processes
Article
Design and Verification of Two-Stage Brake Pressure Servo
Valve for Aircraft Brake System
Lilei Zhang 1 , Zhipeng Huang 2 , Chengwei Fu 2 , Yuepeng Xu 2 , Yunhe Wang 2 and Xiangdong Kong 2, *






Citation: Zhang, L.; Huang, Z.; Fu,
C.; Xu, Y.; Wang, Y.; Kong, X. Design
and Verification of Two-Stage Brake
Pressure Servo Valve for Aircraft
Brake System. Processes 2021, 9, 979.
https://doi.org/10.3390/pr9060979
Academic Editor: Cesar De Prada
Received: 6 April 2021
Accepted: 29 May 2021
Published: 1 June 2021
Publisher’s Note: MDPI stays neutral
with regard to jurisdictional claims in
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iations.
Copyright: © 2021 by the authors.
Licensee MDPI, Basel, Switzerland.
This article is an open access article
distributed under the terms and
conditions of the Creative Commons
Attribution (CC BY) license (https://
creativecommons.org/licenses/by/
4.0/).
Processes 2021, 9, 979. https://doi.org/10.3390/pr9060979
1 College of Horticulture and Landscape Architecture, Henan University of Science and Technology,
Xinxiang 453000, China; zhll1232021@163.com
2 School of Mechanical Engineering, Yanshan University, Qinhuangdao 066004, China;
zhipengh@stumail.ysu.edu.cn (Z.H.); fcw@stumail.ysu.edu.cn (C.F.); stuyuepeng@stumail.ysu.edu.cn (Y.X.);
wangyunhe@stumail.ysu.edu.cn (Y.W.)
* Correspondence: xdkong@ysu.edu.cn
Abstract: Wheel braking devices is some of the most widely used landing deceleration devices in
modern aircraft. Jet pipe pressure servo valves are widely used in large aircraft wheel brake control
systems because of their high anti-pollution ability, high sensitivity and fast dynamic response.
However, most brake systems suffer vibration phenomena during the braking process. The pressure
servo valve is an important part of the hydraulic brake system, and also an important factor affecting
the vibration of the system. In order to solve the vibration problem in the brake system this paper
present a two-stage brake pressure servo valve design. We place feedback channels at both ends of
the main spool to stabilize the output pressure. In addition, modeling, simulation and experimental
verifications are carried out. Firstly, the principle and structure of the pressure servo valve are
described. An accurate mathematical model of the two-stage brake pressure servo valve and the
testing system is established. Then a simulation analysis is carried out. Finally, a two-stage brake
pressure servo valve testing experimental platform system is built for experimental verification.
The experimental results show that the mathematical model of the two-stage brake pressure servo
valve and the test system established in this paper have high accuracy, and the designed servo valve
structure can restrain vibrations. The above research results provide a useful theoretical reference
for performance optimization, stability analysis and valve body structure improvement of brake
pressure servo valves.
Keywords: aircraft brake system; two-stage pressure servo valve; accurate modeling; vibration sup-
pression
1. Introduction
With the progress of science and technology, large aircraft technology has become an
important field leading the development of modern industry, which involves a wide range
of technical fields and rich content, attracting a large number of scholars for research. In the
control system of large aircraft, the wheel brake control system is one of the subsystems with
independent functions. With the rapid development of aviation technology, modern aircraft
is constantly developing towards the direction of higher load and higher performance. The
test of the effectiveness and safety of the brake system is especially important [1]. In order to
obtain stable brake output pressure, a large number of experts and scholars have conducted
in-depth research. Zhang, from the perspective of suppressing the vibration of hydraulic
system pipeline, divided the vibration of aircraft brake control system into four categories:
gear-walk, whirl, chatter and squeal. He elaborated on their respective characteristics,
frequency range and destructive consequences [2]. Based on the rolling mill, Yongshun
analyzed the inducement of vibration [3]. Shang established a model to analyze the
aircraft brake valve noise vibration and successfully predicted the system vibration under
the condition of fixed friction coefficient. At the same time, he proposed corresponding
https://www.mdpi.com/journal/processes
Processes 2021, 9, 979 2 of 15

vibration suppression measures for cyclotron vibration and howling vibration [4]. The
above research is mainly aimed at some key components of the brake control system.
Servo valves are mainly divided into jet pipe servo valves and nozzle baffle servo
valves [5,6]. Through understanding the key technology of jet pipe servo valves, it is
found that there are many kinds of jet pipe servo valve. These mainly include rotary
jet pipe servo valves, jet pipe valves, integrated jet pipe valves, slide valve end inclined
jet pipe valves and middle jet pipe valves [7–18]. To verify the adaptability of jet pipe
valves in aircraft braking systems, Yang [19] and Zhao [20] compared the performance
indexes of nozzle flapper valves and jet pipe valves, and proposed that the key technical
indexes of jet pipe valves meet the performance requirements of nozzle flapper valves.
Zhang [21] provided an experimental method for the stability assessment of jet pipe valves
with experimental projects as the background. In order to study the influence of main
structural parameters on the performance of jet pipe valves Yi [22] built a jet pipe valve
simulation platform with the AMESim software, and analyzed the influence of the main
structural parameters on the characteristics of jet pipe valves, which provided a theoretical
basis for the design of the valves. To study the dynamic characteristics of servo valves,
Berri [23] built a valve-controlled cylinder system, but the servo valve was simplified as an
inertial link, which cannot truly reflect the dynamic characteristics of the servo valve. The
servo valve model built by Hao [24] is divided into two levels to restore the structure of
the servo valve. However, the use of linearization parameters masks the dynamic changes
of output pressure. Lin [25] built a servo valve model, where the parameters of the model
are fitted according to the experiment, which can really express the dynamic characteristics
of the servo valve. Most scholars have made substantial progress in the research on jet
pipe servo valves, but research on the design of servo valves and how to solve its vibration
issues is less common. The model we built mainly takes into account various factors that
cause vibration. Firstly, it is necessary to accurately model each part of the servo valve. The
effect of all feedback channels also needs to be considered. Finally, the overall model of a
valve-controlled cylinder system is built. This is unprecedented.
During the braking process of the aircraft, passengers often feel “washboard” and
jitter instability effects. Especially in military aircraft, pilots feel that the brake jitter and
vibration are more obvious. When this vibration is serious, it can cause brake failure and
landing gear fatigue damage and other consequences. In order to analyze and verify the
vibration, it is necessary to establish a high-precision modeling analysis of the servo valve,
which is helpful to the development of jet pipe servo valves in the field of high-precision
control.
To solve the above problems, this paper designs a two-stage brake pressure servo valve
(TSBPSV) for aircraft brake systems and carries out accurate modeling and experimental
verification. The innovative achievements of this work are as follows:
(1) A novel structure of two-stage pressure servo valve is proposed in this paper. By
setting feedback channels, the degenerative feedback effect on the displacement of
the main valve core is realized, which can stabilize the output pressure and effectively
restrain the vibration during the process of braking.
(2) According to the principle of the TSBPSV designed in this paper, a matching math-
ematical model is established, the effect of vibration suppression of the valve is
simulated and analyzed, and an experimental platform is built to verify the simula-
tion results.
This paper is organized as follows: In Section 2 the principle of the TSBPSV and its
test system are introduced. In Section 3, an accurate dynamic model of the TSBPSV and
control cylinder system are established, including torque motor, jet pipe amplifier, power
stage spool, load actuator and oil return channel. In Section 4, the model is simulated and
analyzed, and the step response and slope response are tested. In Section 5, the TSBPSV
and its test system are verified by experiments. In Section 5.1, an experimental platform is
built. In Section 5.2, the system pressure output under two kinds of response is tested to
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Processes 2021, 9, 979 3 of 15

built. In Section 5.2, the system pressure output under two kinds of response is tested to
verify the accuracy of the dynamic model of the TSBPSV cylinder system. Section 6 is the
summary ofaccuracy
verify the this paper.
of the dynamic model of the TSBPSV cylinder system. Section 6 is the
summary of this paper.
2. Introduction of TSBPSV and Test System Principle
2. Introduction of TSBPSV and Test System Principle
2.1.2.1.
Structure Principle of TSBPSV
Structure Principle of TSBPSV
In In
view
viewof thevibration
of the vibration phenomenon
phenomenon existing
existing in brake
in aircraft aircraft brake
servo servo
system, system, a
a TSBPSV
TSBPSV structure
structure is proposed.
is proposed. The feedback
The feedback channelschannels at both
at both ends of theends
mainofvalve
the main valve
core in the core
in the structure
structure can effectively
can effectively restrain
restrain the vibration
the vibration phenomenon,
phenomenon, as shown in asFigure
shown1.in Figure 1.

xv＞ 0

Torque motor
Jet pipe

Jet nozzle

Receiver

pa
pb1

Main valve core

pa1
pb
H B
· P1 P2

Oil return pressure feedback channel Brake pressure channel

Figure 1. TSBPSV structure.
Figure 1. TSBPSV structure.
As shown in Figure 1, the working principle of TSBPSV is as follows: When the torque
As shown
motor does notinreceive
Figurethe1,current
the working
signal, theprinciple
jet pipe doesof TSBPSV is Therefore,
not deflect. as follows: theWhen
flow the
torque
of themotor doesenters
jet nozzle not receive
the lefttheandcurrent signal,
right holes thereceiver,
of the jet pipeanddoes thenot deflect.
control Therefore,
pressure
a = pbof
thepflow . At thejet
the same time,enters
nozzle the brakethepressure
left andchannel and theofoilthe
right holes return pressure
receiver, andfeedback
the control
channel𝑝are
pressure =connected
𝑝 . At thewith
samethe oil return
time, the brake H. That is,channel
port pressure the feedback
and thepressure on both
oil return pressure
sides of the main valve spool p a1 = pb1 = ph . The right spring makes the main spool at
feedback channel are connected with the oil return port H. That is, the feedback pressure
the leftmost. At this time, the brake port B is connected with the oil return port H.
on both sides of the main valve spool 𝑝 = 𝑝 = 𝑝 . The right spring makes the main
When the torque motor receives the current signal, the armature will drive the jet pipe
spool at the clockwise.
to deflect leftmost. AtThethis
flow time, the
of the jetbrake
nozzleport B isthe
enters connected with
left receiving themore
hole oil return
than theport H.
When
right. the time,
At this torque
pa >motor
pb , soreceives
the main thevalvecurrent signal,
spool moves the right.
to the armature
Port Bwill drive the jet
is connected
pipe to Pdeflect
port 1 and clockwise.
disconnected The
from flow
port of
H. the jet
Thus, nozzle
pressure enters
oil the
enters left
the receiving
brake hole
actuator more than
through
theport
right. Atthis
B. At thistime, the𝑝feedback
time, > 𝑝 , so the main
pressure valve
pb1 > spool
p a1 . This moves atoforce
produces the to
right. Port
the left of B is con-
the
spool,
nected port 𝑃 forms
which a stable inverse
and disconnected from feedback
port H.effect.
Thus,The valve port
pressure between
oil enters theport
brakeB and
actuator
port P1port
through decreases and the
B. At this brake
time, the pressure
feedbackdecreases.
pressure 𝑝 > 𝑝 . This produces a force to the
Due to the pressure change
left of the spool, which forms a stable during the brake
inverse feedback pressure control
effect. process,
The valve portPB1 is too port
between
large. At this time, B is connected with H but disconnected from P1 . As a result, the brake
B and port 𝑃 decreases and the brake pressure decreases.
pressure decreases and the return pressure increases. p a1 is increased and pb1 decreased.
Due to the pressure change during the brake pressure control process, PB1 is too
large. At this time, B is connected with H but disconnected from 𝑃 . As a result, the brake
pressure decreases and the return pressure increases. 𝑝 is increased and 𝑝 de-
creased. A stable inverse feedback is formed, and further inverse movement of the main
 Processes 2021, 9, 979 4 of 15
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A stable inverse feedback is formed, and further inverse movement of the main spool is
spool is hindered.
hindered. In theIn the working
working process,
process, the feedback
the feedback channel
channel forms forms a inverse
a inverse feedbackfeedback
effect on
effect
the spool movement. In this way, stable brake pressure output is finally formed.formed.
on the spool movement. In this way, stable brake pressure output is finally

2.2.2.2.
Introduction to the
Introduction Principle
to the of TSBPSV
Principle Test
of TSBPSV System
Test System
TheThehydraulic
hydraulic principle
principle of the TSBPSV
of the TSBPSV testing system
testing is shown
system in Figure
is shown 2. The2.hy-
in Figure The
hydraulic
draulic cylindercylinder
12.1 on12.1theon theisleft
left is connected
connected with thewith the pressure
pressure servo servo
valve valve 10 through
10 through the
the hydraulic
hydraulic hose ashose as the actuator
the actuator in the system.in theThe system.
pressureThesensor
pressure
11.1 sensor
is used 11.1 is used
to collect the to
collect
output the output
pressure pressure
of the pressure of servo
the pressure
valve and servo valve it
transfer and transfer
to the it to the
controller. Thecontroller.
hydraulic The
hydraulic
cylinder 12.2 cylinder 12.2 force
on the right, on the right,13,
sensor force
servosensor
valve13,14,servo valve8.2
controller 14,and
controller
amplifier 8.29.2
and
amplifier
jointly 9.2 jointly
constitute constitute the electro-hydraulic
the electro-hydraulic load simulator. load
Duesimulator. Due to the
to the presence presence
of the force of
the force sensor, the precise control of the load can be realized. The
sensor, the precise control of the load can be realized. The two-position three-way direc- two-position three-way
directional
tional control control valves
valves 15.1 and15.1
15.2andare 15.2
usedare used to the
to control control theofon-off
on-off the brakeof the brake pressure
pressure servo
servo
valve and valve
the oilandcircuit
the oilofcircuit
the load of the load simulation
simulation unit, respectively.
unit, respectively. The accumulator
The accumulator 7 and
the7normally
and the normally
open globe openvalveglobe valvea 1.2
1.2 form form aregulating
pressure pressure regulating module to
module to stabilize thestabilize
pres-
the pressure pulsation from the hydraulic oil source. Oil return
sure pulsation from the hydraulic oil source. Oil return relief valve 16, pressure sensor relief valve 16, pressure
sensor
11.2 11.2 and controller
and controller 8.3 form the 8.3oil
form the back
return oil return backunit,
pressure pressure
whichunit, which
is used is used
to set to set
the back
the back pressure of the system and transmit the real-time data
pressure of the system and transmit the real-time data of oil return back pressure to con- of oil return back pressure
to controller.
troller. The floodThe flood
valve valve 4, normally
4, normally open stopopen valvestop valve
1.3 and 1.3 andgauge
pressure pressure gauge
18 are used18toare
setused to set pressure
the outlet the outletof pressure of the hydraulic
the hydraulic pump. High pump. High fine
pressure pressure
filterfine
5 is filter 5 is installed
installed at the
at the pump port to clean the oil. Servo motor 3 drives axial piston
pump port to clean the oil. Servo motor 3 drives axial piston quantitative pump 2 to pro- quantitative pump 2 to
provide oil source. Air cooler 17 is
vide oil source. Air cooler 17 is used to cool oil. used to cool oil.

Figure 2. Hydraulic principle of TSBPSV test system. 1—Globe valve; 2—Axial piston quantitative pump; 3—Servo motor;
Figure 2. Hydraulic principle of TSBPSV test system. 1—Globe valve; 2—Axial piston quantitative pump; 3—Servo motor;
4—Flood valve; 5—Filter; 6—Check valve; 7—Accumulator; 8—Controller; 9—Amplifier; 10, 14—Servo valve; 11—Pres-
4—Flood valve; 5—Filter; 6—Check valve; 7—Accumulator; 8—Controller; 9—Amplifier; 10, 14—Servo valve; 11—Pressure
sure sensor; 12—Hydraulic c cylinder; 13—Force sensor; 15—Two position three—way reversing valve; 16—Return oil
sensor;
relief 12—Hydraulic
valve; c cylinder;
17—Air cooler; 13—Force
18—Pressure gauge.sensor; 15—Two position three—way reversing valve; 16—Return oil relief
valve; 17—Air cooler; 18—Pressure gauge.
The modeling of the TSBPSV testing system consists of three key parts, namely, the
The modeling of the TSBPSV testing system consists of three key parts, namely, the
two-stage pressure servo valve dynamic model, the load actuator dynamic model and the
two-stage pressure servo valve dynamic model, the load actuator dynamic model and
oil return channel dynamic model composed of the oil return pipe and the oil return relief
valve.
Processes 2021, 9, 979 5 of 15

the oil return channel dynamic model composed of the oil return pipe and the oil return
relief valve.

3. Modeling of TSPBSV and Test System

In order to analyze the vibration suppression effect of the TSPBSV, the mathematical
and dynamic simulation models of TSPBSV and the test system were established. In the
modeling process of TSBPSV test system, the dynamic model of load actuator and oil return
channel are considered.

3.1. Mathematical Modeling of Torque Motor

Torque motor is the electro-mechanical converter commonly used in electro-hydraulic
servo valve. The TSBPSV proposed in this paper adopts a permanent magnet torque
motor TSBPSV. The effect of the feedback stage spool on the spring tube and feedback rod
assembly is considered when establishing the dynamic model. The relationship between
output torque of torque motor, control current and armature deflection angle is established
as follows [26]:
Td = Kt · ∆i + Km · θ (1)
The balance equation of armature feedback component is as follows [26]:

d2 θ dθ
Td = Ja + Ba + Ka θ (2)
dt2 dt
When the jet nozzle deflects in a small range, k q and k c can be obtained by calculating
the coincidence area of the receiving holes. The comprehensive characteristic equation is as
follows [26]:
Q f = k q rθ − k c p L (3)
The load pressure equation of the jet amplifier is as follows:

β  
pl = Q f − A1 x v (4)
Vcv

where, Td is the electromagnetic moment (Nm); θ is the deflection angle of jet pipe (rad);
Km is the magnetic torque spring stiffness (N/m); ∆i is the control current (A); Kt is the
electromagnetic moment coefficient (Nm/A); Ja is the moment of inertia of armature jet pipe
assembly (kg/m2 ); Ba is the damping coefficient of armature jet pipe assembly (Nm/rad/s);
Ka is spring tube stiffness (Nm/rad); Q f is the load flow rate of jet nozzle (m3 /s); k q is the
linear flow coefficient of jet nozzle (m2 /s); k c is the linear flow rate/pressure gradient of jet
nozzle (m3 /s). r is the length of jet nozzle (m); Pl is the load pressure of the jet amplifier
(Pa). β is the bulk elastic modulus of the oil (Pa); Vcv is the outlet cavity of jet nozzle (m3 );
A1 is the area acting on the load pressure of the jet amplifier (m2 ); xv is the power level
spool displacement (m).

3.2. Power Level Valve Core Mathematical Model

The new structure of the valve is that there are feedback channels at both ends of the
main spool, which are connected with the oil return port and the pressure oil, respectively.
When modeling, it is necessary to consider the feedback pressure of the spool in different
positions, and the dynamic equation of the power stage spool is established as follows:

d2 x v dxv
p L A 1 + p h A 2 − p b A 2 = Mv 2
+ Bv + K ( xv + xv0 ) + K f xv (5)
dt dt
s
2
Q = Cd Wxv pvL (6)
ρ
Processes 2021, 9, 979 6 of 15

where, A2 is the pressure feedback area of the power level spool (m2 ); Mv is the power level
spool mass (kg); BV is the damping coefficient of the power level spool (Nm/rad/s); K
is the spring stiffness of the power level spool (N/m); Xv0 is the initial compression of
the power level spool spring (m); K f is the steady-state hydraulic dynamic stiffness of
the power level spool (N/m); Cd is the flow coefficient of the power level spool; W is the
displacement of the spool at the power level (m); Q is the load flow rate of the power level
spool (m3 /s); PvL is the power level spool load differential pressure (Pa).

3.3. Mathematical Modeling of Load Actuator

In this paper, the load characteristics of the TSBPSV are described according to the
power-stage load flow equation, the flow continuity equation of the brake actuator and the
dynamic equation of the brake actuator.
As shown in Figure 1, when xν > 0, the oil flows into the rod-less cavity of the brake
actuator through the right throttle window of the middle shoulder of the power stage
spool to form a load flow, and the flow rate is positive. When xν < 0, the oil enters the oil
return chamber through the left throttle window of the middle shoulder of the power stage
spool, and the flow rate is inverse. Therefore, the load flow at the power level of the brake
pressure servo valve is as follows:
s 
−1 + sign( xv )

2 1 + sign( xv )
Q L = Cd Wxv ps + ph − sign( xv ) pb (7)
ρ 2 2

where, Ql is the load flow rate (m3 /s).

The load flow has three main functions after entering the brake actuator, including
pushing the piston rod to motion, compensating for leakage, causing the pressure rise.
Therefore, it can be obtained from the flow continuity equation as follows:

dy Vgb dpb
QL = Ag + + Cb pb (8)
dt β dt

where, Ag is the effective area of the piston of the brake actuator (m2 ); y is the displacement
of the piston rod of the brake actuator (m); Vgb is the brake cavity (m3 ) composed of the
rodless cavity of the brake actuator and the hydraulic pipe. Cb is leakage coefficient of
brake actuator (m3 /s·Pa).
The first item on the right of Equation (8) is the volume change of the rod-less cavity
caused by the displacement of the piston rod of the brake actuator. The velocity of the
piston rod can be solved according to the dynamic equation of the brake actuator as follows:

d2 y dy
A g pb = Mg 2
+ Bg + Kg y (9)
dt dt
where, Mg is the mass of the actuator piston (kg); Bg is the viscosity damping coefficient of
the actuator piston (Nm/rad/s); Kg is the actuator spring stiffness (N/m).

3.4. Mathematical Modeling of Oil Return Channel

The oil return channel of the brake pressure servo valve control cylinder system is
not directly connected to the oil tank. Instead, it is a series oil return back pressure valve
to simulate 0.6 MPa fixed back pressure of self-pressurized fuel tank in aircraft hydraulic
system. Oil return back pressure valve can be realized by throttle valve, relief valve, etc. In
this paper, the relief valve with better pressure stabilization performance was selected. The
selected DBD direct-acting relief valve is shown in Figure 3.
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9, xx FOR
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Figure3.
Figure
Figure 3.The
3. TheDBD
The DBDtype
DBD typerelief
type reliefvalve.
relief valve.
valve.

Figure
DBD3. The DBD
type type relief valve.
direct-acting relief valve
valve insert
insert body
bodystructure
structureisis
isshown
shownin
inFigure
Figure4.4.
4.ItIt
Itisis
is
DBD
DBD type
type direct-acting
direct-acting relief
relief valve insert body structure shown in Figure
mainly composed
mainly
mainly composed of
composed of pressure
of pressure regulating
pressure regulating element
regulating element 1,
element 1,valve
1, valvesleeve
valve sleeve2,
sleeve 2,spring
2, spring333and
spring andconical
and conical
conical
DBD type direct-acting relief valve insert body structure is shown in Figure 4. It is
spool 4,
spool
spool 4, the
4, the pressure
the pressure of
pressure of the
of the system
the system can
system can be
can be set
be setwith
set withthe
with thehelp
the helpof
help ofthe
of thepressure
the pressureregulating
pressure regulating
regulating
mainly composed of pressure regulating element 1, valve sleeve 2, spring 3 and conical
element. Its
element.
element. Its working
Its working principle
working principle is
principle is as
is as follows:
as follows: spring
follows: spring 33 presses
presses conical
presses conical spool
conical spool 444 on
spool on the
on the seat,
the seat,
seat,
spool 4, the pressure of the system can be set with the help of the pressure regulating
channel
channel P Pisis connected
connected toto the
the H Hportport
of of
thethe brake
brake pressure
pressure servo
servo valve
channel P is connected to the H port of the brake pressure servo valve through the pipe- valve through
through the the pipe-
pipeline.,
element. Its working principle is as follows: spring 3 presses conical spool 4 on the seat,
line.,oilThe
The
line., The oil return
return
oil return pressure
pressure of
of the of
pressure the system
system
the system
acts onacts on
theon
acts the cavity
cavity
the cavity
6 at the66 at
at the bottom
bottom
the bottom of
of theof the valve
valve
the valve
core
channel P is connected to the H port of the brake pressure servo valve through the pipe-
core through
through
core through the internal
the internal
the internal
damping damping hole
hole tohole
damping toa form
formto form aapressure
static static pressure
static pressure opposite
oppositeopposite to the
to the spring
to the spring
force. If
spring
line., The oil return pressure of the system acts on the cavity 6 at the bottom of the valve
force.
the value
force. If the
If the valuethe
exceeds
value exceeds the set
set value
exceeds the setthe
of value
value of the
spring,
of the spring,
thespring, the
spool 4the spool 44 overcomes
overcomes
spool overcomes
the spring thethe
force spring
and
spring
core through the internal damping hole to form a static pressure opposite to the spring
force and
opens.
force andAmongopens.
opens. Among
them, them, the
the stroke
Among them, thethe
of stroke
spool
stroke ofisthe
of the spoolby
limited
spool is limited
is limited by
the limitby the5.limit
slot
the limit slot
slot 5.
5.
force. If the value exceeds the set value of the spring, the spool 4 overcomes the spring
force and opens. Among them, the stroke of the spool is limited by the limit slot 5.

Figure4.
Figure
Figure 4.The
4. Theinsert
The insertpart
insert partstructure
part structureof
structure ofDBD
of DBDtype
DBD typerelief
type reliefvalve.
relief valve.
valve.

Figure
To4. The insert
express thepart structure
dynamic of DBD type
behavior oftherelief
the valve.
relief valvemore
moreintuitively,
intuitively,the
theFigure
Figure444isis
is
To
To express
express the
thedynamic
dynamic behavior
behavior of
of the relief
relief valve
valve more intuitively, the Figure
simplifiedto
simplified
simplified tothe
to theform
the formshown
form shownin
shown inFigure
in Figure5.5.
Figure 5.
To express the dynamic behavior of the relief valve more intuitively, the Figure 4 is
simplified to the form shown in Figure 5.

Figure 5.
Figure 5. The
The principle
principle of
of DBD
DBD type
type relief
relief valve.
valve.
Figure 5. The principle of DBD type relief valve.
Figure
The5. dynamic
The principle of DBD
model type
of oil reliefrelief
return valve.valve can be described by the following equa-
The dynamic model
The modelofofoiloilreturnreturn relief valve
relief valvecancan be described by the
be described byfollowing equa-
the following
tions. The flow
tions. The flow
equations. continuity
continuity
The flow equation
equation of relief
continuity of relief valve
valve spool
spool is shown
is shown as follows:
as follows:
The dynamic model of oilequation
return relief of relief
valvevalve
can be spool is shown
described byas
thefollows:
following equa-
tions. The flow continuity equation β β
of 
relief valve spool 2 
is 
shown as follows:
( ) C 22 pphh 
s !
. pp β== Q Q Qaa −− A
A xx
C (10)
(10)
ph = hh V Vhh a − A x j jj Cdjdjdj ρρph  (10)
V β ρ2 
p h h=  Qa − A x j Cdj
Vh 
( ) p 
ρ h 
(10)
Processes 2021, 9, 979 8 of 15
Processes 2021, 9, x FOR PEER REVIEW 8 of 15

.
where,ph𝑝refers
where, to to
refers control
control pressure change
pressure changeof relief valve
of relief (Pa/s);A
valve ( x j ) is )the
(Pa/s);𝐴(𝑥 is flow areaarea
the flow of the
of
2 )); C
relief valve port (m
the relief valve port (m )); 2 dj 𝐶
is the flow coefficient of the relief valve;
is the flow coefficient of the relief valve; x j is 𝑥 is the displace-
the displacement
3 /s).
of the spool
ment of the of the relief
spool of thevalve
relief(m);
valveQ a(m); 𝑄 overflow
is the valve flow
is the overflow valve(mflow (m3/s).
For
Foraa DBD
DBD type direct acting acting relief
reliefvalve,
valve,itsitsspool
spoolstructure
structureisis a cone
a cone valve.
valve. When
When the
the spool moves, the relative position between the spool and the valve
spool moves, the relative position between the spool and the valve seat is as shown in seat is as shown
in Figure
Figure 6. 6.

Figure6.6.The
Figure Therelief
reliefvalve
valvespool
spoolrelative
relativeposition.
position.

Theover-flow
The over-flowarea
areaofofthe
therelief
reliefvalve
valvecore
corecan
canbe
becalculated
calculatedby
byEquation
Equation(11):
(11):

( )= π dh = ( D − 2hcos
A x j A x=j πdh


 =x ( D − 2h
cosαα))πh
π h== D (
D −−22x sinααcos
x j jsin cosαα ππx


) sinαα
x j jsin
j
 (11)
= 1− Dxsinj  j sin α
2α πDx (11)
= 1 − sin 2α  π Dx j sin α
 D 
where, D is the diameter of the relief valve port (m); α is the spool cone Angle (◦ ).


When
where, D isthe
thespool displacement
diameter is small,
of the relief valve there is Aαxis
port (m); = πDx
j the j sin
spool cone
α. Angle (°).
( )
The flow continuity equation of the control cavity is shown as follows:
When the spool displacement is small, there is A xj = π Dxj sinα .
The flow continuity equation· of theβcontrol cavity · is shown as follows:
pcj = ( Qc − A j x j ) (12)
Vcj
 β 
. pcj = (Qc − Aj xj ) (12)
where, pcj refers to pressure change of reliefVvalve
cj
(Pa/s); Vcj is the volume of the overflow
valve control chamber (m3 ); Qc is to control the flow rate of the cavity for the relief valve
where,
(m 𝑝j isrefers
3 /s); A the area (m2 ) of the
to pressure change of relief
relief valve (Pa/s); 𝑉 β isisthe
valvepressure.
control thedamping
volume of the over-
coefficient
flow valve control chamber (m ); 𝑄 is to control the flow rate of the cavity for the relief
(Nm/rad/s). 3

valve The /s); 𝐴 ofisthe

(m3spool therelief
area (m 2) of the relief valve control pressure. β is the damping coef-
valve is in dynamic balance under the action of oil return
ficient (Nm/rad/s).
pressure, spring force, damping force of the spool and inertia force of the spool. The
dynamic Theequation of relief
spool of the reliefvalve
valvespool is shownbalance
is in dynamic as follows:under the action of oil return pres-
sure, spring force, damping force ..of the spool . and inertia force of the spool. The dynamic
A j = isMshown
equation of relief valvepcjspool j x j + Bas + K j x j + K j x j0 + k s x j ph
j x jfollows: (13)

where, k s is the steady-statepcj A j =fluid

M j  j + B j x j + K j x j + K j x j 0 + k s x j ph
x dynamic  coefficient of the spool of the relief valve (13)
(N/mPa); Mj is the mass of the moving parts of the relief valve (kg); Bj is the relief valve
where, 𝑘coefficient
damping is the steady-state
(Nm/rad/s); fluid
Kj isdynamic
the reliefcoefficient of theregulating
valve pressure spool of spring
the relief valve
stiffness
(N/mPa);
(N/m); x j0 M is the
isj the mass
initial of the moving
compression parts
of the of valve
relief the relief valveregulating
pressure (kg); Bj is spring
the relief
(m). valve
damping
We nowcoefficient
establish(Nm/rad/s); Kj is theof
the flow equation relief valve hole.
damping pressure
Underregulating spring
the action stiffness
of pressure
(N/m); 𝑥 the
difference, is the
flowinitial compression
through the damping of the relief
hole valve pressure
is shown as follows: regulating spring (m).
We now establish the flow equation of damping
hole. Under the action of pressure
difference, the flow through the damping Qc = Rchole ph − pcj
is shown as follows: (14)

Rc =
( p4h − pcj )
Qc = Rcπδ (14)
(15)
128µl
 where, 𝑅 is the impedance of the relief valve damping hole (m3/s·Pa); δ is the flood valve
damping aperture (m); μ is the dynamic viscosity of oil (m2/s); 𝑙 is the length of the relief
valve damping hole (m).
The total flow equation of the relief valve is shown as follows:
Processes 2021, 9, 979 9 of 15
QL + Qs = Qa + Qc (16)

where, 𝑄 is the flow rate of jet nozzle (m3/s).

where, RC is the impedance of the relief valve damping hole (m3 /s·Pa); δ is the flood valve
damping aperture
4. Simulation (m); of
Analysis µ isBrake
the dynamic
Pressureviscosity oil (m2 /s); l is the length of the relief
ServoofValve
valve damping hole (m).
According to the key components of the TSBPSV and the mathematical model of the
The total flow equation of the relief valve is shown as follows:
test system, using the simulation parameters in Table 1, the dynamics simulation model
of the TSBPSV and the test systemQisL + built
Qs = onQthe
a+Q MATLAB/Simulink
c software platform,
(16)
as shown in Figure 7.
where, Qs is the signal
flow rate 3 /s).
The current is of jet nozzle
input to the(m
pilot stage of servo valve. In addition, the control
pressure is input to A 2 through the feedback channel, and ΔP is obtained through For-
4. Simulation Analysis of Brake Pressure Servo Valve
mula (13). Then the output displacement XV of the main spool is obtained according to
According to the key components of the TSBPSV and the mathematical model of the
Formulas (5) and
test system, using the Δ
(6). P and XVparameters
simulation are input intoTable
the actuator together,
1, the dynamics then themodel
simulation output
of pres-
sure b of the actuator
thePTSBPSV is obtained
and the test according
system is built on the to Formulas (8), (9) software
MATLAB/Simulink and (13).platform,
And finally
as the
system
shown simulation
in Figure 7.model is formed.

Table
Table 1. 1. Simulationparameter
Simulation parameter value.
value.

Kt Kt
Ja Ja
Ba Ba K a Ka K mKm KKq q Kc
Kc
0.9 5.5 ×−7 10−7 0.005 21.5 13.1 0.02 6 × 10−13−13
0.9
Nm/A 5.5 × 10
kg·m2 0.005
Nm/rad/s 21.5
Nm/rad 13.1
Nm/rad 0.02
N/m 6 × 10
N/m
Nm/A kg·m2 Nm/rad/s Nm/rad Nm/rad N/m N/m
A1 A2 Kf Kd Mg Bg Kg
A11.93 × A21.25 × Kf Kd Mg Bg Kg
0.0124 8.5 × 10 −4 13.1 50 1 × 106 6
10−−55 1.25 × 10
1.93 × 10 −5
10−5 0.0124
N/m 8.5 ×N/m
10−4 13.1
N/s 50 2
N/s 1 × 10
N/m
m 2 m 2
m2 m2 N/m N/m N/s N/s2 N/m
Ag Ag
Cb Cb
E
E Xv0
X v0 V Vgb
gb
Vcv
Vcv K
K
6.15−4× −4 −4 −4
6.15 × 10
10−4 2.38 × 9 2 2× ×
10 10 1.9−4
1.9 0.06
2.38 × 10 −13 1.71.7 × 910
× 10 0 0 0.06N/m
m2 m2 10−13 m3m
3
mm33 N/m

Input current signal

Pc

Control differential
pressure

Pressure
difference
Brake
pressure
Control channel

Return pressure
Brake pressure
feedback channel

Figure 7. The MATLAB/Simulink model of new brake pressure servo valve-actuator system.

The current signal is input to the pilot stage of servo valve. In addition, the control
pressure is input to A2 through the feedback channel, and ∆P is obtained through Formula
(13). Then the output displacement XV of the main spool is obtained according to Formulas
(5) and (6). ∆P and XV are input to the actuator together, then the output pressure Pb of
 Processes
Processes 9, x9,FOR
2021,
2021, 979 PEER REVIEW 1015
10 of of 15

the actuator is obtained

Figure 7. The MATLAB/Simulink according
model of new to Formulas
brake pressure (8), (9) and (13).
servo valve-actuator And finally the system
system.
simulation model is formed.
ForFor
thethe
pressure
pressureservo
servovalve,
valve, there are
aretwo
twocommon
commonworking
working conditions:
conditions: step
step re-
response
sponse and slope
and slope response.
response. Inpaper,
In this this paper, theresponse
the step step response and response
and slope slope response
of brakeof pressure
brake
pressure
are used aretoused to evaluate
evaluate the dynamic
the dynamic characteristics
characteristics of the pressure
of the pressure servoGiven
servo valve. valve.the
Given
20 mAthe step
20 mA step signal
current currentandsignal
40 mAandstep
40 mA step signal,
current currentthe
signal,
outputtheresponse
output response
curves are
curves
shown areinshown
Figurein Figure
8a,b. 8a,b.
Given theGiven
40 mAthe 40 mA
ramp ramp
current current
signal shownsignal shown8c,inthe
in Figure Figure
output
8c,response
the output curve is obtained
response curve as shown inas
is obtained Figure
shown8d.in Figure 8d.

8.18MPa Press steady output

Break pressure P/ MPa

Break pressure P/ MPa

4.49MPa Press steady output

0.6MPa 0.6MPa

Time t/s Time t/s

(a) (b)
40mA Current singnal 8.18MPa Press steady output

Break pressure P/ MPa

Input current I/mA

Time t/s Time t/s

(c) (d)
Figure
Figure 8. Simulation
8. Simulation analysis
analysis of new
of new brake
brake pressure
pressure servo
servo valve-actuator
valve-actuator system.
system. (a) (a)
20 20
mAmAstepstep
brake pressure
brake response.
pressure (b) 40
response. (b)mA
40 step brakebrake
mA step pressure response.
pressure (c) 40 (c)
response. mA40ramp
mA input
ramp signal. (d)
input signal.
40 mA ramp
(d) 40 mA brake
ramp pressure response.
brake pressure response.

It can be be
It can seen that
seen under
that underthethe
action of of
action different input
different current,
input thethe
current, TSBPSV
TSBPSV testing
testing
system
system cancan quickly
quickly form
form stable
stable output
output of brake
of brake pressure,
pressure, andand there
there is no
is no obvious
obvious over-
over-
shoot of brake pressure under various working conditions. Under the action
shoot of brake pressure under various working conditions. Under the action of slope cur- of slope
current,
rent, there isthere is no oscillation
no oscillation phenomenon
phenomenon in the ascending
in the ascending and descending
and descending stages ofstages
brake of
brake pressure.
pressure.

5. Experimental
5. Experimental Verification
Verification of of TSBPSV
TSBPSV
5.1. Test Platform for Load Simulation Performance of Brake Pressure Servo Valve-Controlled
5.1.Cylinder
Test Platform
Systemfor Load Simulation Performance of Brake Pressure Servo Valve-Controlled
Cylinder System
In order to verify the accuracy of the dynamic model of the two-stage brake pressure
In order
servo valvetotest
verify the accuracy
system of the dynamic
and the effectiveness model
of the brake ofpressure
the two-stage
servo brake
valve topressure
suppress
servo valve test system and the effectiveness of the brake pressure servo valve to
the vibration of the system. First of all, we developed the experimental scheme as shown in suppress
theTable
vibration of the
2. Then, system. to
according First
theof all, we developed
principle of hydraulic thesystem
experimental
in Figurescheme as shown
2, an experimental
in platform
Table 2. Then,
for load simulation performance test of two-stage brake pressure servo experi-
according to the principle of hydraulic system in Figure 2, an valve test
mental platform for load
system and cylinder simulation
control systemperformance
is built. test of two-stage brake pressure servo
valve test system and cylinder control system is built.
Processes 2021, 9, x FOR PEER REVIEW 11 of 15

Processes 2021, 9, 979 11 of 15

Table 2. Experimental scheme table.

Experimental Scheme Signal Type Change Time Amplitude Number

Table 2. Experimental
1 scheme table.
Step signal 0.2s 40mA 6
2 Slope signal 1.5s 40mA 6
Experimental Scheme Signal Type Change Time Amplitude Number
1
The hardware in the loop Stepsimulation
signal 0.2s dSPACE is40mA
platform 6
used in the experimental
2 Slope signal 1.5s 40mA 6
test, and the controller is developed by Universität Paderborn in Germany. The principle
of valve-controlled system is shown in Figure 9. Through the interface of ControlDesk,
The hardware
the information in the between
exchange loop simulation
dSPACEplatform
and PC dSPACE is used After
can be realized. in thethe
experimental
control al-
test, and the controller is developed by Universität Paderborn
gorithm is built in Matlab/Simulink, the target C code that can be recognized in Germany. The
byprinciple
the con-
of valve-controlled
troller system is shown
is generated automatically in Figure
by using 9. Through
the code. the interface
Compared of ControlDesk,
with the manual C code,
thecombination
the information of exchange between dSPACE
MATLAB/Simulink and PC
and encoder can
can be realized.
quickly design After
and testthethe
control
con-
algorithm
trol algorithm, is built in the
avoid Matlab/Simulink,
complexity of the theunderlying
target C code that and
C code, can improve
be recognized by the
the speed of
controller is generated automatically
the controller implementation stage. by using the code. Compared with the manual C
code,The
theexperimental
combination of MATLAB/Simulink and encoder can quickly design and
platform used in this paper is a servo valve performance test plat- test the
control
form. Thealgorithm, avoid
controller, the complexity
electric of theofunderlying
control cabinet C code,platform,
the experimental and improve the speed
the pumping
of the controller implementation stage.
station and performance test system of the experimental platform are shown in Figure 9.

(a) (b)

(c) (d)
Figure
Figure 9. Test Platformfor
Test Platform forLoad
LoadSimulation
Simulation Performance
Performance of Braking
of Braking Pressure
Pressure ServoServo Valve-Con-
Valve-Controlled
trolled
Cylinder System. (a) dSPACE controller. (b) Electric control cabinet. (c) Experimental station.
Cylinder System. (a) dSPACE controller. (b) Electric control cabinet. (c) Experimental station.
(d)
(d) Experimental
Experimental system
system organization.
organization.

The
The 25PCY14-1B
experimentalquantitative
platform usedaxialinpiston pump isis aused
this paper servoin valve
this experimental
performanceplat- test
form. If the oil supply pressure is set too high, the calorific value of
platform. The controller, electric control cabinet of the experimental platform,the system will in-
the pumping
crease
stationsharply. Therefore,test
and performance from the perspective
system of experimental
of the experimental safety,
platform are the oil supply
shown pres-
in Figure 9.
sure of
Thethe25PCY14-1B
experimental platform isaxial
quantitative set to 15 MPa.
piston pumpTheisbasic
used parameters and objects
in this experimental of the
platform.
experimental platform,
If the oil supply such
pressure as hydraulic
is set too high, thepipeline andvalue
calorific load, of
arethe
shown
systemin will
Table 3 and
increase
Figure 9, respectively.
sharply. Therefore, from the perspective of experimental safety, the oil supply pressure
of the experimental platform is set to 15 MPa. The basic parameters and objects of the
experimental platform, such as hydraulic pipeline and load, are shown in Table 3 and
Figure 9, respectively.
 Processes 2021, 9, x FOR PEER REVIEW 12 of 15
Processes 2021, 9, 979 12 of 15

Table 3. Basic parameters of the experimental platform.

Table 3. Basic parameters of the experimental platform.
Oil Supply Load
System Flow Brake Pipe Return Pipe Back Pressure Load Stiffness
Pressure Damping
Oil Supply Pressure System Flow Brake Pipe Return Pipe Back Pressure Load Stiffness Load Damping
6.25 × 10−4
15 MPa 15−4MPa
6.25 × 10 m3 /s ϕ0.006 × φ0.006
1.50 m × 1.50
ϕ0.006 × m φ0.006
1.01 m × 1.01
0.6 m
MPa 0.6 MPa
1,000,0001,000,000
N/m N/m
50 N·50
s/mN·s/m
m3/s

5.2.
5.2.Test
TestExperiment
ExperimentofofTSBPSV
TSBPSV
Under
Under 20 mA step,40
20 mA step, 40mA
mAstep
stepand
and4040mA
mAslope
slopecurrent
currentsignals,
signals,the
theoutput
outputpressure
pressure
ofofthe
the pressure servo valve is measured through experiments as shown in Figure10.
pressure servo valve is measured through experiments as shown in Figure 10.

Simulation Simulation
Experiment Experiment
Break pressure P/ Mpa

Break pressure P/ Mpa

Time t/s Time t/s

(a) (b)
Simulation
Experiment
Break pressure P/ Mpa

Time t/s
(c)
Figure10.
Figure 10.Experimental
Experimentaltest
testresults
resultsofofTSBPSV.
TSBPSV.(a)(a)
2020
mAmAstep
stepcurrent
current input.(b)
input. (b)4040mA
mAstep
stepcurrent
currentinput.
input.(c)(c)4040mA
mAramp
ramp
current input.
current input.

ItItcan
canbe
beseen
seenthat
thatthe
thesimulation
simulationresults
resultsofofthe
thepressure
pressureservo
servovalve
valveareareiningood
goodagree-
agree-
ment with the experimental results in terms of brake pressure stability,
ment with the experimental results in terms of brake pressure stability, rise time, overshoot rise time, over-
shoot
and and steady-state
steady-state error. error. The establishment
The establishment processprocess
of theofload
the load pressure
pressure of the of jet
thenozzle
jet noz-
inzle insimulation
the the simulation analysis
analysis is different
is different fromfrom that
that in in practice
practice because
because of theofcomprehensive
the comprehen-
characteristic equation
sive characteristic of the of
equation jetthe
nozzle that isthat
jet nozzle usedisin the in
used simulation analysis
the simulation model.model.
analysis This
isThis
the is
reason for the
the reason forstep
the of the
step ofsimulation
the simulation curve when
curve t = t1.5.
when This
= 1.5. leads
This leads totoa acertain
certain
error
errorbetween
betweenthe thesimulation
simulationresults
resultsandandthetheexperimental
experimentalresults
resultsininthe
therising
risingsection
sectionofof
brake pressure.
brake pressure.
The
Theabove
aboveexperimental
experimentalresults
resultsshow
showthatthatthe
thedynamic
dynamicmodel
modelofofthe theTSBPSV
TSBPSVtest test
system
systemhas hasgood
goodanalysis
analysis accuracy,
accuracy, and
and thethe
brake
brakepressure servo
pressure valve
servo cancan
valve provide
providea stable
a sta-
pressure output
ble pressure under
output various
under working
various working conditions
conditionsandand
thethe
system
system does
does not
notshow
showany any
obvious vibration phenomena.
obvious vibration phenomena.
Processes 2021, 9, x FOR PEER REVIEW 13 of 15

5.3. Comparative Experiment of the TSBPSV and Prototypical Brake Pressure Servo Valve
Processes 2021, 9, 979 13 of 15
In order to verify the effect of the TSBPSV, we compared with the prototypical brake
servo valve. The results are shown in Figure 11. In order to verify the validity of the model,
the response curves of two pressure servo valves are obtained under the condition of step
signal. We analyzed
5.3. Comparative the experimental
Experiment contrast
of the TSBPSV curve from two
and Prototypical Brakeaspects.
Pressure Servo Valve
On the one hand, the difference of two curves is due to
In order to verify the effect of the TSBPSV, we compared with the structural difference
the prototypical of
brake
the two brake pressure servo valves. In the process of mathematical modeling, the math-
servo valve. The results are shown in Figure 11. In order to verify the validity of the model,
ematical expressions
the response of two
curves of brake pressure
pressure Pb are
servo different.
valves are obtained under the condition of step
signal. We analyzed the experimental contrast curve from two aspects.
Brake pressure pb/MPa

Prototype brake pressure servo valve

New Brake Pressure Servo Valve

Time t/s

Figure11.
Figure Comparisontest
11.Comparison testcurve
curveof
of brake
brake pressure
pressure between new servo
servo valve
valve and
andprototypical
prototypicalbrake
brake
servoservo
valve.valve.

On the one
Equation (5) ishand, the difference
the dynamic equation of of
two thecurves
power is duespool
stage to theofstructural difference
the new brake pres-
of the
sure twovalve,
servo brakeandpressure servo
Equation valves.
(17) In the process
is the dynamic of mathematical
equation of the power stagemodeling,
spool the
of
mathematical
the expressions
prototype brake of servo
pressure brake valve,
pressure
shownPb are
asdifferent.
follows:
Equation (5) is the dynamic equation of the power stage spool of the new brake
pressure servo valve, and Equation (17) is the dynamic equation d 2 xcof the dx
power stage spool
pb2 − pressure
of the prototype brake ph Ac − Kservo
fg
rψ +( x
valve, c
− 2
shownK x
as
c c
=)M
follows:
c 2
+ B c ( c
) (17)
dt dt
d2 xc dxc
According to( pEquations
b2 − p h ) Ac(5)
− and
K f g ((17),
rψ +wexc )get two
− 2K c xcmore
= Mobvious
c + expressions
Bc of output
(17)
dt2 dt
pressure written as Equations (18) and (19), as follows:
According to Equations (5) 2and (17), we get two more obvious expressions of output
d x (19), dxv follows: 1
pressure written as Equations (18)
pb = [ pL A1 − M v 2vand − Bv as − K xv + xv 0 − K f xv ] + ph ( ) (178
dt dt A )
d2 x v dxv 1 2
pb = [ p L A1 − Mv 2 − Bv − K ( xv + xv0 ) − K f xv ] + ph (18)
dt dt A
d 2 xc dxc 12
pb2 = [Mc d2 x2c + Bc dxc + Kfg rψ + xc + 2Kc xc ]1 + ph ( ) (189
pb2 = [ Mc dt2 + Bc dt + K f g (rψ + xc ) + 2Kc xc ] Ac+ ph
)
(19)
dt dt Ac
As
Ascan
can be
be seen
seen from the above above two two equations,
equations, M Mvv and MMcc, BBvv and Bcc, Kff and
and Kfgfgare
are
different.
different.This
Thisis isthe main
the main reason
reason why whythethe
stable values
stable of the
values twotwo
of the curves
curvesPb and Pb2 are
Pb and Pb2
are different.
different.
Onthe
On theother
otherhand,
hand,thethesteady
steadyerror errorof
ofthetheprototype
prototypebrakebrakepressure
pressureservoservovalve
valveisis
causedby
caused bythe
thepositive
positive feedback
feedback of of
oiloil return
return in the
in the structure.
structure. The steady
The steady errorerror
of theofnew
the
new brake
brake pressure
pressure servo servo
valve valve is caused
is caused by system
by system noise. noise. The formula
The formula is 𝜎 =is
of overshoot
of overshoot
( p ) (C ()t )−C (∞)
C×
σp = (∞100%.
)
×100%. Theindata
The data thein the Figure
Figure 11be
11 can can be used
used for calculation.
for calculation. TheThe overshoot
overshoot of
( )
of the TSBPSV is 5%, and the overshoot of the prototypical valve is 20%. Therefore,
the TSBPSV is 5%, and the overshoot of the prototypical valve is 20%. Therefore, the the
TSBPSVcan
TSBPSV cansuppress
suppressvibration
vibrationcompared
comparedwithwiththe
theprototype
prototypebrake
brakepressure
pressureservo
servovalve.
valve.

6. Conclusions
6. Conclusions
Aiming at addressing the problem of output pressure jitter of common brake pressure
Aiming at addressing the problem of output pressure jitter of common brake pres-
servo valves, the TSBPSV is designed. The valve is provided with a feedback channel for
sure servo valves, the TSBPSV is designed. The valve is provided with a feedback channel
the main valve spool. Theoretically, the negative feedback effect of the feedback channel
on the spool movement makes the pressure output stable.
Firstly, a high-precision mathematical model of TSBPSV and test system is established.
A dynamic simulation model is built. The step response and slope response were tested.
Processes 2021, 9, 979 14 of 15

By comparing with the experimental curve of the prototypical servo valve, it is verified
that the TSBPSV has a good vibration suppression effect.
Secondly, in order to verify the actual effect, the experimental platform of TSBPSV test
system is built and verified. It shows that the mathematical model of the two-stage brake
pressure servo valve. The test system established in this paper has high accuracy and can
represent the actual physical system. And the designed two-stage pressure servo valve can
suppress vibration.
At last, the mathematical model established in this paper can more accurately simulate
the actual working situation. The paper also can provide a theoretical reference for the
design of aircraft braking systems to suppress vibration.

Author Contributions: Conceptualization, L.Z. and Z.H.; methodology, C.F.; software, Y.W.; vali-
dation, Y.X., C.F. and Z.H.; formal analysis, X.K.; investigation, C.F.; resources, Z.H.; data curation,
Y.W.; writing—original draft preparation, Y.X.; writing—review and editing, Z.H.; visualization, C.F.;
supervision, X.K.; project administration, L.Z.; funding acquisition, L.Z. All authors have read and
agreed to the published version of the manuscript.
Funding: This research was funded by Mathematical modeling and simulation analysis of aircraft
lift system 6040186.
Conflicts of Interest: The authors declare no conflict of interest.

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