CN218817310U - Valve group device for undercarriage retraction and extension and undercarriage cabin door control - Google Patents

Abstract

A valve group device for retraction and release of an undercarriage and control of an undercarriage cabin door comprises an undercarriage control valve, a backup release control valve, a cabin door control valve, an oil inlet joint and an oil return port joint, wherein the cabin door control valve comprises a front cabin lifting door control valve and a main cabin lifting door control valve, a main cabin lifting door check valve and a main cabin lifting door throttle valve are arranged in parallel in a pipeline between the main cabin lifting door control valve and the backup release control valve, and a front cabin lifting door check valve and a front cabin lifting door throttle valve are arranged in parallel in a pipeline between the front cabin lifting door control valve and the backup release control valve. The valve group device can realize the independent control of the main starting cabin door and the front starting cabin door, and can slowly retract all the cabin doors when the cabin doors are in the ground position. The valve bank device can be further integrated into an integral valve block, so that the valve bank device is compact in design, light in weight and simple and convenient to install, and the valve bank device can avoid the problem that a single-point fault causes that a landing frame cannot be put down in the air.

Description

Valve group device for undercarriage retraction and extension and undercarriage cabin door control

Technical Field

The utility model relates to a hydraulic control system design field among the aerospace field relates to a valves device that is used for undercarriage to receive and release and control with undercarriage hatch door very much.

Background

In the prior art, an electric control hydraulic driving system is generally adopted in a landing gear retraction system in a civil aircraft, and the landing gear retraction and extension and the operation of retracting the landing gear and the cabin door are completed in the air by using a landing gear retraction and extension control valve. Also, when the aircraft is on the ground, the landing gear retraction system may retract and retract the landing gear doors, such as for ground maintenance tasks. In addition, for civil aircraft, the landing gear retraction system requires that a single point of failure cannot occur, resulting in the landing gear not being able to be lowered in the air.

Generally, landing gear retraction systems may employ a back-up retraction system to retract landing gear doors on the ground, which are retracted by gravity after the door uplock is opened, and control valves to retract the landing gear doors require oil in the actuators to be bypassed back when the landing gear doors are retracted. On the ground, the retraction of the landing gear door usually requires the control of a hydraulic system for supplying oil to an actuator through a landing gear retraction control valve, so as to retract the door. At the same time, retraction of the landing gear doors should be slowed down in order to ensure the safety of ground maintenance personnel during maintenance tasks.

In the prior art, a part of landing gear retraction control systems of civil aircraft adopt combined control of a landing gear retraction control valve and a ground cabin door safety valve so as to complete the combined functions of retracting and releasing a landing gear in the air and retracting and releasing a landing gear cabin door in the ground. However, such combined control has disadvantages: the use of ground door safety valves results in an increased weight of the system and an increased cost of the aircraft door opening.

The landing gear retraction control system of part of civil aircraft adopts a combined control valve, and can also complete the combined function without adopting a ground cabin door safety valve. However, the retractable function of the ground landing gear cabin door adopting the scheme has the defects that the retractable function of the ground landing gear cabin door can only be fully retracted and fully extended, namely, the front landing gear cabin door and the main landing gear cabin door can only be retracted or extended simultaneously. Meanwhile, the retraction control switch of the airplane ground cabin door is near the nose landing gear and far away from the main landing gear, so that the maintenance task is not facilitated, and the observation and safety guarantee of ground personnel are also not convenient. In addition, if the maintenance task only involves the nose landing gear or the main landing gear, the doors of the nose landing gear and the main landing gear must be fully placed, and the maintenance task is time-consuming and labor-consuming.

The following table shows the main features of the landing gear bay door ground retraction system of three current civil transport aircraft:

therefore, there is a need for an undercarriage control valve assembly that does not use a ground cabin door safety valve, can separately deploy and retract a front and a main cabin lifting door of an aircraft on the ground, and can meet the requirements of system safety.

SUMMERY OF THE UTILITY MODEL

For solving the problem that above-mentioned prior art exists, the utility model provides a valve group device that is used for undercarriage to receive and release and undercarriage hatch door control, this valve group device is through main cabin door control valve, the preceding cabin door control valve that rises, the undercarriage control valve, and the backup combination control of putting the control valve, can reduce undercarriage control system's weight, reduce the complexity of system installation, avoid single-point trouble to lead to the landing frame to rise and can't put down in the air, increase system security, can realize the independent control to main cabin door and the preceding hatch door that rises simultaneously, be favorable to developing of ground maintenance task.

Therefore, the utility model provides a valve group device for undercarriage receive and releases and undercarriage hatch door control, it can solve at least one in the above-mentioned weak point, this valve group device can include the undercarriage control valve, the backup control valve of putting, the hatch door control valve, the oil inlet connects, the oil return opening connects, wherein, the hatch door control valve can include the hold-in front door control valve and main hold-in door control valve of starting, hold-in front door control valve can control the hold-in front door, main hold-in front door control valve can control main hold-in front door of starting, thereby the control to the hold-in front and the control to the main hold-in front are independent each other.

The utility model discloses an in one embodiment, the valve bank device can also include total check valve, and total check valve can set up in the pipeline that the oil return opening connects, and total check valve is used for preventing oil return fluid against the current.

The utility model discloses an in an embodiment, the valve group device can also include the main cabin door check valve of getting out and the main cabin door choke valve that plays, with the parallelly connected setting of main cabin door check valve and the main cabin door choke valve of getting out in the main pipeline of taking out between the cabin door control valve and the backup control valve of putting.

The utility model discloses an in an embodiment, the valves device can also include the hold-up door check valve before and hold up the hatch door choke valve, with hold-up door check valve before and hold up the parallelly connected setting of the hold-up door check valve before and hold up the pipeline between the control valve with the backup.

In one embodiment of the present invention, the valve block assembly may be an integrated, unitary valve block.

In an embodiment of the present invention, the backup release control valve may be a three-position seven-way valve.

In an embodiment of the present invention, the backup release control valve may include a normal position, a backup release position, and a ground position.

The utility model discloses an in an embodiment, when the backup was put the control valve and is in normal position, can realize the normal order of undercarriage and receive and release control through control undercarriage control valve, main cabin door control valve and the preceding cabin door control valve of lifting.

The utility model discloses an embodiment, when the backup was put the control valve and is in the backup and put the position, can put control through control undercarriage control valve, main cabin door control valve and the preceding cabin door control valve of lifting, the backup that realizes the undercarriage.

The utility model discloses an embodiment, when the backup was put the control valve and is in ground position, can realize the main receipts of playing the hatch door and control through controlling main cabin door control valve of lifting, control the receipts of the preceding hatch door of lifting through preceding cabin door control valve of lifting.

Compared with the prior art, the utility model provides a valve group device for undercarriage receive and release and undercarriage hatch door control has following beneficial effect:

1. according to the valve group device of the utility model, through the combination of the main cabin door lifting control valve, the front cabin door lifting control valve, the undercarriage control valve and the backup release control valve, the combined functions of normal air retraction and release, emergency release and ground cabin door retraction and release of the undercarriage can be realized without adopting a ground cabin door safety valve, the weight of an undercarriage control system can be reduced, the complexity of system installation is reduced, and the compactness and the safety of the system are improved;

2. according to the utility model discloses a valve group device for undercarriage receive and release and undercarriage hatch door control has main cabin door control valve and the preceding cabin door control valve of lifting, can realize the independent control to the main cabin door of lifting and the preceding cabin door of lifting. Therefore, during maintenance, if the maintenance task only involves the main lift cabin door or the forward lift cabin door, all the cabin doors do not need to be fully put and fully retracted, and the landing gear cabin door required to be maintained can be independently retracted, so that the cost and the time are saved;

3. according to the utility model discloses a valve group device puts the combination of control valve through main cabin door control valve, preceding cabin door control valve, undercarriage control valve and backup, can avoid the single-point trouble to lead to the landing frame can't put down in the air. Meanwhile, the valve group device can reduce the speed of retracting the door of the landing gear by combining the check valve and the throttle valve, ensure the safety of ground personnel during maintenance tasks and reduce structural impact.

Drawings

The above-mentioned and other features of the present invention will become more apparent upon reading the following description of exemplary embodiments, given with reference to the accompanying drawings. It is obvious that the drawings described below are only some embodiments of the invention, and that for a person skilled in the art, other solutions can be obtained on the basis of these drawings without inventive effort.

Fig. 1 is a schematic diagram illustrating the hydraulic principle of a valve group device according to an embodiment of the present invention;

fig. 2 is a schematic view showing an appearance of a valve block apparatus according to an embodiment of the present invention;

fig. 3 is a schematic diagram illustrating the control principle of a landing gear retraction control system employing a valve train device according to an embodiment of the present invention.

List of reference numerals

100-valve group device;

101-total check valve; 102-main takeoff door check valve; 103-front hatch door check valve; 104-main hatchway throttle; 105-Forward door throttle; 106-landing gear retraction control system; r-oil return port joint; p is an oil inlet joint;

v1-backup discharge control valve; P11-Normal position; p12-backup Placement location; p13-ground position;

v2-main takeoff door control valve; p21 — open position; p22-the neutral position; p23-closed position; a21, taking up the main lifting cabin door; a22, putting down the main lift cabin door;

v3-front lift gate control valve; p31 — open position; p32-neutral position; p33-closed position; a31, folding up the front opening cabin door; a32-lower the front lift hatch door;

v4 — landing gear control valve; P41-Take-up position; p42-neutral position; p43 — down position; a41-lower landing gear; a42-stow the landing gear;

211-right main takeoff door up lock; 212-Right Main takeoff door actuator; P211-Down position; P212-Take-up position;

221-left main takeoff door uplock; 222-left main takeoff door actuator; P221-Down position; P222-Take up position;

301-front takeoff door up lock; 302-fore deckhead door actuator; p301-drop position; P302-Take-up position;

411 — right main gear uplock; 412-right main gear actuator; p411 — Down position; P412-Take-up position; 413-right main landing gear down lock actuator; p413-unlocked position; p414-locked position;

421-left main landing gear uplock; 422-left main landing gear actuator; p421-lower position; P422-Take-up position; 423 — left main landing gear down lock actuator; p423 — unlocked position; p424-locked position;

401 — nose gear uplock; 402-nose gear actuator; P401-Down position; P402-Take-up position; 403 — nose gear down lock actuator; p403-unlocked position; P404-Lock position.

Detailed Description

The present invention now will be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. It will be apparent that all of the features disclosed in this specification, or all of the steps in any method or process so disclosed, may be combined in any combination, except combinations of mutually exclusive features and/or steps. Any feature disclosed in this specification may, unless stated otherwise, be replaced by alternative features serving the same, equivalent or similar purpose, i.e. each feature may be an example of a generic series of equivalent or similar features unless expressly stated otherwise. The technical solution of the present invention is described in many aspects with reference to the drawings and the embodiments.

Fig. 1 shows a hydraulic schematic of a valve block arrangement 100 according to an embodiment of the invention. As shown in fig. 1, the valve group device 100 includes a backup release control valve V1, a landing gear control valve V4, a cabin door control valve, an oil inlet joint P, and an oil return joint R, wherein the cabin door control valve includes a front lift door control valve V3 and a main lift door control valve V2, the front lift door control valve V3 can control a front lift door, and the main lift door control valve V2 can control a main lift door, so that the control of the front lift cabin door and the control of the main lift cabin door are independent of each other. Preferably, the back-up discharge control valve V1 may be a three-position seven-way valve.

In addition, the valve block arrangement 100 further comprises a main check valve 101, a main takeoff door check valve 102, a front takeoff door check valve 103, a main takeoff door throttle valve 104, and a front takeoff door throttle valve 105. The main check valve 101 is disposed in the pipeline of the oil return port connector R, and the main check valve 101 may be used to prevent backflow of the return oil. The main cabin door lifting check valve 102 and the main cabin door lifting throttle valve 104 are arranged in parallel in a pipeline between the main cabin door lifting control valve V2 and the backup cabin door release control valve V1, the front cabin door lifting check valve 103 and the front cabin door lifting throttle valve 105 are arranged in parallel in a pipeline between the front cabin door lifting control valve V3 and the backup cabin door release control valve V1, the check valves 102 and 103 are used for preventing pressure oil from flowing reversely when a ground maintenance cabin door is folded, and the throttle valves 104 and 105 are used for increasing the flow resistance of the pressure oil conveyed to the main cabin door lifting control valve V2 and the front cabin door lifting control valve V3 when the cabin door is closed during ground maintenance, throttling and decelerating, so that the closing speed of the cabin door is slowed down. Thus, under the combined action of the one- way valves 102, 103 and the corresponding throttle valves 104, 105, each landing gear door can be retracted at a lower speed, avoiding safety accidents during ground maintenance tasks due to the excessive speed of retraction of the door, and reducing structural impact.

With continued reference to fig. 1, the back-up bleed control valve V1 includes three positions: the three positions are respectively and correspondingly used for distributing pressure oil to a main cabin lifting door control valve V2, a front cabin lifting door control valve V3 and an undercarriage control valve V4 and collecting return oil under three application scenes of normal retraction, backup release and ground maintenance; the main lift gate control valve V2 includes three positions: an open position P21, a neutral position P22, and a closed position P23; the overhead door control valve V4 includes three positions: an open position P31, a neutral position P32, and a closed position P33; the landing gear control valve V4 includes three positions: a stow position P41, a neutral position P42 and a down position P43. By combining the above four control valves, the valve assembly 100 can achieve the following operations: a main landing door a21 is closed, a main landing door a22 is lowered, a forward landing door a31 is closed, a forward landing door a32 is lowered, landing gears a41 are lowered, and landing gears a42 are raised.

Preferably, when the back-up release control valve V1 is in the normal position P11, normal sequential retraction control of the landing gear can be achieved by controlling the main landing gear control valve V2, the forward landing gear control valve V3 and the landing gear control valve V4; when the backup release control valve V1 is in the backup release position P12, the backup release control of the undercarriage can be realized by controlling the main takeoff door control valve V2, the forward takeoff door control valve V3 and the undercarriage control valve V4; when the backup release control valve V1 is in the ground position P13, the ground control of the main deck door can be realized by controlling the main deck door control valve V2, and the ground control of the front deck door can be controlled by the front deck door control valve V3, which will be further described below with reference to fig. 3.

Fig. 2 shows an external view of the valve block arrangement 100 according to the preferred embodiment of the present invention. As shown in fig. 2, the valve block assembly 100 is preferably an integrated, unitary valve block, which allows for a compact, reduced weight and simpler system installation of the valve block assembly 100.

Fig. 3 shows a control principle schematic diagram of a landing gear retraction control system 106 employing the valve block arrangement 100 according to an embodiment of the present invention. As shown in fig. 3, the valve block assembly 100 is shown as described above, wherein the landing gear retraction control system 106 further comprises: a right main takeoff door upper lock 211, a right main takeoff door actuator 212, a left main takeoff door upper lock 221 and a left main takeoff door actuator 222 which are arranged in a main takeoff door control pipeline; a front deck door uplock 301 and a front deck door actuator 302 arranged in a front deck door control pipeline; a nose gear uplock 401, a nose gear actuator 402, a nose gear down-lock actuator 403, a right main gear uplock 411, a right main gear actuator 412, a right main gear down-lock actuator 413, a left main gear uplock 421, a left main gear actuator 422, and a left main gear actuator 423 disposed in the gear control conduit.

The right main liftgate actuator 212 includes a down position P211 and a stow position P212, and when the right main liftgate actuator 212 is placed in the down position P211, the right main liftgate is lowered, and when the right main liftgate actuator 212 is placed in the stow position P212, the right main liftgate is stowed, similarly: the left main takeoff door actuator 222 includes a down position P221 and a up position P222; the fore-lift gate actuator 302 includes a lowering position P301 and a retracting position P302; the nose gear actuator 402 includes a down position P401 and a stow position P402; the right main gear actuator 412 includes a down position P411 and a stow position P412; the left main landing gear actuator 422 includes a down position P421 and a stowed position P422. The nose gear down lock actuator 403 includes an unlocked position P403 and a locked position P404, the nose gear down lock actuator 403 being unlocked when placed in the unlocked position P403, and the nose gear down lock being locked when placed in the locked position P404 by the nose gear down lock actuator 403, similarly: the right main gear down lock actuator 413 comprises an unlocked position P413 and a locked position P414; the left main gear down lock actuator 423 includes an unlocked position P423 and a locked position P424.

With continued reference to FIG. 3, the control operation of the landing gear retraction control system 106 may be divided into the following three cases:

when the aircraft needs to normally retract and release the landing gear, the control system 106 can control the backup release control valve V1 to be arranged at the normal position P11, and pressure oil of the main hydraulic system passes through the backup release control valve V1 and then is input into the main takeoff door control valve V2, the nose takeoff door control valve V3 and the landing gear control valve V4 through the main takeoff door one-way valve 102 and the nose takeoff door one-way valve 103 respectively. By controlling the positions of the three control valves, the lock actuator and the retraction actuator of the driving cabin door and the undercarriage can be controlled, and the normal retraction of the undercarriage and the cabin door of the undercarriage is completed.

When the aircraft can not normally retract the undercarriage due to faults and needs to be backed up and released, the control system 106 places the backup release control valve V1 in a backup release position P12, places other control valves in corresponding neutral positions, can ensure that all actuators are communicated with the oil return port connector R, and at the moment, the backup energy is used for opening the undercarriage and the undercarriage door upper lock, so that the undercarriage and the undercarriage door can be put down, and the backup release operation is completed.

When the aircraft needs to put down the landing gear door during ground maintenance, the control system 106 may place the backup release control valve V1 in the backup release position P12, and the other control valves in the corresponding neutral positions, and may open the landing gear and the landing gear door uplock using the backup release operation described above, so that the landing gear door is put down; when the aircraft needs to take in the landing gear door during ground maintenance, the control system 106 can place the backup release control valve V1 at the ground position P13, place the main departure door control valve V2 and the front departure door control valve V3 at the corresponding closed positions, and supply pressure by the hydraulic energy system, so that the landing gear door can be taken in slowly.

In addition, the valve group device 100 can avoid the single point failure that causes the landing frame to be unable to be put down in the air, and the single point failure has two conditions:

1. the backup release control valve V1 is failed and is arranged at an error position, and at the moment, all actuators of the undercarriage can be communicated to return oil as long as other selection valves are at corresponding middle positions, so that the backup release operation of the control system 106 is not influenced;

2. one of the main cabin lifting door control valve V2, the fore cabin lifting door control valve V3 and the undercarriage control valve V4 is invalid and blocked at an error position, and at the moment, as long as the backup release control valve V1 is at the correct backup release position P12, all actuators of the undercarriage can be communicated with return oil, and the backup release operation of the control system 106 is not influenced. Therefore, the valve assembly 100 can avoid the accident that the landing rack cannot be put down in the air due to a single point of failure.

The description of the present invention has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the invention in the form disclosed. Many modifications and variations will be apparent to practitioners skilled in this art. The embodiment was chosen and described in order to best explain the principles of the invention and the practical application, and to enable others of ordinary skill in the art to understand the invention for various embodiments with various modifications as are suited to the particular use contemplated. Other combinations and subcombinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.

Claims (10)

1. The valve group device is characterized in that the cabin door control valve comprises a front cabin lifting door control valve and a main cabin lifting door control valve, the front cabin lifting door control valve controls a front lifting cabin door, and the main cabin lifting door control valve controls a main lifting cabin door, so that the control of the front lifting cabin door and the control of the main lifting cabin door are independent.

2. The valve manifold apparatus of claim 1, further comprising a main check valve disposed in the conduit of the return port connection, the main check valve configured to prevent backflow of return oil.

3. The valve block assembly according to claim 1, further comprising a main liftgate check valve and a main liftgate throttle valve, the main liftgate check valve and the main liftgate throttle valve being disposed in parallel in a pipeline between the main liftgate control valve and the backup bleed control valve.

4. The valve block assembly according to claim 1, further comprising a kick-off gate check valve and a kick-off gate throttle valve, the kick-off gate check valve and the kick-off gate throttle valve being disposed in parallel in a line between the kick-off gate control valve and the backup bleed-off control valve.

5. Valve block arrangement according to any of claims 1-4, characterized in that the valve block arrangement is an integrated, unitary valve block.

6. The valve block assembly of claim 1, wherein the backup bleed control valve is a three-position, seven-way valve.

7. The valve manifold apparatus of claim 1 or 6, wherein the backup bleed control valve comprises a normal position, a backup bleed position, and a ground position.

8. The valve block assembly according to claim 7, wherein normal sequential landing gear retraction control is enabled by controlling the landing gear control valve, the main landing gear control valve and the nose landing gear control valve when the backup retraction control valve is in the normal position.

9. The valve block assembly according to claim 7, wherein landing gear back-up release control is enabled by controlling the landing gear control valve, the main lift gate control valve and the nose lift gate control valve when the back-up release control valve is in the back-up release position.

10. The valve block assembly according to claim 7, wherein when the back-up control valve is in the ground position, the main lift gate control valve is controlled to achieve the up-take control of the main lift gate, and the front lift gate control valve is controlled to achieve the up-take control of the front lift gate.

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