a predetermined value, the first relief valve 30 transfers the hydraulic oil at the node 38 to the input port 37 a of the accumulator 37. , The second relief valve 31 is connected to the pressure of the node 40 between the fourth check valve 27 and the fifth check valve 28 (ie, the second pressure of the actuator 11). When the pressure on the high pressure side of the two chambers 15 and 16 exceeds a predetermined value, the hydraulic oil at the node 40 is released to the node 39 connected to the input port 37a of the pressure accumulator 37 (so-called blowback circuit). It is.
[0032]
  The first control valve 32 selects one of the three positions in accordance with the movement of the link 19 (see FIG. 1). Specifically, when the link 19 is in the neutral position, the first control valve 32 is intermediated by an internal spring force. The position (see FIG. 3A) is selected to close the first port 32a, the second port 32b, the third port 32c, and the fourth port 32d, and the link 19 is forward (see the movement of the rod 18 in FIG. 1). ), The position (see FIG. 3B) for connecting the first port 32a and the third port 32c and connecting the second port 32b and the fourth port 32d is selected. Alternatively, when the link 19 moves in the negative direction, the first port 32a and the fourth port 32d are connected and the second port 32b and the third port 32c are connected (FIG. 3 ( ) Reference) is to select.
[0033]
  The first solenoid valve 35 (and the second solenoid valve 36) connects between the port 35a and the port 35c when a predetermined electrical signal Sc (Sd in the case of the second solenoid valve 36) is not input (FIG. 4). When (S) is input, the port 35b and the port 35c are connected (see FIG. 4 (b)). For the port number of the second solenoid valve 36, the symbol “35” is replaced with “36”.
[0034]
  The second control valve 33 connects the first port 33a and the second port 33b via the orifice 33c when neither of the steering electrical signals Sa and Sb from the FBW control device (not shown) is input. The remaining third port 33d and fourth port 33e are closed (see FIG. 5 (a)), and when only one control signal Sa is input, the first port 33a and the third port 33d are connected. In addition, the second port 33b and the fourth port 33e are connected (see FIG. 5B), and when only the other control signal Sb is input, the first port 33a and the fourth port 33e are connected. In addition to the connection, the second port 33b and the third port 33d are connected (see FIG. 5C).
[0035]
  The switching valve 34 is a switching valve that selects one of the three positions according to a combination of control pressures (for convenience, Pa and Pb) input to the two control ports 34a and 34b (for example,SpecialNo. 2-410782, Japanese Patent Application No. 4-302222 or Japanese Patent Application No. 5-84269), and the relationship between the combination of control pressures and the position is as shown in Table 1 below.
[0036]
                             Table 1

                                      * Indicates indefinite pressure
  The accumulator 37 is for maintaining the low pressure in the hydraulic circuit at a predetermined pressure (generally about 50 PSI), and the predetermined pressure corresponds to the relief pressure of the relief valve 41 provided inside the accumulator 37.
[0037]
  The connection relationship in the hydraulic circuit of each part described above is as follows. First, the filter 23 and the first check valve 24 are inserted between the supply port P and the input port 29 c of the pressure reducing valve 29. The position of the filter 23 is closer to the supply port P. The direction of the first check valve 24 is set to allow the flow of hydraulic oil from the supply port 23 toward the pressure reducing valve 29.
[0038]
  Next, the output port 29a of the pressure reducing valve 29 is connected to the node 38, the input port 30a of the first relief valve 30, the first port 32a of the first control valve 32, the first port 33a of the second control valve 33, And it connects to the port 35b of the first solenoid valve 35.
  Next, the output port 30b of the first relief valve 30 is connected to the node 39, the second port 32b of the first control valve 32, the second port 33b of the second control valve 33, and the port 35a of the first solenoid valve 35. , Port 36a of the second solenoid valve 36, output port 31b of the second relief valve 31, port 34g of the switching valve 34, node 42 between the second check valve 25 and the third check valve 26, and pressure accumulation Connected to the input port 37a of the device 37.
[0039]
  Next, between the third port 32 c of the first control valve 32 and the port 34 e of the switching valve 34, between the fourth port 32 d of the first control valve 32 and the port 34 f of the switching valve 34, and the second control valve 33. Are connected between the third port 33d and the port 34c of the switching valve 34, and between the fourth port 33e of the second control valve 33 and the port 34d of the switching valve 34, respectively.
[0040]
  Next, between the port 34 h of the switching valve 34 and the first actuator connection port 21 of the control device 20 (that is, the left chamber 15 of the actuator 11), the port 34 i of the switching valve 34 and the second actuator connection port of the control device 20. 22 (that is, the chamber 16 on the right side of the actuator 11).
  Next, the port 35c of the first solenoid valve 35 and the first control port 34a of the switching valve 34 are connected, and the port 36c of the second solenoid valve 36 and the second control port 34b of the switching valve 34 are respectively connected. Further, the second control port 34b of the switching valve 34 and the control port 29b of the pressure reducing valve 29 are connected.
[0041]
  Next, the input port 31a of the second relief valve 31 is connected to the port 36b of the second solenoid valve 36 and the node 40.
  Finally, the second check valve 25 is connected between the first actuator connection port 21 of the control device 20 and the node 42, and the third check valve is connected between the second actuator connection port 22 of the control device 20 and the node 42. The valve 26 is connected, and the fourth check valve 27 is connected between the first actuator connection port 21 of the control device 20 and the node 40, and between the second actuator connection port 22 of the control device 20 and the node 40. The fifth check valve 28 is connected to. The directions of the second check valve 25 and the third check valve 26 are directions that allow the flow of hydraulic oil from the node 42 to the first actuator connection port 21 and the second actuator connection port 22 of the control device 20, The directions of the fourth check valve 27 and the fifth check valve 28 are directions that allow the flow of hydraulic oil from the first actuator connection port 21 and the second actuator connection port 22 of the control device 20 to the node 40. is there.
(1) …… Normal mode ………… FBW mode
  In such a configuration, when electric signals Sc and Sd are input to the first solenoid valve 35 and the second solenoid valve 36 in a state where high-pressure hydraulic oil is applied to the supply port P of the control device 20, these two solenoid valves are used. The switches 35 and 36 are switched to the positions shown in FIG. 4B, and connect between the port 35b and the port 35c and between the port 36b and the port 36c, respectively. Therefore, the semi-depressurized hydraulic oil appearing at the output port 29a of the pressure reducing valve 29 is added to the first control port 34a of the switching valve 34 via the port 35b-port 35c of the first solenoid valve 35, resulting in the above table. 1, the switching valve 34 is switched to the right position shown in FIG.
[0042]
  FIG. 7 is a state diagram at that time. In this figure, the ports 34e and 34f of the switching valve 34 connected to the third port 32c and the fourth port 32d of the first control valve 32 are in a closed state, and the first control valve 32 is disconnected from the circuit. For this reason, the movement of the link 19 accompanying the steering input is not involved in the operation of the control device 20 at all.
[0043]
  Now, when one of the steering electric signals Sa and Sb is input to the second control valve 33, the second control valve 33 is in either the position of FIG. 5B or FIG. 5C. For example, when the position shown in FIG. 5B is reached, the semi-depressurized hydraulic oil that has appeared at the output port 29a of the pressure reducing valve 29 becomes the first port 33a, the third port 33d, and the port of the switching valve 34. It is supplied to the chamber 15 on the left side of the actuator 11 via 34c and 34h. For this reason, the piston 14 moves rightward to reduce the volume of the right chamber 16, and the hydraulic oil flowing out from the chamber 16 flows into the ports 34 i and 34 d of the switching valve 34 and the fourth control valve 33. It flows into the input port 37a of the pressure accumulator 37 through the port 33e and the second port 33b.
[0044]
  Therefore, in response to the steering electric signal Sa (or Sb), the rod 18 smoothly moves in the positive (or negative) direction, and a pure electric steering angle control action is obtained in which the steering angle of the control surface 10 is operated. As a result, the normal FBW mode, that is, the “normal mode” can be realized.
(2) …… Bypass mode
  Next, the operation of the failure side and normal side systems when a failure occurs in one system will be described. Here, system A is the normal side and system B is the failure side.
[0045]
  The inconvenience at the time of one-system failure is on both the normal side and the failure side. As described above, when both systems are normal, the driving force required for steering is divided by half in each system. The function of the pressure reducing valve is to generate a semi-depressurized pressure that is necessary only for half of the time. However, in the event of a one-system failure, since the entire driving force must be borne on the normal side, there is an inconvenience that the operation of the normal-side pressure reducing valve must be stopped (that is, not decompressed). On the other hand, on the failure side, the actuator 11 does not move regardless of the cause of the failure, and since the actuator 11 is mechanically connected to the control surface 10, there is a disadvantage that it becomes a load on the actuator 11 on the normal side. is there. According to the control device 20 of the present embodiment, both the inconveniences on the normal side and the failure side can be solved.
[0046]
  First, the operation of avoiding inconvenience (non-depressurization) of the normal system (A system) will be described. As described above, when the control pressure of the pressure reducing valve 29 is higher than a predetermined value on the control port 29b, Since the output port 29a is half-depressurized, the control pressure of the A-system pressure reducing valve 29 may be cut off or lowered to a predetermined value or lower in the case of a B-system failure. To this end, the electric signal Sd of the second solenoid valve 36 is turned off. You can do it.
[0047]
  As a result, the second solenoid valve 36 is in the position shown in FIG. 4A, and as a result of the high pressure of the node 40 being cut off, the control pressure of the pressure reducing valve 29 becomes zero and the non-pressure reducing operation is performed. be able to. Therefore, a sufficiently large driving force can be generated, and all necessary steering force can be borne by the A system.
  On the other hand, in order to avoid inconvenience of the failure side system, the electrical signal Sc of the first solenoid valve 35 of the failure side system (B system) may be turned off and the electrical signal Sd of the second solenoid valve 36 may be turned on. . In this case, as shown in FIG. 8, the movement of the rod 18 dragged by the driving force of the normal system (A system) generates a so-called pumping pressure in one of the two chambers 15 and 16. Port 34h of the switching valve 34 in the neutral position (note 2) (when pumping pressure is generated in the left chamber 15; port 34i when generated in the right chamber 16), the port 34g, As a result of being added to the first control port 34a of the switching valve 34 via the ports 35a and 35c of the 1 solenoid valve 35, the switching valve 34 can be held at the neutral position shown in FIG. Accordingly, since the two chambers 15 and 16 of the actuator 11 of the failure side system (B system) are directly connected via the ports 34h and 34i of the switching valve 34, the fluid between the two chambers 15 and 16 is connected. The movement is smooth and does not become a load on the normal system (A system).
[0048]
  The on / off of the electric signals Sc and Sd of the system on the failure side (B system) may be controlled by a failure monitoring device or the like provided separately. In particular, the electric signal Sd of the second solenoid valve 36 is turned on. Is preferably synchronized with the OFF of the electric signal Sd of the second solenoid valve 36 of the normal system, for example, the ON contact of the ON / OFF relay of the electric signal Sd of the normal system (Sd of the own system is 0V) Then, it may be taken out from a contact that outputs a predetermined DC voltage.
[0049]
  Note 2: The neutral position of the switching valve 34 (the position of FIG. 6C) is selected by applying a high pressure or a pumping pressure to the first control port 34a of the switching valve 34 according to Table 1 above. However, in addition to the selection operation shown in Table 1, there is a selection operation that occurs temporarily immediately after the occurrence of a failure. When a failure occurs, the switching valve 34 tries to shift from the position shown in FIG. 6B to the position shown in FIG. 6A. The position (intermediate position) shown in FIG. In this temporary intermediate position, as shown in FIG. 8, the port 34h (or 34i) of the switching valve 34 → the port 34g → the port 35a of the first solenoid valve 35 → the port 35c → the switching. This is because a route called the first control port 34a of the valve 34 is created. That is, after the pumping pressure is supplied to the first control port 34a of the switching valve 34 through this path, the intermediate position is held according to Table 1 above.
(3) ... Mechanical mode
  Next, an operation when an electrical failure (for example, power down) occurs in both the A system and the B system in a state where the hydraulic pressure is normal, that is, an operation when the function of the FBW system is lost will be described. In this case, the steering input from the control device is mechanically transmitted to the control surface 10 through mechanical transmission means such as a wire, a shaft, and various links, but since the hydraulic pressure is still alive, A driving force corresponding to the steering input is generated by the B system actuator 11, and an auxiliary steering force is generated by hydraulic pressure to reduce the burden on the operator.
[0050]
  The state of the control device 20 in the case of an electrical failure, typically power down, is the same as the initial state (see FIG. 1). That is, the switching valve 34 is in the left position shown in FIG. 6A, and the first solenoid valve 35 and the second solenoid valve 36 are in the right position shown in FIG. Therefore, since the low-pressure hydraulic oil is applied to the two control ports 34a and 34b of the switching valve 34, the switching valve 34 maintains the left position as it is, and as a result, the second control valve 33 is disconnected from the circuit. On the other hand, paying attention to the first control valve 32, the third port 32c of the first control valve 32 is connected to the chamber 15 on the left side of the actuator 11 via the port 34e → the port 34h of the switching valve 34. The fourth port 32d of the control valve 32 is connected to the chamber 16 on the right side of the actuator 11 via the port 34f → port 34i of the switching valve 34. As described above, since the first control valve 32 switches the position following the movement of the link 19 (that is, the steering input) (see FIG. 3), an electrical failure occurs in both systems after all. In this case, it is possible to configure a mechanical control system in which an auxiliary steering force corresponding to the steering input can be generated by the actuators 11 of both systems, and the burden on the operator is reduced.
[0051]
  In addition, the 1st control valve 32 of a present Example uses the thing with a centering function. The centering function is a function that pulls back the first control valve 32 to a neutral position (see FIG. 3A) by a spring force, for example. With this function, the following unique advantages can be obtained.
  If the one-system (for convenience sake, A-system) link 19, feedback link, input arm, or the like is broken while the mechanical control system is configured, the A-system actuator 11 becomes completely uncontrollable, and the piston 14 Enters a runaway state. At this time, if the moving direction of the pistons 14 of both systems is accidentally reversed, the driving forces of both systems collide via the control surface 10, and the control surface 10 moves completely. It will fall into the extremely dangerous state which will be lost (however, when 100% force fight is acting on the control surface 10). The centering function of the first control valve 32 is a measure for avoiding such a dangerous state. That is, when the link 19 of the own system, the feedback link, the input arm, or the like is broken, the first control valve 32 of the own system becomes free and the centering function works. As a result, the neutral shown in FIG. This is because the hydraulic oil supply to the own actuator 11 can be cut off.
(4) ... Slave mode
  Next, an operation when the hydraulic pressure of one system is reduced in a state where the mechanical control system is configured (that is, an electrical failure has occurred in both systems) will be described. The state of the control device 20 in this case is the same as the initial state (see FIG. 1).
[0052]
  In FIG. 1, the chamber 15 (16) of the actuator 11 is connected to the third port 32c (fourth port 32d) of the first control valve 32 via the port 34h (34i) → the port 34e (34f) of the switching valve 34. ing. As described above, the first control valve 32 switches the position following the movement of the link 19 (ie, the steering input) (see FIG. 3).
[0053]
  Assuming that the steering input is in the positive direction, the first control valve 32 is in the position shown in FIG. 3B, and is between the first port 32a and the third port 32c, the second port 32b and the fourth port 32d. As a result, the high pressure hydraulic fluid is supplied to the left chamber 15 of the actuator 11 and the hydraulic fluid in the right chamber 16 is drained. However, this operation is performed when the hydraulic pressure is normal, and when the hydraulic pressure is lowered, the operation is as shown in FIG. That is, when the steering input is set to the forward direction, the piston 14 of the actuator 11 of this system is dragged by the driving force of the other system and moves to the right in the drawing, and the hydraulic oil is pushed out from the right chamber 16. This hydraulic oil is transmitted from the port 34i to the port 34f of the switching valve 34 to the fourth port 32d of the first control valve 32. The first control valve 32 is driven by a steering input in the forward direction as shown in FIG. Therefore, the signal is further transmitted to the second port 32b, and eventually returns to the left chamber 15 of the actuator 11 through the second check valve 25. Therefore, since the actuator 11 of the system on the hydraulic pressure down side moves freely, there is no load on the actuator 11 of the system on the hydraulic normal side. When the steering input is in the negative direction, the first control valve 32 is in the position shown in FIG. 3 (c), so that the hydraulic oil discharged from the high pressure side chamber (in this case, the left side chamber 15) is switched. Since the port 34h of the valve 34 → the port 34e → the third port 32c of the first control valve 32 → the second port 32b → the third check valve 26 returns to the chamber 16 on the right side of the actuator 11, similarly, the hydraulic pressure It does not become a load of the actuator 11 of the normal system.
(5) …… Damping mode
  Next, a control surface flutter that may occur in the case of (4) above (that is, when the hydraulic pressure of one system goes down in the state of constituting the mechanical control system) or when the hydraulic pressure of both systems goes down. The avoidance operation of fluttering of the control surface 10 that occurs when a load reverse to the steering input direction is applied to the piston 14 of the actuator 11 will be described. The point of this avoidance operation is that the second control valve 33 is provided with an orifice 33c, and when the second control valve 33 is in an intermediate position, the first port 33a and the second port 33b are connected via the orifice 33c. The point is to communicate. In FIG. 10, when the steering input is set to the positive direction for convenience, the first control valve 32 is in the position shown in FIG. 3B, and between the first port 32a and the third port 32c, The fourth ports 32d are connected to each other. Assuming that a load opposite to the steering input is applied to the piston 14 of the actuator 11 in this state, the hydraulic oil pushed out from the left chamber 15 of the actuator 11 is transferred from the port 34h to the port 34 of the switching valve 34. 34e → the third port 32c of the first control valve 32 → the first port 32a → the first port 33a of the second control valve 33 → the orifice 33c → the second port 33b → the third check valve 26 in the path of the actuator 11 Return to the right chamber 16. Here, since the orifice 33c is included in the path, the hydraulic oil is hindered by the resistance of the orifice 33c and does not flow smoothly. Therefore, the actuator 11 can function as a damper, and a control surface flutter can be effectively avoided.
[0054]
  As described above, in the control circuit for the control surface driving actuator in the present embodiment, in addition to the normal operation mode (normal mode), the operation mode (bypass mode) when a failure occurs in one system, the hydraulic pressure is normal. Steering mode (mechanical mode) when electrical failure occurs in both A system and B system in the state, steering mode (slave mode) when the hydraulic pressure of one system is down in mechanical mode, and mechanical mode It is possible to realize a maneuvering mode (damping mode) when the hydraulic pressure of one system or both systems goes down, and to provide a useful technique that contributes to improving the reliability of an aircraft equipped with the FBW system.
[0055]
  In the present embodiment, since the second relief valve 31 is provided to release the hydraulic oil in the chamber to the input port 37a of the accumulator 37 when the pressure in the chamber on the high pressure side of the actuator 11 exceeds a predetermined value. For example, in each of the above control modes, when an excessive load is applied to the piston 14 of the actuator 11, the second relief valve 31 can be opened to blow back the hydraulic oil, and the control device 20 and the actuator 11 can be protected.
[0056]
  Further, the first check valve 24 is provided between the inside of the control device 20 and the supply port P, and the pressure accumulator 37 is provided between the inside of the control device 20 and the return port R. The pressure of the hydraulic oil remaining in the control device 20 when the hydraulic pressure supply is cut off can be maintained at a constant pressure (for example, 50 PSI) set by the accumulator 37. In particular, the above-described “dumping mode”, “ An advantageous effect is obtained that cavitation in the “bypass mode” or “slave mode” can be suppressed.
[0057]
  As shown in FIG. 1, the end 19a (end on the side to which the steering input is applied) 19 of the link (steering input device) 19 is attached to the body or the main body of the control device 20 by using leaf springs 38a and 38b. It is preferable to be elastically attached. In this case, for example, when the transmission path between the link 19 and the control device is disconnected in the above-described “mechanical mode” or “slave mode”, the link spring 19a, 38b immediately causes the link 19 to be Since it is returned to the predetermined position, the control surface 10 can be hydraulically held at the rudder angle corresponding to the position. Although inability to steer is unavoidable, since the control surface 10 can be prevented from moving freely, if it is a stable body posture, the state can be maintained to some extent, and a time allowance such as escape can be secured.
[0058]
  Further, the switching valve 34 in FIG. 1 can be replaced with a general switching valve 61 and switching valve 62 as shown in FIG.
  As shown in FIG. 11, the single function of the switching valve 61 includes a control port 61a, input ports 61b, 61c, 61d, 61e, and output ports 61f, 61g, and the pressure of hydraulic oil input to the control port 61a. When the input pressure is low, the input port 61b is connected to the output port 61f and the input port 61c is connected to the output port 61g. When the input pressure is low or no pressure, the input port 61d, the output port 61f and the input port 61e are connected to the output. Each port 61g is connected. Further, the single function of the switching valve 62 has a control port 62a, input ports 62b, 62c, 62d and output ports 62e, 62f. When the hydraulic oil pressure input to the control port 62a is a pumping pressure, an output is provided. The ports 62e and 62f and the input port 62d are connected to each other, and when the input pressure is other than the above, the input port 62b and the output port 62e and the input port 62c and the output port 62f are connected to each other.
[0059]
  The connection relationship between these two switching valves 61 and 62 will be described as follows. First, the output port 61f of the switching valve 61 and the input port 62b of the switching valve 62 are connected, and the output port 61g of the switching valve 61 and the input port 62c of the switching valve 62 are connected. Further, the control port 61a of the switching valve 61 is connected to the port 35c of the first solenoid valve 35, and the input ports 61b and 61c of the switching valve 61 are connected to the third port 33d and the fourth port 33e of the second control valve 33, respectively. The input ports 61d and 61e of the switching valve 61 are connected to the third port of the first control valve 32.32c, 4th port32Each is connected to d. Further, the control port 62 a of the switching valve 62 is connected to the port 36 c of the second solenoid valve 36, the input port 62 d of the switching valve 62 is connected to the node 39, and the output ports 62 e and 62 f of the switching valve 62 are connected to the control device 20. The first actuator connection port 21 and the second actuator connection port 22 are connected to each other.
[0060]
  When the two switching valves 61 and 62 having such functions and connection relationships are compared with the switching valve 34 in FIG. 1, the control port 61a of the switching valve 61 and the control port 62a of the switching valve 62 are respectively switched to the switching valve 34. The input ports 61b, 61c, 61d and 61e of the switching valve 61 correspond to the ports 34c, 34d, 34e and 34f of the switching valve 34, respectively. Since the input port 62d and the output ports 62e and 62f correspond to the ports 34g, 34h and 34i of the switching valve 34, respectively, the two switching valves 61 and 62 having the configuration shown in FIG. 7, 8, 9 and 10 can be realized.
[0061]
  The “hydraulic oil” in the present specification is not limited to so-called “oil”. In short, it may be a liquid, for example, fuel or water.
[0062]
【The invention's effect】
  According to the first aspect of the invention, the connection between the output port of the pressure reducing valve and the input port of the pressure accumulator (connection through the orifice) is performed when an electrical failure occurs, so that An orifice can be interposed between the two chambers, and the control surface flutter can be effectively avoided by providing the actuator with a damper function.
[0063]
[0064]
[0065]
[0066]
[Brief description of the drawings]
FIG. 1 is a configuration diagram of an initial state of a first embodiment.
FIG. 2 is an explanatory diagram of first to fifth check valves of the first embodiment.
FIG. 3 is an explanatory diagram of a first control valve of the first embodiment.
FIG. 4 is an explanatory diagram of first and second solenoid valves of the first embodiment.
FIG. 5 is an explanatory diagram of a second control valve of the first embodiment.
FIG. 6 is an explanatory diagram of the switching valve of the first embodiment.
FIG. 7 is a state diagram in a normal mode of the first embodiment.
FIG. 8 is a state diagram of a principal part of a faulty system in the bypass mode of the first embodiment.
FIG. 9 is a state diagram in the slave mode of the first embodiment.
FIG. 10 is a state diagram in a damping mode of the first embodiment.
FIG. 11 is a diagram showing another implementation example of the switching valve shown in FIG. 1;
12 is a diagram showing a connection state of each port of the switching valve shown in FIG.
FIG. 13 is a control circuit diagram of a conventional control surface driving actuator.
[Explanation of symbols]
  P: Supply port
  R: Return port
  11: Actuator
  15, 16: Room
  24: Check valve (check valve)
  29: Pressure reducing valve
  32: Control valve
  33: Control valve
  33c: Orifice
  34: Switching valve
  34a: Control port
  34b: Control port
  35: Solenoid valve
  36: Solenoid valve
  37: Pressure accumulator
  61, 62: switching valve

Claims (2)

Connect the supply port to which the high-pressure hydraulic oil is supplied and the return port from which the hydraulic oil is discharged to the two output ports as they are according to the steering input transmitted mechanically, or to connect or not connect them in the reverse order. 1 control valve,
The supply port and the return port are connected as they are to the two output ports according to the electrically transmitted steering input, or are connected in a reversed order, or an orifice is provided between the supply port and the return port. A second control valve to be connected,
Depending on the combination of the port pressures of the first control port and the second control port, the position where the two output ports of the first control valve are connected to the two chambers of the actuator, or the two outputs of the second control valve A switching valve for selecting either a position for connecting the port to the two chambers of the actuator or a position for communicating the two chambers of the actuator;
A first solenoid valve that connects the supply port or the return port to a first control port of the switching valve in response to on / off of a predetermined electrical signal;
And a second solenoid valve for connecting the high-pressure chamber of the actuator or the return port to the second control port of the switching valve in response to ON / OFF of a predetermined electric signal. Actuator control circuit. A check valve and a pressure reducing valve connected to the supply port;
A pressure accumulator connected to the return port;
The first control valve, the second control valve, and the first solenoid valve are connected to an output port of the pressure reducing valve and connected to the supply port via the pressure reducing valve,
The first control valve, the second control valve, the first solenoid valve, and the second solenoid valve are connected to an input port of the pressure accumulator and connected to the return port via the pressure accumulator. A control circuit for a control surface driving actuator according to claim 1.

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