RU2584754C1 - Hydraulic tank of hydraulic control system of aircraft - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to aircraft engineering, particularly to hydraulic systems of aircraft. Hydraulic tank of hydraulic aircraft control system comprises a blown working chamber without separating working fluid and gas and an antigravity chamber, separated by a partition and linked by a foam removal channel with a weight check valve and free overflow channel, as well as connection for pressurisation of working chamber, anti-foaming agent, and connections for supply and discharge of working fluid linked with upper part of antigravity chamber. Defoamer includes convergent conical tip mounted on facing in antigravity chamber inlet opening for supply of hydraulic fluid, and a conical diffuser tip mounted on facing in antigravity chamber outlet nozzle hole for discharging working fluid.

EFFECT: higher reliability of hydraulic system by preventing entry of foam into hydraulic drives.

6 cl, 4 dwg

Description

FIELD OF THE INVENTION

The invention relates to the aviation industry, and more specifically to hydraulic tanks used in hydraulic aircraft control systems as batteries.

Hydraulic tanks are designed to store the required supply of fluid, to provide fluid to the pumps in all flight modes, including positive and negative overloads along the three coordinate axes (Χ, Y, Z) of the aircraft, for gas separation, to compensate for the volume of working fluid with changes in its temperature and pressure, during the operation of differential units, to reduce foaming, to limit the pressure in the tank, to discharge excess fluid.

State of the art

A number of pneumohydraulic accumulators are known from the prior art, for example, from publications of copyright certificates of the USSR SU 1067252 A1, IPC F15B 1/08 publ. 01/15/1984, SU 1355773 A1, IPC F15B 1/04, publ. 11/30/1987 and SU 1827466 A1, IPC F16F 9/06, publ. 07/15/1993. These known pneumatic-hydraulic accumulators provide for the separation of the working fluid and gas by another fluid, however, for various reasons, they cannot be used in hydraulic control systems of aircraft.

From the publication of the international application WO 2012/156615, IPC F02K 9/44, publ. 11/22/2012, a pneumohydraulic accumulator is known, designed to provide fuel to liquid rocket engines. Such a well-known pneumohydraulic accumulator also cannot be used in hydraulic control systems of aircraft.

In hydraulic aircraft control systems, hydraulic tanks can be used, for example, described in the article by I.S. Shumilova, N.P. Solotenkova, T.G. Vinogradova “Aggregates for storing liquid in aircraft hydraulic systems” (Electronic Scientific and Technical Edition “SCIENCE AND EDUCATION”, December 2012 DOI: 10.7463 / 0113.0513812). Open type hydraulic tanks described in this article are not effective enough due to the insecurity of reducing the formation of foam in the overload chamber and ensuring its removal into the working chamber.

The prior art hydraulic system according to patent RU 2455197 C1, IPC B64C 13/36, publ. 07/10/2012. The hydraulic tanks used in the specified known hydraulic system are made with piston separators of the working fluid and gas, which determines the reduced reliability of the hydraulic system due to the risk of limiting the mobility of the piston separators.

The closest analogue of the present invention is a hydraulic tank for the hydraulic control system of the Yak-42 aircraft, which contains a pressurized working chamber without separation of the working fluid and gas and an overload chamber, which are separated by a partition and communicated with each other through a foam outlet with a weight check valve and a free overflow channel as well as a nozzle for pressurizing the working chamber, antifoam and nozzles for supplying and draining the working fluid in communication with the upper part loading chamber.

The disadvantages of the hydraulic tank of the Yak-42 aircraft’s hydraulic control system are the complexity of its implementation due to the combination of the tank functions for two hydraulic systems and the partial combination of the nozzles for supplying and discharging the working fluid, as well as the insufficient reliability of the means to reduce the formation of foam in the overload chamber and ensuring its removal into the working chamber .

SUMMARY OF THE INVENTION

The problem solved by the claimed invention is the creation of a hydraulic tank hydraulic control system of the aircraft, characterized by reliable prevention of foam from entering the hydraulic system and increased reliability.

The problem is solved by the proposed hydraulic tank of the aircraft’s hydraulic control system, containing a pressurized working chamber without separation of the working fluid and gas and an anti-overload chamber, which are separated by a partition and communicated with each other through the foam channel with a weight check valve and a free overflow channel directly, as well as a branch pipe for boosting the working chambers, antifoam and nozzles for supplying and draining the working fluid in communication with the upper part of the anti-overload chamber, characterized in that the defoamer comprises a tapered tip, mounted over the call in antigravity chamber inlet nozzle hole for supplying the working fluid, which is made convergent and conical tip, mounted over the call in antigravity chamber outlet nozzle hole for discharging the working fluid, which is made diffuser.

The technical result of the invention is to reduce the likelihood of foam formation in the anti-overload chamber with ensuring its removal into the working chamber.

The specified technical result is achieved by the fact that in the hydraulic tank of the aircraft’s hydraulic control system containing a pressurized working chamber without separation of the working fluid and gas and an overload chamber, which are separated by a partition and communicated with each other through the foam channel with a weight check valve and a free overflow channel directly, as well as a nozzle for boosting the working chamber, antifoam and nozzles for supplying and discharging the working fluid in communication with the upper part of the anti-overload chamber, with publicly invention defoamer includes a conical tip, mounted over the call in antigravity chamber inlet nozzle hole for supplying the working fluid, which is made convergent and conical tip, mounted over the call in antigravity chamber outlet nozzle hole for discharging the working fluid, which is made diffuser.

In an embodiment of the claimed invention, the nozzles for supplying and discharging the working fluid can be located at a distance between them to minimize the interaction of the flows of the supplied and drained working fluid.

Also in another embodiment of the claimed invention, the volume of the anti-overload chamber in the area between the lower cut of the free overflow channel and the edge of the suction neck of the nozzle for supplying working fluid can be no less than the differential difference in the volume of hydraulic drives of the controlled units of the aircraft’s control system and the airplane’s chassis and is sufficient to ensure hydraulic operation aircraft control systems in all possible conditions of its operation, including when the guide volume changes during operation oprivodov with differential working chambers.

In another embodiment, the implementation of the claimed invention, the hydraulic tank can be made with several overflow channels, directly communicating between a working and anti-overload chambers.

Also in another embodiment of the claimed invention, the partition separating the working and anti-loading chambers can be made in the form of an inverted glass with a convex bottom facing the working chamber, while the free channel directly communicating between the lower parts of the working and anti-loading chambers can be is made circular, and a foam channel with a weight check valve can be installed in the upper part of the convex bottom of the partition separating the working and anti-reloading chambers.

In another embodiment of the claimed invention, an anti-overload chamber with a dividing wall and a weighted check valve can be located in a compartment installed at an angle of 90 ° ± 10 ° to the working chamber located at an angle of 180 ° ± 10 ° to the X axis of the aircraft.

Brief Description of the Drawings

The invention is illustrated by the following drawings.

FIG. 1 - the location of the hydraulic tanks of the 1st, 3rd and 2nd hydropower subsystems of the aircraft.

FIG. 2 is a structural diagram of an aircraft hydraulic control system.

FIG. 3 - a hydraulic tank of the 1st or 2nd hydropower subsystem of the aircraft.

FIG. 4 - a hydraulic tank of the 3rd hydropower subsystem of the aircraft.

Disclosure of invention

The hydraulic system (see Fig. 2) of the aircraft contains three hydropower subsystems. Each hydraulic power subsystem includes a hydraulic tank (1) (see Fig. 3) or (2) (see Fig. 4) with a pressurized working chamber (3) (see Fig. 3) or (4) (see Fig. 4 ) without separation of the working fluid and gas and the anti-overload chamber (5) (see Fig. 3) or (6) (see Fig. 4).

In the hydraulic tank (1), the chambers (3) and (5) are separated by a partition (7) and communicated with each other through a foam channel (8) with a weight check valve (9) and two free overflow channels (10) directly.

In the hydraulic tank (2), the chambers (4) and (6) are separated by a partition (11) in the form of an inverted glass with a convex bottom facing the working chamber separating the chambers (4) and (6), and communicated with each other through the foam channel (12) with a weight check valve (13) and an annular free overflow channel (14) directly. A chamber (6) with a dividing wall (11) and a weighted check valve (13) are located in a compartment installed at an angle of 90 ° ± 10 ° to the working chamber (4) located at an angle of 180 ° ± 10 ° to the X axis of the aircraft.

The hydraulic tank (1) contains a pipe (15) for pressurizing the working chamber (3) with compressed gas (source not shown). The hydraulic tank (2) contains a pipe (16) for pressurizing the working chamber (4) with compressed gas (the source is not shown in Fig.).

In the hydraulic tank (1), the pipe (17) for supplying the working fluid and the pipe (18) for draining the working fluid are in communication with the upper part of the chamber (5). In the hydraulic tank (2), the pipe (19) for supplying the working fluid and the pipe (20) for draining the working fluid are communicated with the upper part of the chamber (6).

The nozzles (18) and (20) are connected to the respective lines (not shown) of the discharge of the working fluid, to which the lines (not shown) of the discharge of the working fluid of the hydraulic actuators are connected.

The volume of chambers (5) and (6) in the section between the lower cut of the free overflow channel (10) and (14), respectively, and the edge of the suction neck of the pipe (17) and (19), respectively, is not less than the differential difference in the volumes of the corresponding hydraulic drives controlled units and landing gear. The volume of chambers (5) and (6) in the section between the lower cut of the free overflow channel (10) and (14), respectively, and the edge of the suction neck of the pipe (17) and (19) is sufficient to ensure the hydraulic control system of the aircraft in all possible conditions of its operation. Including, when the volume of drives with differential working chambers changes during operation.

In the hydraulic tank (1), the defoamer includes a conical tip (21) mounted above the inlet of the nozzle (17) for supplying the working fluid, which is made confuser, facing the anti-overload chamber (5). The antifoam in the hydraulic tank (1) also includes a conical tip (22) mounted above the outlet opening of the nozzle (18) for draining the working fluid, which is made diffuser, facing the anti-overload chamber (5).

In the hydraulic tank (2), the defoamer includes a conical tip (23) above the inlet of the pipe (19), which is made confuser, facing the chamber (6). The antifoam in the hydraulic tank (2) also includes a conical tip (24) above the outlet opening of the nozzle (20), which is made diffuser.

In the 1st and 2nd hydropower subsystems (Fig. 2), the main source of hydraulic energy are hydraulic pumps (25) and (26) driven by mid-flight engines (27) and (28), respectively, of an airplane. A backup source of hydraulic energy in them are pumping stations (29), (30), operating from an unstabilized frequency AC power system.

In order to increase fire safety in the suction lines (31) and (32), respectively, between the hydraulic tank (1) and the hydraulic pump (25), (26), respectively, stopcocks (33) and (34) are installed, which are closed in case of fire appropriate engine.

In the 3rd hydropower subsystem, a pump station (35) was used with power from an unstabilized frequency AC power supply system. A turbocompressor unit (36) was used as a backup source of hydraulic energy in the third hydropower subsystem.

Hydraulic tanks (1) with approximately vertically located working (3) and anti-overload (5) chambers can be installed in the pylons (Fig. 1) of the left and right nacelles of marching engines (27) and (28), and in the 3rd - a hydraulic tank (2) with an anti-reloading chamber (6) installed at an angle of 90 ° ± 0 ° to the working chamber (4) can be located in the fairing of a niche under one of the main landing gear supports.

The power supply of the pumping stations is carried out from the engines of the marching engines (27) and (28), the generator of the auxiliary power unit (not shown), or during ground handling of the aircraft, from the airfield source (not shown).

The inputs of the hydraulic pumps (25), (26), pumping stations (29), (30) and (35) and the turbocompressor unit (36) are connected by lines (31), (32), (37), (38), (44) and (45) suction with the corresponding nozzles for supplying the working fluid of the hydraulic tanks (1), (2).

The outputs of the hydraulic pumps (25), (26), pumping stations (29), (30) and (35) and the turbocharger installation (36) are connected via check valves to the mains (39), (40) and (41) of the discharge of the corresponding hydraulic power subsystem .

To the mains (39), (40) and (41) of the discharge are connected the corresponding power lines of the hydraulic drives of the controlled units and the airplane chassis (Fig. 2).

In the power lines of hydraulic drives of powerful consumers (chassis, flaps, slats), stop valves (42) are installed, designed to close when pressure drops behind them, ensuring the priority of consumers' water supply connected to them.

Accumulators (43) are connected to the power lines of the hydraulic actuators for the backup release of the main chassis supports and the brakes of the main chassis supports behind the corresponding non-return valves installed in them (43).

When the engines (27) and (28) of the aircraft are started and the power is turned on, the hydraulic pumps (25), (26) and the pump station (35) begin to operate.

The working fluid in the hydraulic tanks (1) and (2) is under constant pressure with compressed gas.

From the injection lines (39), (41), part of the working fluid passes to the charge accumulators (43), where the working fluid energy is accumulated due to gas compression.

Filling the hydraulic tanks (1) and (2) with the working fluid is carried out in a closed way on the ground through the drain lines (not shown). The level of the working fluid in the tanks is controlled by sensors (46), (47) by the indicator on the refueling panel. The signal "minimum balance" (with a critical decrease in the liquid level in the hydraulic tank) is issued to the control system.

In case of negative overloads, the cargo check valve (9), (13) closes, preventing the liquid from flowing out of the anti-overload chamber (5), (6), which allows maintaining the hydraulic tank operability until the end of the overload.

As a result of the claimed implementation of the defoamer in the form of conical tips on the ends of the separate nozzles for supplying and discharging the working fluid, which are made in the confuser and diffuser shapes, respectively, the technical result is increased reliability of the hydraulic tank by reducing the likelihood of foam formation in the anti-overload chamber with ensuring its removal into the working chamber through the foam channel with a weight check valve, because:

- the distribution of the working fluid over the surface of the conical tip of the pipe for feeding it from the anti-overload chamber, followed by a gradual increase in the flow rate in the confuser of the pipe prevents the formation of foam in the anti-overload chamber;

- in the diffuser of the drain pipe, the liquid slows down and is cleaned of air bubbles that rise up and through the anti-overload valve go into the working chamber of the hydraulic tank;

- the spacing of the nozzles of the supply and discharge of the working fluid eliminates the interaction of the supplied and discharged fluid flows in the overload chamber, excluding foaming during the interaction of the flows.

Industrial applicability

The invention is intended for use in aeronautical engineering to increase the reliability of the aircraft’s hydraulic tank by reducing the likelihood of foam formation in the anti-reloading chamber with ensuring its removal into the working chamber through a foam channel with a weight check valve.

All technical means, the use of which is provided for by the invention, are developed and produced both by domestic industrial enterprises and by leading companies of foreign countries.

The interaction of means envisaged by the invention is realized in known processes for various purposes in the field of aircraft manufacturing. In the manufacturing process of all devices included in the hydraulic tank of the aircraft’s hydraulic control system, standard, standard industrial equipment, known materials and components can be used.

Claims (6)

1. The hydraulic tank of the aircraft’s hydraulic control system, comprising a pressurized working chamber without separation of the working fluid and gas and an overload chamber, which are separated by a partition and communicated with each other through the foam channel with a weight check valve and a free overflow channel directly, as well as a nozzle for pressurizing the working chamber, antifoam and nozzles for supplying and draining the working fluid in communication with the upper part of the anti-overload chamber, characterized in that the defoamer includes a conic a conical tip installed above the inlet opening of the nozzle for supplying the working fluid, which is made confuser, and a conical tip installed above the outlet opening of the nozzle for discharging the working fluid, which is made of diffuser, facing the anti-overload chamber. 2. A hydraulic tank according to claim 1, characterized in that the nozzles for supplying and discharging the working fluid are located at a distance between them, minimizing the interaction of the flows of the supplied and drained working fluid. 3. The hydraulic tank according to claim 1 or 2, characterized in that the volume of the anti-overload chamber in the area between the lower cut of the free overflow channel and the edge of the suction neck of the nozzle for supplying the working fluid is at least a differential difference in the volume of hydraulic drives of the controlled units and the airplane chassis. 4. The hydraulic tank according to claim 1, characterized in that it is made with several overflow channels communicating directly between the working and anti-loading chambers. 5. The hydraulic tank according to claim 1, characterized in that the partition separating the working and anti-overload chambers is made in the form of an inverted glass with a convex bottom facing the working chamber, the free channel directly communicating between the lower parts of the working and anti-overload chambers is circular, and a foam channel with a weight check valve is installed in the upper part of the convex bottom of the partition separating the working chamber and the overload chamber. 6. The hydraulic tank according to claim 5, characterized in that the anti-overload chamber with a dividing wall and a weight check valve are located in a compartment installed at an angle of 90 ° ± 10 ° to the working chamber located at an angle of 180 ° ± 10 ° to the X axis of the aircraft.

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