Electro-hydrostatic airplane wheel brake system with electric dual redundancy

Abstract

The invention belongs to the technical field of airplane electromechanical control, and discloses an electric dual-redundancy electro-hydrostatic airplane wheel brake system which comprises a left brake oil cup, a right brake oil cup, a left electric control brake combination valve, a right electric control brake combination valve, a left airplane wheel brake device, a right airplane wheel brake device, a left wheel speed sensor, a right wheel speed sensor and a control box for redundancy switching. The left brake oil cup is connected with a left airplane wheel brake device through a left electric control brake combination valve, the right brake oil cup is connected with a right airplane wheel brake device through a right electric control brake combination valve, and the left electric control brake combination valve and the right electric control brake combination valve are both combinations of piston structures driven by motors and electromagnetic valves. The left electric control brake combination valve and the right electric control brake combination valve are connected with a fly pipe computer through signal lines and are controlled by the fly pipe computer. The left wheel speed sensor and the right wheel speed sensor are used for monitoring the rotating speed of an aircraft left wheel and the rotating speed of an aircraft right wheel respectively; the control box for redundancy switching switches the control relation of the right electric control brake combination valve and the left electric control brake combination valve to the left airplane wheel brake device and the right airplane wheel brake device respectively. The device can realize power telex, adopts pressure closed-loop control, is high in precision, and has the advantages of relatively high integration level, small size, convenience in installation and maintenance and the like. The dual-redundancy design of an electrical part is adopted, redundancy switching is achieved through independent equipment, the reliability of a braking system is guaranteed, synchronous skid resistance can be achieved, and safe operation of an airplane is guaranteed.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft electromechanical control, and relates to an aircraft brake system, in particular to an electrical double-redundant electrostatic-hydraulic wheel brake system. Background Art

[0002] The brake system is an important part of the aircraft take-off and landing system, and plays an important role in the take-off and landing phases of the aircraft. For a long time, the aircraft brake system has generally been a hydraulic brake system, and it is also equipped with an emergency nitrogen brake system as a redundant backup for the hydraulic brake. However, the system integrates a large number of independent components, and needs to be equipped with a hydraulic oil source system and an emergency nitrogen system for pressure supply, which brings about difficult-to-overcome problems such as oil contamination, oil leakage, large constraints on the aircraft structure, large volume and weight, and poor maintainability.

[0003] In recent years, as aircraft have developed towards miniaturization and power-by-wire, new requirements have been put forward for the braking system. However, the general wheel brake system of the fly-by-wire mechanism has a high failure rate and low reliability. Generally, other brake structures of gas and liquid are used as redundancy. However, this design still retains some of the shortcomings of hydraulic brakes and pneumatic brakes, and its power-by-wire efficiency is low. Summary of the invention

[0004] In order to solve the above problems, the present invention provides an electric double-redundancy electrostatic-hydraulic wheel brake system, which can realize power transmission and adopt pressure closed-loop control, with high precision, high integration, small size, convenient installation and maintenance, etc. The double-redundancy design of the electrical part realizes redundancy switching through independent equipment, ensures the reliability of the brake system, realizes synchronous anti-skid, and ensures the safe operation of the aircraft.

[0005] The technical solution of the present invention is as follows:

[0006] The invention discloses an electrostatic hydraulic wheel brake system with electrical double redundancy, comprising a left brake oil cup, a right brake oil cup, a left electronically controlled brake combination valve, a right electronically controlled brake combination valve, a left wheel brake device, a right wheel brake device, a left wheel speed sensor, a right wheel speed sensor, and a control box for redundancy switching; the left brake oil cup is connected to the left wheel brake device through the left electronically controlled brake combination valve, the right brake oil cup is connected to the right wheel brake device through the right electronically controlled brake combination valve, both the left electronically controlled brake combination valve and the right electronically controlled brake combination valve are combinations of a piston structure driven by a motor and a solenoid valve, both the left electronically controlled brake combination valve and the right electronically controlled brake combination valve are connected to a flight control computer through a signal line and are controlled by the flight control computer; the left wheel speed sensor and the right wheel speed sensor respectively monitor the rotation speed of the left wheel and the rotation speed of the right wheel of the aircraft; the control box for redundancy switching switches the control relationship between the right electronically controlled brake combination valve and the left electronically controlled brake combination valve on the left wheel brake device and the right wheel brake device respectively.

[0007] Furthermore, the left brake oil cup is connected to the left electronically controlled brake combination valve through a hydraulic pipeline to provide hydraulic oil to the left electronically controlled brake combination valve, and the left brake oil cup is installed at the highest point of the wheel brake system on the aircraft; the right brake oil cup is connected to the right electronically controlled brake combination valve through a hydraulic pipeline to provide hydraulic oil to the right electronically controlled brake combination valve, and the right brake oil cup is installed at the highest point of the wheel brake system on the aircraft.

[0008] Further, the left electronically controlled brake combination valve includes a left electronically controlled brake valve, a left normally open solenoid valve and a left brake pressure sensor. The left electronically controlled brake combination valve communicates with the flight control computer through a communication line, receives a brake command issued by the flight control computer, and simultaneously uploads self-test information of the left electronically controlled brake combination valve and a brake pressure of the left wheel brake device; the left electronically controlled brake combination valve is interconnected with a control box that undertakes redundancy switching through a hard wire, and outputs a brake fault signal of the left electronically controlled brake combination valve to the control box that undertakes redundancy switching for redundancy switching;

[0009] The right electronically controlled brake combination valve includes a right electronically controlled brake valve, a right normally open solenoid valve and a left brake pressure sensor. The left electronically controlled brake combination valve communicates with the flight control computer through a communication line, receives the brake command issued by the flight control computer, and simultaneously uploads the self-test information of the left electronically controlled brake combination valve and the brake pressure of the left wheel brake device; the left electronically controlled brake combination valve is interconnected with the control box that undertakes the redundancy switching through hard wires, and outputs the brake fault signal of the left electronically controlled brake combination valve to the control box that undertakes the redundancy switching for redundancy switching.

[0010] Furthermore, the left electronically controlled brake combination valve communicates with the right electronically controlled brake combination valve through a communication line, receiving brake commands and self-test information, brake pressure and anti-skid amount forwarded by each other, and at the same time forwarding brake commands, its own brake pressure, self-test information, brake pressure and anti-skid amount issued by the flight control computer.

[0011] Furthermore, a right normally closed solenoid valve is provided between the left electronically controlled brake combination valve and the right electronically controlled brake combination valve; the left electronically controlled brake combination valve is connected to the right normally closed solenoid valve through a hydraulic pipeline, so as to realize the pressure supply of the wheel brake device on the faulty side when any one of the left electronically controlled brake combination valve or the right electronically controlled brake combination valve fails; the left electronically controlled brake combination valve is interconnected with the left wheel speed sensor and the right wheel speed sensor through a hard wire, and while supplying power to the left wheel speed sensor, the left wheel speed signal and the right wheel speed signal output by the left wheel speed sensor and the right wheel speed sensor are collected; the right electronically controlled brake combination valve is interconnected with the right wheel speed sensor and the right wheel speed sensor through a hard wire, and while supplying power to the right wheel speed sensor, the left wheel speed signal and the right wheel speed signal output by the left wheel speed sensor and the right wheel speed sensor are collected.

[0012] Furthermore, the left brake pressure sensor integrated in the left electronically controlled brake combination valve is interconnected with the control box that undertakes the redundancy switching through a hard wire, and the left brake pressure sensor is set with two redundancies, the two redundancies are independently powered, and the two redundancies have independent brake pressure signal outputs; one of the redundancies is powered by the left electronically controlled brake combination valve and its brake pressure signal is collected for pressure closed-loop control, and the other redundancy is powered by the control box that undertakes the redundancy switching and its brake pressure signal is collected for redundancy conversion; the right brake pressure sensor integrated in the right electronically controlled brake combination valve is interconnected with the control box that undertakes the redundancy switching through a hard wire, and the right brake pressure sensor is set with two redundancies, the two redundancies are independently powered, and the two redundancies have independent brake pressure signal outputs; one of the redundancies is powered by the right electronically controlled brake combination valve and its brake pressure signal is collected for pressure closed-loop control, and the other redundancy is powered by the control box that undertakes the redundancy switching and its brake pressure signal is collected for redundancy conversion.

[0013] Furthermore, the left wheel brake device and the right wheel brake device are both disc brake devices actuated by hydraulic piston cylinders.

[0014] Furthermore, the control box responsible for the redundancy switching realizes different functions according to the aircraft situation, does not participate in the wheel brake control, and as a third-party device, takes into account the redundancy switching of the electrostatic hydraulic wheel brake system; the control box responsible for the redundancy switching is interconnected with the left electric control brake combination valve and the right electric control brake combination valve through hard wires, collects the brake fault signals output by the two electric control brake combination valves, supplies power to one of the two redundant brake pressure sensors and collects the brake release pressure signal of the power supply redundancy; the control box responsible for the redundancy switching receives the brake command signal issued by the flight control computer through the communication line.

[0015] Furthermore, under normal circumstances, the left electronically controlled brake combination valve is responsible for braking the left wheel brake device, and the right electronically controlled brake combination valve is responsible for braking the right wheel brake device; the two electronically controlled brake combination valves drive the internal motors of the electronically controlled brake combination valves to rotate according to the brake commands received from the flight tube computer and the brake pressure signals output by the brake pressure sensors on the corresponding sides, thereby realizing pressure closed-loop control, and supplying pressure to the wheel brake devices on the corresponding sides through hydraulic pipelines, thereby realizing braking of the wheels on the corresponding sides; the two electronically controlled brake combination valves collect the wheel speed signals output by the wheel speed sensors on the corresponding sides in real time, calculate the anti-skid amount of the wheels on that side according to the wheel speed changes, and then compare them with the anti-skid amount of the wheels on the other side sent by the electronically controlled brake combination valve on the other side through the communication line, and take the larger anti-skid amount between the two for anti-skid control, thereby realizing synchronous anti-skid control of the left and right wheels.

[0016] Furthermore, when the electronically controlled brake combination valve on either side finds through self-inspection that it has a fault that affects the braking function, it outputs a brake fault signal to the control box responsible for the redundancy switching through a hard line; the control box responsible for the redundancy switching outputs a drive signal to the normally open solenoid valve on the faulty side, switches the oil circuit, and closes the pressure output of the electronically controlled brake combination valve on the faulty side; the control box responsible for the redundancy switching outputs a drive signal to the right normally closed solenoid valve, switches the oil circuit, and connects the oil circuit from the electronically controlled brake combination valve on the normal side to the wheel brake device on the faulty side, and the electronically controlled brake combination valve on the normal side implements braking of the two wheels; the electronically controlled brake combination valve on the normal side collects the speeds of the left and right wheels, and anti-skid braking can still be achieved when a single electronically controlled brake combination valve is working.

[0017] The beneficial effects of the present invention are as follows:

[0018] 1. Electrical redundancy

[0019] The left electric control brake combination valve and the right electric control brake combination valve are mutually redundant, and the two redundancies are completely isolated. If any one of the electric control brake combination valves fails, the brake deceleration function can be realized by the other electric control brake combination valve after switching between the normally open solenoid valve and the normally closed solenoid valve. The brake pressure sensors integrated in the left electric control brake combination valve and the right electric control brake combination valve are set with two redundancies, one of which is used for the pressure closed loop of the electric control brake valve, and the other redundancy is powered by the control box that is responsible for the redundancy switching and collects the pressure signal for the redundancy switching.

[0020] 3. Redundant switching is achieved by equipment outside the brake system, with multiple switching strategies, reliable and simple

[0021] On the one hand, the left and right electronically controlled brake combination valves, through their own self-tests, output discrete brake fault signals to the control box responsible for the redundancy switching. The redundancy switching control box outputs the control signal of the normally open solenoid valve on the faulty side electronically controlled brake combination valve, drives the normally open solenoid valve to close, and cuts off the pressure output of the electronically controlled brake combination valve on the faulty side. At the same time, it outputs the control signal of the normally closed solenoid valve on the right electronically controlled brake combination valve, drives the normally closed solenoid valve to open, connects the pressure output of the normal electronically controlled brake combination valve to the two wheels, and realizes wheel braking deceleration.

[0022] On the other hand, the control box responsible for the redundancy switching receives the brake control command from the flight control computer, and independently collects the brake pressure signals output by the left and right electronically controlled brake combination valves. When the brake pressure of the left and right wheels deviates from the brake command by more than 2MPa and lasts for more than 1s, the control box responsible for the redundancy switching outputs the control signal of the normally open solenoid valve on the faulty side electronically controlled brake combination valve, drives the normally open solenoid valve to close, and cuts off the pressure output of the faulty side electronically controlled brake combination valve. At the same time, the control signal of the normally closed solenoid valve on the right electronically controlled brake combination valve is output, drives the normally closed solenoid valve to open, connects the pressure output of the normal electronically controlled brake combination valve to the two wheels, and realizes wheel braking deceleration. The left and right electronically controlled brake combination valves both collect the speed of the left and right wheels, and anti-skid braking can still be achieved when a single electronically controlled brake combination valve is working.

[0023] 4. Distributed braking can achieve synchronous anti-skid

[0024] Under normal circumstances, the left electronically controlled brake combination valve is responsible for braking the left wheel, and the right electronically controlled brake combination valve is responsible for braking the right wheel. In the present invention, an RS422 bus is arranged between the left electronically controlled brake combination valve and the right electronically controlled brake combination valve. The communication cycle is consistent with the control cycle of the electronically controlled brake combination valve processor. When the wheels on one side enter anti-skid mode, the anti-skid amount can be sent to the electronically controlled brake combination valve on the other side through the RS422 bus to realize synchronous anti-skid of the two wheels.

[0025] 5. High degree of integration

[0026] The left electronically controlled brake combination valve integrates a normally open solenoid valve and two redundant brake pressure sensors, while the right electronically controlled brake combination valve integrates a normally open solenoid valve, a normally closed solenoid valve and two redundant brake pressure sensors, which reduces the pipeline connections on the machine and improves the integration of the system.

[0027] 6. Convenient installation and layout on the machine

[0028] In order to prevent the formation of cavities in the wheel brake system pipelines, left brake oil cup and right brake oil cup are configured. Installing the left brake oil cup and the right brake oil cup at the highest position of the wheel brake system can remove the restriction that the left electric-controlled brake combination valve and the right electric-controlled brake combination valve must be installed at the highest position, making it convenient for the installation and arrangement of the left electric-controlled brake combination valve and the right electric-controlled brake combination valve on the aircraft.

[0029] At the same time, a left main lift swivel joint and a right main lift swivel joint are configured to avoid bending of the brake lines during retraction and extension of the landing gear, making it easier to install and arrange the wheel brake system on the aircraft.

[0030] 7. Better maintainability

[0031] The hydraulic oil in the left and right brake oil cups of the system only circulates within the system, greatly reducing oil contamination and leakage problems. At the same time, the system is highly integrated and has a simple structure, which improves the maintainability of the aircraft braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a schematic diagram of an electrical double-redundant electrostatic-hydraulic wheel brake system of the present invention;

[0033] Among them, 1—left brake oil cup, 2—right brake oil cup, 3—left electric control brake combination valve, 4—right electric control brake combination valve, 5—left main starter rotary joint, 6—right main starter rotary joint, 7—left wheel brake device, 8—right wheel brake device, 9—left wheel speed sensor, 10—right wheel speed sensor, 11—control box for redundancy switching;

[0034] 3.1—Left electronically controlled brake valve, 3.2—Left normally open solenoid valve, 3.3—Left brake pressure sensor, 4.1—Right electronically controlled brake valve, 4.2—Right normally open solenoid valve, 4.3—Right brake pressure sensor, 4.4—Right normally closed solenoid valve. DETAILED DESCRIPTION

[0035] This section is an embodiment of the present invention, which is used to explain and illustrate the technical solution of the present invention. In the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0036] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate directions or positional relationships based on the orientations or positional relationships in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or case referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", etc. are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implying the number of technical features indicated. Thus, features defined as "first", "second", etc. may explicitly or implicitly include more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0037] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be interpreted in a broad sense, for example, it can be a fixed connection, a detachable connection or an integrated connection; it can be a mechanical connection or a point connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood by specific circumstances.

[0038] Embodiment 1:

[0039] The invention discloses an electrostatic hydraulic wheel brake system with electrical double redundancy, comprising a left brake oil cup 1, a right brake oil cup 2, a left electronically controlled brake combination valve 3, a right electronically controlled brake combination valve 4, a left wheel brake device 7, a right wheel brake device 8, a left wheel speed sensor 9, a right wheel speed sensor 10, and a control box 11 for redundancy switching; the left brake oil cup 1 is connected to the left wheel brake device 7 through the left electronically controlled brake combination valve 3, the right brake oil cup 2 is connected to the right wheel brake device 8 through the right electronically controlled brake combination valve 4, the left electronically controlled brake combination valve 3 and the right electronically controlled brake combination valve 4 are both combinations of a piston structure driven by a motor and a solenoid valve, the left electronically controlled brake combination valve 3 and the right electronically controlled brake combination valve 4 are both connected to a flight control computer through a signal line and are controlled by the flight control computer; the left wheel speed sensor 9 and the right wheel speed sensor 10 respectively monitor the rotation speed of the left wheel and the rotation speed of the right wheel of the aircraft; the control box 11 for redundancy switching switches the control relationship between the right electronically controlled brake combination valve 4 and the left electronically controlled brake combination valve 3 on the left wheel brake device 7 and the right wheel brake device 8 respectively.

[0040] Furthermore, the left brake oil cup 1 is connected to the left electronically controlled brake combination valve 3 through a hydraulic pipeline to provide hydraulic oil to the left electronically controlled brake combination valve 3, and the left brake oil cup 1 is installed at the highest point of the wheel brake system on the aircraft; the right brake oil cup 2 is connected to the right electronically controlled brake combination valve 4 through a hydraulic pipeline to provide hydraulic oil to the right electronically controlled brake combination valve 4, and the right brake oil cup 2 is installed at the highest point of the wheel brake system on the aircraft.

[0041] Further, the left electronically controlled brake combination valve 3 comprises a left electronically controlled brake valve 3.1, a left normally open solenoid valve 3.2 and a left brake pressure sensor 3.3. The left electronically controlled brake combination valve 3 communicates with the flight control computer via a communication line, receives a brake command issued by the flight control computer, and simultaneously uploads self-test information of the left electronically controlled brake combination valve 3 and the brake pressure of the left wheel brake device 7; the left electronically controlled brake combination valve 3 is interconnected with the control box 11 that undertakes the redundancy switching via a hard wire, and outputs a brake fault signal of the left electronically controlled brake combination valve 3 to the control box 11 that undertakes the redundancy switching for redundancy switching;

[0042] The right electronically controlled brake combination valve 3 comprises a right electronically controlled brake valve 4.1, a right normally open solenoid valve 4.2 and a left brake pressure sensor 4.3. The left electronically controlled brake combination valve 3 communicates with the flight control computer via a communication line, receives the brake command issued by the flight control computer, and simultaneously uploads the self-test information of the left electronically controlled brake combination valve 3 and the brake pressure of the left wheel brake device 7; the left electronically controlled brake combination valve 3 is interconnected with the control box 11 responsible for the redundancy switching via a hard wire, and outputs the brake fault signal of the left electronically controlled brake combination valve 3 to the control box 11 responsible for the redundancy switching for redundancy switching.

[0043] Furthermore, the left electronically controlled brake combination valve 3 communicates with the right electronically controlled brake combination valve 4 through a communication line, receiving brake commands and self-test information, brake pressure and anti-skid amount forwarded by each other, and at the same time forwarding brake commands, brake pressure, self-test information, brake pressure and anti-skid amount issued by the flight control computer.

[0044] Furthermore, a right normally closed solenoid valve 4.4 is provided between the left electronically controlled brake combination valve 3 and the right electronically controlled brake combination valve 4; the left electronically controlled brake combination valve 3 is connected to the right normally closed solenoid valve 4.4 through a hydraulic pipeline, so as to realize the pressure supply of the wheel brake device on the faulty side when any one of the left electronically controlled brake combination valve 3 or the right electronically controlled brake combination valve 4 fails; the left electronically controlled brake combination valve 3 is interconnected with the left wheel speed sensor 9 and the right wheel speed sensor 10 through a hard wire, and while supplying power to the left wheel speed sensor 9, the left wheel speed signal and the right wheel speed signal output by the left wheel speed sensor 9 and the right wheel speed sensor 10 are collected; the right electronically controlled brake combination valve 4 is interconnected with the right wheel speed sensor 9 and the right wheel speed sensor 10 through a hard wire, and while supplying power to the right wheel speed sensor 10, the left wheel speed signal and the right wheel speed signal output by the left wheel speed sensor 9 and the right wheel speed sensor 10 are collected.

[0045] Furthermore, the left brake pressure sensor 3.3 integrated in the left electronically controlled brake combination valve 3 is interconnected with the control box 11 that undertakes the redundancy switching through a hard line. The left brake pressure sensor 3.3 is set with two redundancies, the two redundancies are independently powered, and the two redundancies have independent brake pressure signal outputs; one of the redundancies is powered by the left electronically controlled brake combination valve 3 and its brake pressure signal is collected for pressure closed-loop control, and the other redundancy is powered by the control box 11 that undertakes the redundancy switching and its brake pressure signal is collected for redundancy conversion; the right brake pressure sensor 4.3 integrated in the right electronically controlled brake combination valve 4 is interconnected with the control box 11 that undertakes the redundancy switching through a hard line. The right brake pressure sensor 4.3 is set with two redundancies, the two redundancies are independently powered, and the two redundancies have independent brake pressure signal outputs; one of the redundancies is powered by the right electronically controlled brake combination valve 4 and its brake pressure signal is collected for pressure closed-loop control, and the other redundancy is powered by the control box 11 that undertakes the redundancy switching and its brake pressure signal is collected for redundancy conversion.

[0046] Furthermore, the left wheel brake device 7 and the right wheel brake device 8 are both disc brake devices actuated by hydraulic piston cylinders.

[0047] Furthermore, the control box 11 responsible for the redundancy switching realizes different functions according to the aircraft situation, does not participate in the wheel brake control, and as a third-party device, takes into account the redundancy switching of the electrostatic hydraulic wheel brake system; the control box 11 responsible for the redundancy switching is interconnected with the left electric control brake combination valve 3 and the right electric control brake combination valve 4 through a hard line, collects the brake fault signals output by the two electric control brake combination valves, supplies power to one of the two redundant brake pressure sensors and collects the brake release pressure signal of the power supply redundancy; the control box 11 responsible for the redundancy switching receives the brake command signal issued by the flight control computer through the communication line.

[0048] Furthermore, under normal circumstances, the left electronically controlled brake combination valve 3 is responsible for the braking of the left wheel brake device 7, and the right electronically controlled brake combination valve 4 is responsible for the braking of the right wheel brake device 8; the two electronically controlled brake combination valves drive the internal motors of the electronically controlled brake combination valves to rotate according to the brake instructions received from the flight tube computer and the brake pressure signals output by the brake pressure sensors on the corresponding sides, thereby realizing pressure closed-loop control, and supplying pressure to the wheel brake devices on the corresponding sides through hydraulic pipelines to realize braking of the wheels on the corresponding sides; the two electronically controlled brake combination valves collect the wheel speed signals output by the wheel speed sensors on the corresponding sides in real time, calculate the anti-skid amount of the wheels on this side according to the wheel speed changes, and then compare them with the anti-skid amount of the wheels on the other side sent by the electronically controlled brake combination valve on the other side through the communication line, and take the larger anti-skid amount between the two for anti-skid control, thereby realizing synchronous anti-skid control of the left and right wheels.

[0049] Furthermore, when the electronically controlled brake combination valve on either side finds through self-inspection that it has a fault that affects the braking function, it outputs a brake fault signal to the control box 11 responsible for the redundancy switching through a hard line; the control box 11 responsible for the redundancy switching outputs a drive signal to the normally open solenoid valve on the faulty side, switches the oil circuit, and closes the pressure output of the electronically controlled brake combination valve on the faulty side; the control box 11 responsible for the redundancy switching outputs a drive signal to the right normally closed solenoid valve 4.4, switches the oil circuit, and connects the oil circuit of the electronically controlled brake combination valve on the normal side to the wheel brake device on the faulty side, and the electronically controlled brake combination valve on the normal side implements braking of the two wheels; the electronically controlled brake combination valve on the normal side collects the speeds of the left and right wheels, and anti-skid braking can still be achieved when a single electronically controlled brake combination valve is working.

[0050] Embodiment 2:

[0051] An electric double-redundant electrostatic hydraulic wheel brake system comprises a left brake oil cup 1, a right brake oil cup 2, a left electronically controlled brake combination valve 3, a right electronically controlled brake combination valve 4, a left main starting rotary joint 5, a right main starting rotary joint 6, a left wheel brake device 7, a right wheel brake device 8, a left wheel speed sensor 9, a right wheel speed sensor 10, and a control box 11 for redundancy switching.

[0052] The left brake oil cup 1 is connected to the left electronically controlled brake combination valve 3 through a hydraulic pipeline to provide hydraulic oil to the left electronically controlled brake combination valve 3. The left brake oil cup 1 is installed at the highest point of the wheel brake system on the aircraft to prevent the formation of cavities in the wheel brake system pipeline, remove the restriction that the left electronically controlled brake combination valve 3 must be installed at the highest position, and facilitate the installation and arrangement of the left electronically controlled brake combination valve 3 on the aircraft.

[0053] The right brake oil cup 2 is connected to the right electronically controlled brake combination valve 4 through a hydraulic pipeline to provide hydraulic oil to the right electronically controlled brake combination valve 4. The right brake oil cup 2 is installed at the highest point of the wheel brake system on the aircraft to prevent the appearance of cavities in the wheel brake system pipeline, remove the restriction that the right electronically controlled brake combination valve 4 must be installed at the highest position, and facilitate the installation and arrangement of the right electronically controlled brake combination valve 4 on the aircraft.

[0054] The left electronically controlled brake combination valve 3 integrates the left electronically controlled brake valve 3.1, the left normally open solenoid valve 3.2, and the left brake pressure sensor 3.3. The left electronically controlled brake combination valve 3 communicates with the flight control computer through the full-duplex RS422 bus, receives the brake instructions of the left and right wheels issued by the flight control computer, and uploads the self-test information of the left electronically controlled brake combination valve 3 and the brake pressure of the left wheel brake device 7 at the same time. The left electronically controlled brake combination valve 3 is interconnected with the control box 11 that undertakes the redundancy switching through a hard line, and outputs the brake fault signal of the left electronically controlled brake combination valve 3 to the control box 11 that undertakes the redundancy switching for redundancy switching. The left electric control brake combination valve 3 communicates with the right electric control brake combination valve 4 through a full-duplex RS422 bus, receives the left and right wheel brake commands and the self-check information of the right electric control brake combination valve 4, the brake pressure of the right wheel brake device 8 and the anti-skid amount of the right wheel brake device 8 forwarded by the right electric control brake combination valve 4, and forwards the left and right wheel brake commands, the brake pressure of the left wheel brake device 7, the self-check information of the left electric control brake combination valve 3 and the brake pressure of the left wheel brake device 7, and the anti-skid amount of the left wheel brake device 7 issued by the flight control computer. The left electric control brake combination valve 3 is connected to the right normally closed solenoid valve 4.4 on the right electric control brake combination valve 4 through a hydraulic pipeline, and is used to realize the pressure supply of the wheel brake device on the faulty side when any of the left electric control brake combination valve 3 or the right electric control brake combination valve 4 fails. The left electronically controlled brake combination valve 3 is interconnected with the left wheel speed sensor 9 and the right wheel speed sensor 10 through a hard line, and while supplying power to the left wheel speed sensor 9, the left wheel speed and right wheel speed signals output by the left wheel speed sensor 9 and the right wheel speed sensor 10 are collected. The left brake pressure sensor 3.3 integrated in the left electronically controlled brake combination valve 3 is interconnected with the control box 11 that undertakes the redundancy switching through a hard line, and the left brake pressure sensor 3.3 is set as two redundancies, the two redundancies are independently powered, and the two redundancies have independent brake pressure signal outputs. One of the redundancies is powered by the left electronically controlled brake combination valve 3 and its brake pressure signal is collected for pressure closed-loop control, and the other redundancy is powered by the control box 11 that undertakes the redundancy switching and its brake pressure signal is collected for redundancy conversion.

[0055] The right electronically controlled brake combination valve 4 integrates the right electronically controlled brake valve 4.1, the right normally open solenoid valve 4.2, the right brake pressure sensor 4.3, and the right normally closed solenoid valve 4.4. The right electronically controlled brake combination valve 4 communicates with the flight control computer through the full-duplex RS422 bus, receives the brake instructions of the left and right wheels issued by the flight control computer, and uploads the self-test information of the right electronically controlled brake combination valve 4 and the brake pressure of the right wheel brake device 8 at the same time. The right electronically controlled brake combination valve 4 is interconnected with the control box 11 that undertakes the redundancy switching through a hard line, and outputs the brake fault signal of the right electronically controlled brake combination valve 4 to the control box 11 that undertakes the redundancy switching for redundancy switching. The right electronically controlled brake combination valve 4 communicates with the left electronically controlled brake combination valve 3 through a full-duplex RS422 bus, receives the left and right wheel brake commands and self-check information of the left electronically controlled brake combination valve 3, the brake pressure of the left wheel brake device 7, and the anti-skid amount of the left wheel brake device 7 forwarded by the left electronically controlled brake combination valve 3, and forwards the left and right wheel brake commands, the brake pressure of the right wheel brake device 8, the self-check information of the right electronically controlled brake combination valve 4, the brake pressure of the right wheel brake device 8, and the anti-skid amount of the right wheel brake device 8 issued by the flight control computer. The right normally closed solenoid valve 4.4 on the right electronically controlled brake combination valve 4 is connected to the left electronically controlled brake combination valve 3 through a hydraulic pipeline, and is used to realize the pressure supply of the wheel brake device on the faulty side when any of the left electronically controlled brake combination valve 3 or the right electronically controlled brake combination valve 4 fails. The right electronically controlled brake combination valve 4 is interconnected with the left wheel speed sensor 9 and the right wheel speed sensor 10 through a hard line, and while supplying power to the right wheel speed sensor 10, it collects the left wheel speed and right wheel speed signals output by the left wheel speed sensor 9 and the right wheel speed sensor 10. The right brake pressure sensor 4.3 integrated in the right electronically controlled brake combination valve 4 is interconnected with the control box 11 that undertakes the redundancy switching through a hard line, and the right brake pressure sensor 4.3 is set as two redundancies, the two redundancies are independently powered, and the two redundancies have independent brake pressure signal outputs. One of the redundancies is powered by the right electronically controlled brake combination valve 4 and its brake pressure signal is collected for pressure closed-loop control, and the other redundancy is powered by the control box 11 that undertakes the redundancy switching and its brake pressure signal is collected for redundancy conversion.

[0056] The left main start swivel joint 5 is connected to the left electric control brake combination valve 3 and the left wheel brake device 7 through a hydraulic pipeline. The right main start swivel joint 6 is connected to the right electric control brake combination valve 4 and the right wheel brake device 8 through a hydraulic pipeline. The left main start swivel joint 5 and the right main start swivel joint 6 are respectively installed at the left and right main landing gear shafts to avoid bending of the brake pipe during the retraction and extension of the landing gear, and to facilitate the installation and layout of the wheel brake system on the aircraft.

[0057] The left wheel brake device 7 and the right wheel brake device 8 are hydraulic piston cylinder actuated disc brake devices, which have the advantage of small size compared to motor actuated disc brake devices, and are easy to arrange and install on the aircraft, especially on aircraft with limited landing gear compartment space.

[0058] The left wheel speed sensor 9 and the right wheel speed sensor 10 are Hall-type wheel speed sensors, which are respectively integrated and installed on the left wheel brake device 7 and the right wheel brake device 8. They are respectively powered by the electric control brake combination valve on the corresponding side, and output wheel speed signals to the left electric control brake combination valve 3 and the right electric control brake combination valve 4 through hard wires.

[0059] The control box 11 responsible for the redundancy switching can realize different functions according to the aircraft conditions, does not participate in the wheel brake control, and as a third-party device, takes into account the redundancy switching of the electrostatic hydraulic wheel brake system. The control box 11 responsible for the redundancy switching is interconnected with the left electric control brake combination valve 3 and the right electric control brake combination valve 4 through hard wires, collects the brake fault signal output by the electric control brake combination valve, supplies power to one of the two redundancy brake pressure sensors and collects the brake release pressure signal of the redundancy. The left and right brake command signals issued by the flight control computer are received through the RS422 bus. The redundancy switching of the wheel brake system is realized through the above signals.

[0060] Under normal circumstances, the left electronically controlled brake combination valve 3 is responsible for the braking of the left wheel brake device 7, and the right electronically controlled brake combination valve 4 is responsible for the braking of the right wheel brake device 8. The two electronically controlled brake combination valves drive the internal motor of the electronically controlled brake combination valve to rotate according to the brake command received from the flight control computer and the brake pressure signal output by the brake pressure sensor on the corresponding side, realize the pressure closed-loop control, connect the main starter rotary joint on the corresponding side through the hydraulic pipeline, and supply pressure to the wheel brake device on the corresponding side to realize the braking of the left wheel on the corresponding side. At the same time, the wheel speed signal output by the wheel speed sensor on the corresponding side is collected in real time, and the anti-skid amount of the wheel on this side is calculated according to the wheel speed change, and then compared with the anti-skid amount of the wheel on the other side sent by the electronically controlled brake combination valve on the other side through the RS422 bus. The larger anti-skid amount is taken between the two for anti-skid control, thereby realizing the synchronous anti-skid control of the left and right wheels.

[0061] When the electronically controlled brake combination valve on either side finds through self-inspection that it has a fault that affects the brake function, it outputs a brake fault signal to the control box 11 that is responsible for the redundancy switching through a hard line. The control box 11 that is responsible for the redundancy switching outputs a drive signal to the normally open solenoid valve on the faulty side, switches the oil circuit, closes the pressure output of the electronically controlled brake combination valve on the faulty side, and the control box 11 that is responsible for the redundancy switching outputs a drive signal to the right normally closed solenoid valve 4.4, switches the oil circuit, connects the electronically controlled brake combination valve on the normal side to the oil circuit of the wheel brake device on the faulty side, and the electronically controlled brake combination valve on the normal side realizes the braking of the two wheels. The electronically controlled brake combination valve on the normal side collects the speeds of the left and right wheels, and anti-skid braking can still be achieved when a single electronically controlled brake combination valve is working.

[0062] At the same time, the control box 11 responsible for the redundancy switching receives the brake control command of the flight control computer, and collects the brake pressure signals output by the left electric control brake combination valve 3 and the right electric control brake combination valve 4. When the brake pressure of the left or right wheel deviates from the brake command by more than 2MPa and lasts for more than 1s, the control box 11 responsible for the redundancy switching outputs a drive signal to the normally open solenoid valve on the faulty side, switches the oil circuit, closes the pressure output of the electric control brake combination valve on the faulty side, and the control box 11 responsible for the redundancy switching outputs a drive signal to the right normally closed solenoid valve 4.4, switches the oil circuit, connects the electric control brake combination valve on the normal side to the oil circuit of the wheel brake device on the faulty side, and the electric control brake combination valve on the normal side realizes the braking of the two wheels. The electric control brake combination valve on the normal side collects the speed of the left and right wheels, and anti-skid braking can still be achieved when a single electric control brake combination valve is working.

[0063] Embodiment 3:

[0064] See attached Figure 1 An electrical double-redundant electrostatic hydraulic wheel brake system includes a left brake oil cup 1, a right brake oil cup 2, a left electronically controlled brake combination valve 3, a right electronically controlled brake combination valve 4, a left main starting rotary joint 5, a right main starting rotary joint 6, a left wheel brake device 7, a right wheel brake device 8, a left wheel speed sensor 9, a right wheel speed sensor 10, and a control box 11 for redundancy switching.

[0065] The left brake oil cup 1 is connected to the left electronically controlled brake combination valve 3 through a hydraulic pipeline to provide hydraulic oil to the left electronically controlled brake combination valve 3. The left brake oil cup 1 is installed at the highest point of the wheel brake system on the aircraft to prevent the formation of cavities in the wheel brake system pipeline, remove the restriction that the left electronically controlled brake combination valve 3 must be installed at the highest position, and facilitate the installation and arrangement of the left electronically controlled brake combination valve 3 on the aircraft.

[0066] The right brake oil cup 2 is connected to the right electronically controlled brake combination valve 4 through a hydraulic pipeline to provide hydraulic oil to the right electronically controlled brake combination valve 4. The right brake oil cup 2 is installed at the highest point of the wheel brake system on the aircraft to prevent the appearance of cavities in the wheel brake system pipeline, remove the restriction that the right electronically controlled brake combination valve 4 must be installed at the highest position, and facilitate the installation and arrangement of the right electronically controlled brake combination valve 4 on the aircraft.

[0067] The left electronically controlled brake combination valve 3 integrates the left electronically controlled brake valve 3.1, the left normally open solenoid valve 3.2, and the left brake pressure sensor 3.3. The left electronically controlled brake combination valve 3 communicates with the flight control computer through the full-duplex RS422 bus, receives the brake instructions of the left and right wheels issued by the flight control computer, and uploads the self-test information of the left electronically controlled brake combination valve 3 and the brake pressure of the left wheel brake device 7 at the same time. The left electronically controlled brake combination valve 3 is interconnected with the control box 11 that undertakes the redundancy switching through a hard line, and outputs the brake fault signal of the left electronically controlled brake combination valve 3 to the control box 11 that undertakes the redundancy switching for redundancy switching. The left electric control brake combination valve 3 communicates with the right electric control brake combination valve 4 through a full-duplex RS422 bus, receives the left and right wheel brake commands and the self-check information of the right electric control brake combination valve 4, the brake pressure of the right wheel brake device 8 and the anti-skid amount of the right wheel brake device 8 forwarded by the right electric control brake combination valve 4, and forwards the left and right wheel brake commands, the brake pressure of the left wheel brake device 7, the self-check information of the left electric control brake combination valve 3 and the brake pressure of the left wheel brake device 7, and the anti-skid amount of the left wheel brake device 7 issued by the flight control computer. The left electric control brake combination valve 3 is connected to the right normally closed solenoid valve 4.4 on the right electric control brake combination valve 4 through a hydraulic pipeline, and is used to realize the pressure supply of the wheel brake device on the faulty side when any of the left electric control brake combination valve 3 or the right electric control brake combination valve 4 fails. The left electronically controlled brake combination valve 3 is interconnected with the left wheel speed sensor 9 and the right wheel speed sensor 10 through a hard line, and while supplying power to the left wheel speed sensor 9, the left wheel speed and right wheel speed signals output by the left wheel speed sensor 9 and the right wheel speed sensor 10 are collected. The left brake pressure sensor 3.3 integrated in the left electronically controlled brake combination valve 3 is interconnected with the control box 11 that undertakes the redundancy switching through a hard line, and the left brake pressure sensor 3.3 is set as two redundancies, the two redundancies are independently powered, and the two redundancies have independent brake pressure signal outputs. One of the redundancies is powered by the left electronically controlled brake combination valve 3 and its brake pressure signal is collected for pressure closed-loop control, and the other redundancy is powered by the control box 11 that undertakes the redundancy switching and its brake pressure signal is collected for redundancy conversion.

[0068] The right electronically controlled brake combination valve 4 integrates the left electronically controlled brake valve 4.1, the right normally open solenoid valve 4.2, the right brake pressure sensor 4.3, and the right normally closed solenoid valve 4.4. The right electronically controlled brake combination valve 4 communicates with the flight control computer through the full-duplex RS422 bus, receives the brake instructions of the left and right wheels issued by the flight control computer, and uploads the self-test information of the right electronically controlled brake combination valve 4 and the brake pressure of the right wheel brake device 8 at the same time. The right electronically controlled brake combination valve 4 is interconnected with the control box 11 that undertakes the redundancy switching through a hard line, and outputs the brake fault signal of the right electronically controlled brake combination valve 4 to the control box 11 that undertakes the redundancy switching for redundancy switching. The right electronically controlled brake combination valve 4 communicates with the left electronically controlled brake combination valve 3 through a full-duplex RS422 bus, receives the left and right wheel brake commands and self-check information of the left electronically controlled brake combination valve 3, the brake pressure of the left wheel brake device 7, and the anti-skid amount of the left wheel brake device 7 forwarded by the left electronically controlled brake combination valve 3, and forwards the left and right wheel brake commands, the brake pressure of the right wheel brake device 8, the self-check information of the right electronically controlled brake combination valve 4, the brake pressure of the right wheel brake device 8, and the anti-skid amount of the right wheel brake device 8 issued by the flight control computer. The right normally closed solenoid valve 4.4 on the right electronically controlled brake combination valve 4 is connected to the left electronically controlled brake combination valve 3 through a hydraulic pipeline, and is used to realize the pressure supply of the wheel brake device on the faulty side when any of the left electronically controlled brake combination valve 3 or the right electronically controlled brake combination valve 4 fails. The right electronically controlled brake combination valve 4 is interconnected with the left wheel speed sensor 9 and the right wheel speed sensor 10 through a hard line, and while supplying power to the right wheel speed sensor 10, it collects the left wheel speed and right wheel speed signals output by the left wheel speed sensor 9 and the right wheel speed sensor 10. The right brake pressure sensor 4.3 integrated in the right electronically controlled brake combination valve 4 is interconnected with the control box 11 that undertakes the redundancy switching through a hard line, and the right brake pressure sensor 4.3 is set as two redundancies, the two redundancies are independently powered, and the two redundancies have independent brake pressure signal outputs. One of the redundancies is powered by the right electronically controlled brake combination valve 4 and its brake pressure signal is collected for pressure closed-loop control, and the other redundancy is powered by the control box 11 that undertakes the redundancy switching and its brake pressure signal is collected for redundancy conversion.

[0069] The left main start swivel joint 5 is connected to the left electric control brake combination valve 3 and the left wheel brake device 7 through a hydraulic pipeline. The right main start swivel joint 6 is connected to the right electric control brake combination valve 4 and the right wheel brake device 8 through a hydraulic pipeline. The left main start swivel joint 5 and the right main start swivel joint 6 are respectively installed at the left and right main landing gear shafts to avoid bending of the brake pipe during the retraction and extension of the landing gear, and to facilitate the installation and layout of the wheel brake system on the aircraft.

[0070] The left wheel brake device 7 and the right wheel brake device 8 are hydraulic piston cylinder actuated disc brake devices, which have the advantage of small size compared to motor actuated disc brake devices, and are easy to arrange and install on the aircraft, especially on aircraft with limited landing gear compartment space.

[0071] The left wheel speed sensor 9 and the right wheel speed sensor 10 are Hall-type wheel speed sensors, which are respectively integrated and installed on the left wheel brake device 7 and the right wheel brake device 8. They are respectively powered by the electric control brake combination valve on the corresponding side, and output wheel speed signals to the left electric control brake combination valve 3 and the right electric control brake combination valve 4 through hard wires.

[0072] The control box 11 responsible for the redundancy switching can realize different functions according to the aircraft conditions, does not participate in the wheel brake control, and as a third-party device, takes into account the redundancy switching of the electrostatic hydraulic wheel brake system. The control box 11 responsible for the redundancy switching is interconnected with the left electric control brake combination valve 3 and the right electric control brake combination valve 4 through hard wires, collects the brake fault signal output by the electric control brake combination valve, supplies power to one of the two redundancy brake pressure sensors and collects the brake release pressure signal of the redundancy. The left and right brake command signals issued by the flight control computer are received through the RS422 bus. The redundancy switching of the wheel brake system is realized through the above signals.

[0073] Under normal circumstances, the left electronically controlled brake combination valve 3 is responsible for the braking of the left wheel brake device 7, and the right electronically controlled brake combination valve 4 is responsible for the braking of the right wheel brake device 8. The two electronically controlled brake combination valves drive the internal motor of the electronically controlled brake combination valve to rotate according to the brake command received from the flight control computer and the brake pressure signal output by the brake pressure sensor on the corresponding side, realize the pressure closed-loop control, connect the main starter rotary joint on the corresponding side through the hydraulic pipeline, and supply pressure to the wheel brake device on the corresponding side to realize the braking of the left wheel on the corresponding side. At the same time, the wheel speed signal output by the wheel speed sensor on the corresponding side is collected in real time, and the anti-skid amount of the wheel on this side is calculated according to the wheel speed change, and then compared with the anti-skid amount of the wheel on the other side sent by the electronically controlled brake combination valve on the other side through the RS422 bus. The larger anti-skid amount is taken between the two for anti-skid control, thereby realizing the synchronous anti-skid control of the left and right wheels.

[0074] When the electronically controlled brake combination valve on either side finds through self-inspection that it has a fault that affects the brake function, it outputs a brake fault signal to the control box 11 that is responsible for the redundancy switching through a hard line. The control box 11 that is responsible for the redundancy switching outputs a drive signal to the normally open solenoid valve on the faulty side, switches the oil circuit, closes the pressure output of the electronically controlled brake combination valve on the faulty side, and the control box 11 that is responsible for the redundancy switching outputs a drive signal to the right normally closed solenoid valve 4.4, switches the oil circuit, connects the electronically controlled brake combination valve on the normal side to the oil circuit of the wheel brake device on the faulty side, and the electronically controlled brake combination valve on the normal side implements the braking of the two wheels. Furthermore, the electronically controlled brake combination valve on the normal side collects the speeds of the left and right wheels, and anti-skid braking can still be achieved when a single electronically controlled brake combination valve is working.

[0075] At the same time, the control box 11 responsible for the redundancy switching receives the brake control command of the flight control computer, and collects the brake pressure signals output by the left electric control brake combination valve 3 and the right electric control brake combination valve 4. When the brake pressure of the left or right wheel deviates from the brake command by more than 2MPa and lasts for more than 1s, the control box 11 responsible for the redundancy switching outputs a drive signal to the normally open solenoid valve on the faulty side, switches the oil circuit, closes the pressure output of the electric control brake combination valve on the faulty side, and the control box 11 responsible for the redundancy switching outputs a drive signal to the right normally closed solenoid valve 4.4, switches the oil circuit, connects the electric control brake combination valve on the normal side to the oil circuit of the wheel brake device on the faulty side, and the electric control brake combination valve on the normal side realizes the braking of the two wheels. The electric control brake combination valve on the normal side collects the speed of the left and right wheels, and anti-skid braking can still be achieved when a single electric control brake combination valve is working.

[0076] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the field can easily think of various equivalent modifications or substitutions within the technical scope disclosed by the present invention, and these modifications or substitutions should all be covered within the protection scope of the present invention.

Claims

1. An electrical double-redundant electrostatic hydraulic wheel brake system, characterized in that: The invention comprises a left brake oil cup (1), a right brake oil cup (2), a left electric-controlled brake combination valve (3), a right electric-controlled brake combination valve (4), a left wheel brake device (7), a right wheel brake device (8), a left wheel speed sensor (9), a right wheel speed sensor (10), and a control box (11) for redundant switching; the left brake oil cup (1) is connected to the left wheel brake device (7) through the left electric-controlled brake combination valve (3), the right brake oil cup (2) is connected to the right wheel brake device (8) through the right electric-controlled brake combination valve (4), the left electric-controlled brake combination valve (3) and the right electric-controlled brake combination valve (11) are connected to the left wheel brake device (7) through the left electric-controlled brake combination valve (3), and the right wheel brake device (8) is connected to the left wheel brake combination valve (3) and the right electric-controlled brake combination valve (11). The brake control combination valves (4) are all combinations of a piston structure driven by a motor and a solenoid valve. The left electric brake combination valve (3) and the right electric brake combination valve (4) are both connected to the flight control computer through a signal line and are controlled by the flight control computer. The left wheel speed sensor (9) and the right wheel speed sensor (10) monitor the rotation speed of the left wheel and the rotation speed of the right wheel of the aircraft respectively. The control box (11) responsible for the redundant switching switches the control relationship between the right electric brake combination valve (4) and the left electric brake combination valve (3) on the left wheel brake device (7) and the right wheel brake device (8) respectively.

2. The electrically double-redundant electrostatic-hydraulic wheel brake system according to claim 1, characterized in that: The left brake oil cup (1) is connected to the left electric brake combination valve (3) through a hydraulic pipeline to provide hydraulic oil to the left electric brake combination valve (3). The left brake oil cup (1) is installed at the highest point of the wheel brake system on the aircraft. The right brake oil cup (2) is connected to the right electric brake combination valve (4) through a hydraulic pipeline to provide hydraulic oil to the right electric brake combination valve (4). The right brake oil cup (2) is installed at the highest point of the wheel brake system on the aircraft.

3. The electrically double-redundant electrostatic-hydraulic wheel brake system according to claim 2, characterized in that: The left electronically controlled brake combination valve (3) comprises a left electronically controlled brake valve (3.1), a left normally open electromagnetic valve (3.2) and a left brake pressure sensor (3.3). The left electronically controlled brake combination valve (3) communicates with the flight control computer via a communication line, receives a brake command issued by the flight control computer, and simultaneously uploads self-check information of the left electronically controlled brake combination valve (3) and a brake pressure of a left wheel brake device (7). The left electronically controlled brake combination valve (3) is interconnected with a control box (11) for redundancy switching via a hard wire, and outputs a brake fault signal of the left electronically controlled brake combination valve (3) to the control box (11) for redundancy switching for redundancy switching. The right electronically controlled brake combination valve (3) comprises a right electronically controlled brake valve (4.1), a right normally open electromagnetic valve (4.2) and a left brake pressure sensor (4.3). The left electronically controlled brake combination valve (3) communicates with the flight control computer via a communication line, receives a brake command issued by the flight control computer, and simultaneously uploads self-check information of the left electronically controlled brake combination valve (3) and the brake pressure of the left wheel brake device (7); the left electronically controlled brake combination valve (3) is interconnected with a control box (11) that undertakes redundancy switching via a hard wire, and outputs a brake fault signal of the left electronically controlled brake combination valve (3) to the control box (11) that undertakes redundancy switching for redundancy switching.

4. The electrically double-redundant electrostatic-hydraulic wheel brake system according to claim 3, characterized in that: The left electronically controlled brake combination valve (3) communicates with the right electronically controlled brake combination valve (4) via a communication line, and receives brake commands and self-check information, brake pressure and anti-skid amount forwarded by the other party, and at the same time forwards brake commands, brake pressure, self-check information, brake pressure and anti-skid amount issued by the flight control computer.

5. The electrically double-redundant electrostatic-hydraulic wheel brake system according to claim 4, characterized in that: A right normally closed electromagnetic valve (4.4) is also provided between the left electrically controlled brake combination valve (3) and the right electrically controlled brake combination valve (4); the left electrically controlled brake combination valve (3) is connected to the right normally closed electromagnetic valve (4.4) through a hydraulic pipeline, and is used to realize the pressure supply of the wheel brake device on the fault side when any one of the left electrically controlled brake combination valve (3) or the right electrically controlled brake combination valve (4) fails; the left electrically controlled brake combination valve (3) is cross-linked with the left wheel speed sensor (9) and the right wheel speed sensor (10) through a hard line, and while supplying power to the left wheel speed sensor (9), the left wheel speed signal and the right wheel speed signal output by the left wheel speed sensor (9) and the right wheel speed sensor (10) are collected; the right electrically controlled brake combination valve (4) is cross-linked with the right wheel speed sensor (9) and the right wheel speed sensor (10) through a hard line, and while supplying power to the right wheel speed sensor (10), the left wheel speed signal and the right wheel speed signal output by the left wheel speed sensor (9) and the right wheel speed sensor (10) are collected.

6. The electrically double-redundant electrostatic-hydraulic wheel brake system according to claim 5, characterized in that: The left brake pressure sensor (3.3) integrated in the left electronically controlled brake combination valve (3) is interconnected with the control box (11) for redundancy switching via a hard line. The left brake pressure sensor (3.3) is set with two redundancies, the two redundancies are independently powered, and the two redundancies have independent brake pressure signal outputs; one of the redundancies is powered by the left electronically controlled brake combination valve (3) and collects its brake pressure signal for pressure closed-loop control, and the other redundancy is powered by the control box (11) for redundancy switching and collects its brake pressure signal for redundancy conversion; the right brake pressure sensor (4.3) integrated in the right electronically controlled brake combination valve (4) is interconnected with the control box (11) for redundancy switching via a hard line. The right brake pressure sensor (4.3) is set with two redundancies, the two redundancies are independently powered, and the two redundancies have independent brake pressure signal outputs; one of the redundancies is powered by the right electronically controlled brake combination valve (4) and collects its brake pressure signal for pressure closed-loop control, and the other redundancy is powered by the control box (11) for redundancy switching and collects its brake pressure signal for redundancy conversion.

7. The electrically double-redundant electrostatic-hydraulic wheel brake system according to claim 6, characterized in that: The control box (11) for redundancy switching realizes different functions according to the aircraft situation, does not participate in the wheel brake control, and as a third-party device, takes into account the redundancy switching of the electrostatic hydraulic wheel brake system; the control box (11) for redundancy switching is interconnected with the left electric control brake combination valve (3) and the right electric control brake combination valve (4) through hard wires, collects the brake fault signals output by the two electric control brake combination valves, supplies power to one of the two redundant brake pressure sensors and collects the brake release pressure signal of the power supply redundant sensor; the control box (11) for redundancy switching receives the brake command signal issued by the flight control computer through the communication line.

8. The electrically double-redundant electrostatic-hydraulic wheel brake system according to claim 7, characterized in that: Under normal circumstances, the left electronically controlled brake combination valve (3) is responsible for braking the left wheel brake device (7), and the right electronically controlled brake combination valve (4) is responsible for braking the right wheel brake device (8); the two electronically controlled brake combination valves drive the internal motors of the electronically controlled brake combination valves to rotate according to the brake instructions received from the flight control computer and the brake pressure signals output by the brake pressure sensors on the corresponding sides, thereby realizing pressure closed-loop control, and supplying pressure to the wheel brake devices on the corresponding sides through the hydraulic pipelines, thereby realizing braking of the wheels on the corresponding sides; the two electronically controlled brake combination valves collect the wheel speed signals output by the wheel speed sensors on the corresponding sides in real time, calculate the anti-skid amount of the wheels on the corresponding sides according to the wheel speed changes, and then compare the anti-skid amount of the wheels on the other side sent by the electronically controlled brake combination valve on the other side through the communication line, and take the larger anti-skid amount between the two to perform anti-skid control, thereby realizing synchronous anti-skid control of the left and right wheels.

9. The electrically double-redundant electrostatic-hydraulic wheel brake system according to claim 8, characterized in that: When the electronically controlled brake combination valve on either side finds through self-check that it has a fault that affects the brake function, it outputs a brake fault signal to the control box (11) responsible for the redundancy switch through a hard line; the control box (11) responsible for the redundancy switch outputs a drive signal to the normally open solenoid valve on the faulty side, switches the oil circuit, and closes the pressure output of the electronically controlled brake combination valve on the faulty side; the control box (11) responsible for the redundancy switch outputs a drive signal to the right normally closed solenoid valve (4.4), switches the oil circuit, connects the electronically controlled brake combination valve on the normal side to the oil circuit of the wheel brake device on the faulty side, and the electronically controlled brake combination valve on the normal side realizes the braking of the two wheels; the electronically controlled brake combination valve on the normal side collects the speeds of the left and right wheels, and anti-skid braking can still be achieved when a single electronically controlled brake combination valve is working.

10. The electrically double-redundant electrostatic-hydraulic wheel brake system according to claim 1, characterized in that: The left wheel brake device (7) and the right wheel brake device (8) are both disc brake devices actuated by hydraulic piston cylinders.

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