RU118290U1 - STEERING UNIT - Google Patents

Abstract

1. A steering unit containing a control unit, an actuator, a feedback sensor, an output link, characterized in that the steering unit is single-channel, the control unit contains a housing, an input filter, an electro-hydraulic amplifier, a pressure reducing valve, a pressure indicator, an electro-hydraulic valve, in the housing channels for the flow of the working fluid are made, while during the operation of the unit, the working fluid flows through the inlet filter to the pressure reducing valve, and then flows to the electrohydraulic valve and to the control valve of the electrohydraulic booster, when the power supply of the electrohydraulic valve is on, the working fluid flows to the pressure indicator and into the cavity of the hydraulic spring an actuator interacting with an output link and a feedback sensor. ! 2. The steering unit according to claim 1, characterized in that the output link is a connecting rod. ! 3. The steering unit according to claim 1, characterized in that the working fluid is NGZh-5u TU 38.401-58-57-93 or SKIDROL LD (Skydrol LD-4 SAE AS 1241). !4. The steering unit according to claim 1, characterized in that the inlet filter is made of a twill weave metal mesh. ! 5. The steering unit according to any one of claims 1 to 4, characterized in that the electro-hydraulic amplifier consists of the following assembly units: signal converter, nozzles, throttles, control valve, damper. ! 6. The steering unit according to claim 5, characterized in that the signal converter serves to convert an electrical signal (current) into a proportional movement of the damper and is polarized

Description

The claimed utility model relates to aviation. The claimed steering unit (RA86) is the actuator of remote systems designed to move the mechanical wiring for controlling the spools of the steering gears of the aircraft. The steering unit is a single-channel electro-hydraulic device that converts electrical signals into output link speed proportional to these signals.

The claimed steering unit can be designed to control the rudder, elevator, ailerons, spoilers. Therefore, several aircraft steering units are usually installed on an aircraft. In particular, 15 steering units can be installed on an aircraft:

- to control the rudder - 3 steering units;

- to control the elevator - 4 steering units;

- for ailerons control - 4 steering units;

- to control the interceptors - 4 steering units.

From RU 2313699 C2, 12.27.2007, B64C 13/42, a steering assembly is known for control systems of objects with remote control of the actuator with backup systems and various control methods. The unit has three separate hydraulic systems: servo, push-button, manual. Each hydraulic system has its own individual nodes and is cut off from the other by hydraulic locks. In the process of managing the object, it is possible to choose the control of one of the hydraulic systems depending on the mode of operation of the object. In the event of a failure of one of the hydraulic systems, or its unit, a transition to control of another hydraulic system is possible, and in the event of its failure, a transition to a third hydraulic system is possible. As a result, on the one hand, reliability is increased, but on the other hand, the design of the unit and its control are complicated.

The technical solution disclosed in SU 1840018 A1, 06.26.2006, B64C 13/36, from which the steering unit is known for automatic control systems for aircraft, is selected as the closest analogue. The steering unit consists of several channels, the output links of which are rigidly interconnected. Each channel contains a control unit, including an electro-hydraulic amplifier designed to control the actuating cylinder (actuator), an auxiliary cylinder with a fluid coupling, a correction (feedback) sensor, an on-off valve for activating the electro-hydraulic amplifier and the auxiliary cylinder and communicating between the cavities of the executive cylinder when the power valve is turned off, the correction valve, consisting of a sleeve with throttling holes and a gold hole ka, springs and bearings. The pistons of the actuating cylinder are connected by a common rod. As a result, the static characteristics are improved, the reliability and fault-tolerance of the steering unit are increased. However, this unit also has a rather complicated design, since all of the listed components, such as the hydraulic booster, auxiliary cylinder, and spool, are made in each of the control channels.

The claimed utility model solves the problem of reliability of controlling aircraft mechanisms.

The technical result of the claimed utility model is the creation of a steering unit, which has a simple structure, is easily mounted and dismantled, which, while working in parallel with other similar units, ensures failure-free control of the elements of the aircraft - rudder, elevator, ailerons, spoilers, even in case of exit failure of one of the steering units. This ensures flight safety.

The specified technical result is achieved due to the fact that in the steering unit containing the control unit, actuator, feedback sensor, output link, according to the claimed utility model, the steering unit is single-channel, the control unit contains a housing, an input filter, an electro-hydraulic amplifier, a pressure valve, a pressure signaling device , electro-hydraulic valve, channels for the flow of the working fluid are made in the housing, when the unit is operating, the working fluid through the inlet filter t to the reduction valve, and further supplied to the electro valve and the distributor spool electrohydraulic amplifier, when power is on the working fluid is supplied to the electro-valve and a pressure annunciator cavity gidropruzhiny actuator interacting with the output member and the feedback sensor

The output link in the steering unit is the connecting rod.

As the working fluid, you can use the working fluid NGZH-5u TU 38.401-58-57-93 or Skydrol LD-4 SAE AS 1241.

The inlet filter is made of twill metal mesh.

The electro-hydraulic amplifier consists of the following main assembly units: signal converter, nozzles, throttles, distribution valve, damper.

The signal converter is used to convert an electric signal (current) into a proportional displacement of the damper and is a polarized electromagnetic device with reverse action with a stable average (neutral) position of the damper in the absence of control current. The signal converter contains a magnet, poles, as well as an armature and a spring connected to the damper.

Each throttle is a rod with a series of narrow shoulders, and a rectangular slot is made on each shoulder for the passage of the working fluid. In this case, the slots on adjacent shoulders are shifted by 180 ° relative to each other.

The pressure reducing valve is a spool type pressure reducing valve and consists of the following main elements: sleeve, spool and spring.

The actuator consists of a first sleeve, a second sleeve, a piston, a hydraulic spring and a rod. The actuator is designed to convert the pressure of the working fluid into the mechanical energy of the translational movement of the piston, while the force from the piston is transmitted to the rod using a symmetrical hydraulic spring, and the force is transferred from the rod to the connecting rod.

The feedback sensor is an induction linear non-contact sensor designed to receive a feedback signal. The feedback sensor consists of an implicit pole stator, in the slots of which are located the excitation winding and the secondary winding, and a non-winding explicit pole rotor.

The pressure switch is a spool type pressure switch, designed to signal the presence of operating pressure in the steering unit and is triggered when it drops to a predetermined value. The pressure switch consists of the following basic elements: push rod, spring and micro switch.

The electro-hydraulic valve is designed to connect the pressure head hydraulic line of the reduced pressure with the hydraulic spring of the actuator and is a two-position, three-way electro-hydraulic valve with a ball-type locking and regulating element controlled from a DC electromagnet.

Figure 1 shows the appearance of the steering unit, figure 2 shows a schematic section of the steering unit, figure 3 shows the hydraulic circuit diagram of the steering unit, figure 4 shows the electrical circuit diagram of the steering unit.

The steering unit is rigidly mounted on the aircraft with bolts. The hydropower supply is carried out using rigid pipelines. Connector 110 is used to supply power.

The steering unit (figure 2) consists of a control unit 100, an actuator 101 with a feedback sensor 102 and a connecting rod 103.

The control unit 100 comprises a housing 104, as well as the following assembly units: an inlet filter 105, an electro-hydraulic amplifier 106, a pressure reducing valve 107, a pressure switch 108, an electro-hydraulic valve 109.

The housing 104 of the control unit is a structural element in which the assembly units are mounted and channels for the flow of the working fluid are made. On the housing 104 there are fixed plates with the inscriptions FEED, DRAIN near the corresponding fittings (see FIGS. 1 and 2), the inscription NGZ and the inscription XI near the connector 110 (see FIG. 1). During storage and transportation, safety plugs with O-rings are installed on the fittings and connector. The plugs on the fittings are checked together by wire and sealed. The tightness of the fixed joints inside the housing is ensured by rubber rings with protective washers.

The inlet filter 105 is designed to protect the steering unit from mounting contamination when it is connected to the hydraulic system of the aircraft. The inlet filter 105 is made of twill metal mesh.

The electro-hydraulic amplifier 106 is two-stage and is designed to convert the control signal (current) to the flow rate of the working fluid. The electro-hydraulic amplifier 106 consists of the following main assembly units located in its housing 129: a signal converter 112, nozzles 113, throttles 114, a distribution valve 111 and a damper 115.

The first amplification stage - of the “nozzle-damper” type is made according to the hydraulic bridge scheme. The input parameter of the first amplification stage is the control current, and the output parameter is the pressure difference at the ends of the distributor valve 111 included in the diagonal of the bridge. The second amplification stage is the distribution valve 111. The output parameter of the second stage is the flow rate of the working fluid, determined by the opening of the windows in the sleeve of the spool 111. The working fluid NGZh-5u TU 38.401-58-57-93 is used as the working fluid. Operation of the steering unit on the working fluid SKYDROL LD (Skydrol LD-4 SAE AS 1241) is also allowed.

The signal converter 112 is used to convert the electrical signal (current) to the proportional movement of the shutter 115. The signal converter 112 is a polarized electromagnetic device with a stable action with a stable average (neutral) position of the shutter 115 in the absence of control current. The signal converter 112 comprises a magnet 130, poles 131, 132, as well as an armature 120 and a spring 121 connected to the shutter 115.

The principle of operation of the signal converter 112 is based on the interaction of polarizing magnetic fluxes 116 and 117 created by permanent magnets and control magnetic fluxes 118 and 119 formed by the control windings. In the absence of control current, there is no control magnetic flux. Anchor 120 with a shutter 115 is held steady by a spring 121. When a control current of any polarity is applied, control magnetic fluxes occur that violate the equality of forces acting on the armature 120. Anchor 120 with a shutter 115 deviate from the neutral position and take up a new position determined by the equality of magnetic forces and counteracting the force of the spring 121 and the pressure of the jet flowing from the nozzle 113.

Chokes 114 with nozzles 113 and the shutter 115 are designed to change the pressure at the ends of the distribution valve 111 when the shutter 115 deviates from the neutral position. The throttle 114 is a rod with a series of narrow shoulders. A rectangular slot is made on each collar for the passage of the working fluid. The slots on adjacent shoulders are 180 ° shifted relative to each other, due to which the working fluid, flowing through the labyrinth of holes, overcomes the resistance, and the pressure decreases.

The distribution valve 111 serves to distribute the working fluid in the cavities of the actuator 101.

The pressure relief valve 107 maintains a constant pressure of the working fluid in the steering unit regardless of the change in pressure at its inlet.

Spool type pressure reducing valve 107 consists of the following main elements: sleeve, spool and spring. The principle of operation is based on the fact that lowering the pressure from the inlet to the reduced one and maintaining it at a constant level is due to the dynamic balance of the two forces acting on the movable plunger. One force - the spring force, acts in the direction of increasing the opening of the passage gap Г connecting the channels 1 and 2, and the other force - reduced pressure, acts in the direction of decreasing this gap. When the reduced pressure is less than the calculated one, the plunger is pressed down by the spring force and increases the gap Г, through which the working fluid flows from channel 1 to the channel of reduced pressure 2. After the reduced pressure exceeds the calculated pressure to which the spring is adjusted, the plunger under the action of the reduced the pressure will move upward, partially blocking the access of the working fluid from channel 1 to the channel of reduced pressure 2.

The pressure switch 108 is designed to signal the presence of operating pressure in the steering unit and is triggered when it is reduced to a certain (predetermined) value. The spool type pressure switch 108 consists of the following main elements: push rod, spring, and micro switch. The principle of operation is based on the operation of the microswitch when overcoming the force developed by the pressure of the working fluid, the force of the spring.

The electro-hydraulic valve 109 is designed to connect the pressure head hydraulic line of the reduced pressure with the hydraulic spring 122 of the actuator 101.

The electro-hydraulic valve 109 is two-position, three-way with a ball-type locking and regulating element controlled by a direct current electromagnet. The principle of operation of the valve is based on overcoming by the force of the electromagnet the pressure of the working fluid acting on the regulating element, which connects the controlled outlet to the pressure relief pressure line with the same time cutting it off from the drain line.

When the electromagnet is de-energized, the regulating element, under the action of the pressure developed by the working fluid pressure, cuts off the controlled outlet (channel 5) from the pressure hydrolysis and reduced pressure and connects it to the drain line.

The double-acting actuator 101 is designed to convert the pressure of the working fluid into mechanical energy of the translational motion of the piston 123. The actuator 101 consists of a first sleeve 126, a second sleeve 127, a piston 123, a hydraulic spring 122 and a rod 124. The force from the piston 123 is transmitted to the rod 124 when using a symmetrical hydraulic spring 122. From the rod 124, the force is transmitted to the output link - the connecting rod 103.

The hydraulic spring 122 allows the piston 123 to work with the rod 124 as a whole, if the opposing load on the rod 124 does not exceed the force developed by the hydraulic spring. A leash 125 of the feedback sensor 102 is mechanically coupled to the piston 123.

Feedback sensor 102 is an inductive linear non-contact angle sensor designed to receive a feedback signal proportional to the stroke of the piston 123 of the actuator in the form of a voltage. The feedback sensor 102 consists of an implicit pole stator, in the slots of which are located the excitation winding and the secondary winding, and a non-winding explicit pole rotor.

The principle of operation of the feedback sensor 102 is based on the fact that when the rotor is turned from the position corresponding to the zero signal at the output to completely overlap one of the stator poles, the flux linkage of the secondary winding increases linearly from zero to maximum. Due to the redistribution of magnetic fluxes at the poles of the stator, the electromotive force increases as well. consequently, the voltage at the output of the sensor also increases, depending on the angle of rotation of the rotor.

The connecting rod 103 is the output link of the steering unit and serves to transfer force from the steering unit to the traction of the mechanical control wiring.

The operation of the claimed steering unit is as follows.

Normal work.

If there is pressure in the hydraulic system of the aircraft, the working fluid from the SUPPLY nozzle, through the inlet filter 105, passes through channel 1 to the pressure reducing valve 107, designed to maintain a certain pressure, and then through channels 2, 3 it flows to the electro-hydraulic valve 109, through channel 4 to the middle the distribution valve groove 111. When the power of the electro-hydraulic valve 109 is turned on, the working fluid enters:

- through channel 5 to the pressure switch 108;

- through channel 6 into the cavity B of the hydraulic spring 122. The first sleeve 126 and the second sleeve 127 are pressed against the shoulder of the piston 123 and the rod 124 under the influence of the working fluid pressure, thereby connecting the piston 123 with the rod 124.

The microswitch of the pressure switch gives a signal to the control system to turn on the steering unit.

If there is a control current that compensates for the technological zero offset, the shutter 115 is in a symmetrical position between the nozzles 113. The resistance to the outflow of the working fluid from the nozzles are equal, therefore, the pressures in the channels 8, 9 and at the ends of the distribution valve 111 are equal. the actuator 101 there is no differential pressure of the working fluid and the piston 123 will be stationary.

When a control current (other than zero offset) is applied to the windings of the signal converter 112, the shutter 115 deviates from the symmetrical position and occupies a position corresponding to the value and direction of the control current.

When the damper 115 deviates to the left from the symmetric value, the gap between the left nozzle and the damper decreases, and between the right nozzle and the damper increases (in Fig. 2, the damper is shown in a symmetrical position relative to the nozzles).

Resistance to the expiration of the working fluid from the left nozzle increases, and from the right - decreases. In this case, the pressure in channel 8 increases, and in channel 9 decreases. At the ends of the distribution valve 113, a pressure differential occurs. Under the action of a differential pressure, the distribution valve 111 moves to the right from the neutral position and the working fluid flows through the channel 10 into the cavity A. When the working fluid enters the cavity A, the piston moves to the right to extend.

At the same time, from the cavity B, the working fluid through the channel 11, through the distribution valve 111, the channels 12, 7 enters the drain hydroline. The force is transmitted through the shoulder of the piston 123 to the first sleeve 126, the working fluid, the second sleeve 127, the shoulder of the rod 124, and then to the connecting rod 103.

When the piston 123 moves, the lead 125 is connected (rotated), connected with the feedback sensor 102. In this case, a signal is supplied from the sensor to the amplifier of the control system, which reduces the control current in the windings of the signal converter 112. The elastic element of the signal converter (spring 121) returns the damper 115 to initial position. The resistance to the outflow of the working fluid from the nozzles equalizes, therefore, the pressures at the ends of the distribution valve 111 equalize. The distribution valve 111 is returned to the neutral position by the action of the springs 128. The flow of the working fluid into the cavity A stops and the piston 123 stops.

When the shutter 115 deviates to the right from the symmetrical position, the distributor spool 111, as described above, is shifted to the left. As a result, the working fluid enters the cavity B of the actuator 101. The piston 123 moves to the left (for retraction) and the force is transmitted through the piston shoulder and the second sleeve 127, the working fluid of the cavity B, the first sleeve 126, the shaft shoulder 124 and then to the connecting rod 103.

In the case of non-identical input signals within acceptable limits, in steering units installed in parallel with the control system and working on the same mechanical wiring, the pistons of different steering units will move in proportion to their signals, compressing their hydraulic springs.

Failure work.

When the pressure drops in the pressure hydraulic line, the microswitch of the pressure switch 108 activates and issues a signal to the control system to turn off the electro-hydraulic valve 109.

For failure, the fact of exceeding the permissible difference between the signal from the feedback sensor 102 of the steering unit and the signal from the electronic model of the control channel of the control system is taken.

Consider the case of several steering units working on one mechanical wiring and the absence of a control signal in one of the units (breakage of the winding of the electro-hydraulic amplifier 106). At the same time, the piston of the failed unit is stationary, and the rod associated with the mechanical wiring of the aircraft moves, compressing its hydraulic spring, under the action of the force developed by other steering units installed on the same mechanical wiring. The signals from the feedback sensor 102 of the steering unit and the electronic model of the control channel of the control system are compared and, when the difference in signals is more than acceptable, a signal is issued to turn off the electro-hydraulic valve 109. Failures of the following elements of the steering unit are also caused by the following: feedback sensor 102, pressure reducing valve 107, electro-hydraulic valve 109 and other elements.

Thus, even in the event of a malfunction of one of the steering assemblies, control of the steering wheel (elevator, ailerons, spoilers) continues to be carried out by other steering assemblies. Since the steering assembly is bolted to the aircraft, the failed assembly is easy to replace.

The claimed steering unit has the following specifications.

Working fluid pressure:

in pressure head hydraulic line at the unit inlet, MPa:

- nominal - 21,

- full range - 10.0-31.5;

in the drain hydraulic line at the outlet of the unit, MPa:

- nominal - 1;

- the full range is 0.2-10.0.

The temperature range of the working fluid, ° C:

- working - from -20 to +100;

- full - from -55 to +120.

Ambient temperature range, ° С:

- working - from -60 to +60;

- full - from -60 to +85.

The maximum stroke of the output link of the steering unit relative to geometric neutral is ± (15 ± 0.25) mm (the geometric neutrality of the output link of the steering unit is the midpoint of the full stroke of the output link of the steering unit from lock to lock).

The maximum permissible control current at the entrance to the electro-hydraulic amplifier at an ambient temperature of 60 ° C and a temperature of the working fluid is 55 ° C ± 75 mA.

Unit deadband, mA, no more than:

- at ambient temperature (+ 25 ± 10) ° С and working fluid temperature (+ 35 ± 5) ° С - 2;

- in the working temperature range of the working fluid and the environment - 2.8.

The zero offset of the steering unit in the operating temperature range of the working fluid and the environment is 10.0 ± 5.5 mA.

The speed of movement of the output link of the steering unit in the absence of an external load and a control signal of ± 18 mA, taking into account the actual zero offset, mm / s:

- at a temperature of the working fluid (+ 35 ± 5) ° С and

environment (+ 25 ± 10) ° С - 24 ± 5;

- at working fluid temperature (-20 ± 5) ° С and temperature

environment (-60 ⁺⁵ ) ° С, not less than - 9.5;

- at the temperature of the working fluid (+100 _-10 ) ° С and the ambient temperature (+ 25 ± 10) ° С, not more than 31.

Maximum speed of movement of the output link of the unit in the absence of an external load and a control signal of ± 50 mA, without taking into account the actual zero offset, mm / s:

- at the temperature of the working fluid (+ 35 ± 5) ° С and the surrounding

environment (+ 25 ± 10) ° С - 41.0 ± 9.5;

- at working fluid temperature (-20 ± 5) ° С and temperature

environment (-60 _-5 ) ° С, not less than - 18;

- at working fluid temperature (+100 _-10 ) ° C and temperature

environment (+ 25 ± 10) ° С, no more - 53;

- at working fluid temperature (-40 ± 5) ° С and temperature

environment (-60 ⁺⁵ ) ° С, pressure in the pressure head hydraulic line at the unit inlet (10.5 ± 0.4) MPa and pressure at the unit outlet (0.3 ± 0.1) MPa,

not less than 7.5.

The force developed at the output link of the steering unit is 2850 ± 300 N.

The electrical insulation resistance of the electric circuits of the steering unit in all operating conditions is not less than 0.4 megohms.

The weight of the steering unit filled with hydraulic fluid is not more than 5.3 kg.

Although the present disclosure has been described with reference to this implementation, it will be understood by those skilled in the art that other embodiments of the claimed utility model may occur within the scope of the attached utility model formula.

Claims (18)

1. The steering unit containing the control unit, actuator, feedback sensor, output link, characterized in that the steering unit is single-channel, the control unit contains a housing, an input filter, an electro-hydraulic amplifier, a pressure reducing valve, a pressure switch, an electro-hydraulic valve, in the housing channels for the flow of the working fluid are made, while during operation of the unit, the working fluid through the inlet filter enters the pressure reducing valve, and then goes to the electro-hydraulic to the valve and to the distributor valve of the electro-hydraulic amplifier, when the power of the electro-hydraulic valve is turned on, the working fluid enters the pressure signaling device and into the hydraulic spring cavity of the actuator interacting with the output link and the feedback sensor. 2. The steering assembly according to claim 1, characterized in that the connecting rod is the output link. 3. The steering unit according to claim 1, characterized in that the working fluid is NGS-5u TU 38.401-58-57-93 or SKYDROL LD (Skydrol LD-4 SAE AS 1241). 4. The steering assembly according to claim 1, characterized in that the inlet filter is made of a twill weave metal mesh. 5. The steering assembly according to any one of claims 1 to 4, characterized in that the electro-hydraulic amplifier consists of the following assembly units: signal converter, nozzles, throttles, distribution valve, damper. 6. The steering assembly according to claim 5, characterized in that the signal converter is used to convert the electric signal (current) into a proportional displacement of the damper and is a polarized electromagnetic device with reverse action with a stable average (neutral) position of the damper in the absence of control current. 7. The steering assembly according to claim 6, characterized in that the signal converter comprises a magnet, poles, as well as an armature and a spring connected to the damper. 8. The steering assembly according to claim 5, characterized in that each throttle is a rod with a series of narrow shoulders, and a rectangular slot is made on each shoulder for the passage of the working fluid. 9. The steering assembly according to claim 8, characterized in that the slots on adjacent collars are shifted 180 ° relative to each other. 10. The steering assembly according to any one of claims 1 to 4, characterized in that the pressure reducing valve is a spool type pressure reducing valve. 11. The steering assembly of claim 10, wherein the pressure reducing valve consists of the following elements: sleeve, spool and spring. 12. The steering assembly according to any one of claims 1 to 4, characterized in that the actuator consists of a first sleeve, a second sleeve, a piston, a hydraulic spring and a rod. 13. The steering assembly according to claim 12, wherein the actuator is designed to convert the pressure of the working fluid into mechanical energy of the translational motion of the piston, while the force from the piston is transmitted to the rod using a symmetrical hydraulic spring, and the force is transmitted from the rod to the connecting rod. 14. The steering assembly according to any one of claims 1 to 4, characterized in that the feedback sensor is an induction linear non-contact sensor designed to receive a feedback signal. 15. The steering assembly according to claim 14, characterized in that the feedback sensor consists of an implicit pole stator, in the slots of which there is an excitation winding and a secondary winding, and a non-winding explicit pole rotor. 16. The steering unit according to any one of claims 1 to 4, characterized in that the pressure switch is a spool type pressure switch, designed to signal the presence of operating pressure in the steering unit and is triggered when it is lowered to a predetermined value. 17. The steering assembly according to claim 16, characterized in that the pressure switch consists of the following main elements: pusher, spring and microswitch. 18. The steering unit according to any one of claims 1 to 4, characterized in that the electro-hydraulic valve is designed to connect the pressure relief pressure line with the actuator hydraulic spring and is a two-position, three-way electro-hydraulic valve with a ball-type locking and control element controlled from a constant solenoid current.