Braking system

Abstract

The invention is entitled "Brake System." In some examples, a brake system includes a housing configured to rotate about a torque tube. A disc stack includes a plurality of stator discs coupled to the torque tube and a plurality of rotor discs rotationally coupled to the housing. An actuator within the torque tube is configured to compress the disc stack. A portion of the torque tube can be configured to be inserted into an axial assembly of a vehicle wheel. The housing can be connected to a portion of a vehicle wheel rim. The brake system can be present on a vehicle wheel in addition to or instead of a primary brake system having a primary disc stack.

Description

Technical Field

[0001] This disclosure relates to wheel braking systems for vehicles. Background Technology

[0002] Vehicles such as aircraft may use wheel braking systems that include multi-disc braking assemblies. For example, such a multi-disc braking assembly may include multiple rotors engaged with a wheel and multiple stators interleaved with the rotors. The rotors and wheel are configured to rotate about an axis, while the stators remain stationary. To slow the rotational motion of the rotating wheel, the braking assembly may displace a piston against a pressure plate to compress the rotating rotor engaged with the wheel against the stationary stator, thereby generating a torque that slows the rotational motion of the wheel. In some examples, the rotor may engage with the wheel via a rotor drive key located on the inner surface of the wheel. In some such examples, the rotor may define a slot configured to receive the rotor drive key. Summary of the Invention

[0003] This disclosure describes a vehicle braking system including an auxiliary braking system configured to reduce the rotation of the vehicle wheels. The auxiliary braking system may be positioned on the wheels instead of, or in addition to, the main braking system. In some examples, the auxiliary braking system may be configured such that a vehicle operator (e.g., an aircraft pilot) can initiate either the main braking system or the auxiliary braking system based on the required braking force or braking frequency. For example, the aircraft operator or control circuitry of the vehicle braking system may select to initiate the main braking system for relatively high-energy events such as landing and emergency stops, and select to initiate the auxiliary braking system for relatively low-energy events such as taxiing and parking. Using the auxiliary braking system reduces wear and replacement of the brake discs in the main braking system.

[0004] In some examples, the auxiliary braking system can be configured to adapt to the spatial constraints of the wheels, including the main braking system.

[0005] In some examples, the auxiliary braking system includes a torque tube defining a wheel axle and a housing configured to rotate about the wheel axle. The auxiliary braking system includes a disc stack having multiple rotor discs interleaved with multiple stator discs. The rotor discs are rotatably coupled to the housing. The stator discs are coupled to the torque tube. The auxiliary braking system is configured such that the housing and the multiple rotor discs are rotatable about the wheel axle, while the torque tube and the multiple stator discs are rotatably fixed. An actuator positioned within the volume of the torque tube is configured to compress the disc stack, thereby engaging the friction surfaces of the rotor and stator discs.

[0006] The auxiliary braking system may include control circuitry configured to compress the actuator disc stack based on a braking signal. In the example, the wheel may be configured to operate in conjunction with a main braking system having a main disc stack, as well as the disclosed braking system and disc stack. The control circuitry may be configured to receive a braking signal and perform at least one of the following: compressing the actuator disc stack or compressing the main braking system main disc stack.

[0007] This document also describes exemplary techniques for braking using a braking system.

[0008] Clause 1: An auxiliary braking system comprising: a torque tube defining a wheel axle; a housing configured to rotate about the wheel axle; a disc stack including: a plurality of rotor discs rotatably coupled to the housing; a plurality of stator discs coupled to the torque tube and interleaved with the rotor discs; and an actuator within the torque tube and configured to compress the disc stack.

[0009] Clause 2: The auxiliary braking system pursuant to Clause 1, wherein the housing is configured to rotate relative to the torque tube.

[0010] Clause 3: An auxiliary braking system according to Clause 1 or 2, wherein one or more rotor discs of a plurality of rotor discs and one or more stator discs of a plurality of stator discs are configured to translate in a direction substantially parallel to the wheel axis.

[0011] Clause 4: An auxiliary braking system according to any one of Clauses 1 to 3, wherein the actuator is configured to apply a force to the disc stack in a direction substantially parallel to the wheel axis when the actuator compresses the disc stack.

[0012] Clause 5: An auxiliary braking system according to any one of Clauses 1 to 4, wherein one or more of a plurality of rotor discs are configured to rotate about a wheel axle.

[0013] Clause 6: The auxiliary braking system according to any one of Clauses 1 to 5 also includes a backplate connected to a torque tube, wherein the actuator is configured to abut against the backplate compression disc stack.

[0014] Clause 7: The auxiliary braking system pursuant to Clause 6, wherein the actuator includes an actuating element configured to translate in a direction substantially parallel to the wheel axis to abut against the backplate compression disc stack.

[0015] Clause 8: An auxiliary braking system pursuant to Clause 6 or 7, wherein the actuator includes an actuator housing configured to remain substantially stationary relative to the torque tube when the actuating element translates in a direction substantially parallel to the wheel axis.

[0016] Clause 9: An auxiliary braking system pursuant to any one of Clauses 1 to 8, wherein the actuator comprises an electric motor configured as a compression disc stack.

[0017] Clause 10: The auxiliary braking system according to any one of Clauses 1 to 9 further includes a control circuit that communicates with the actuator, wherein the control circuit is configured to receive a braking signal and, in response to receiving the braking signal, cause the actuator to compress the disc stack.

[0018] Clause 11: The auxiliary braking system according to any one of Clauses 1 to 10 further includes: a control circuit configured to receive a braking signal; and a main braking system including a main disc stack, wherein the control circuit is configured to, based on the braking signal, perform at least one of the following: compressing the disc stack with an actuator, or compressing the main disc stack with the main braking system.

[0019] Clause 12: An auxiliary braking system according to any one of Clauses 1 to 11, wherein a torque tube is configured to be coupled to an axial assembly surrounding a wheel axle, and wherein a housing is configured to be rotatably coupled to a wheel rim configured to rotate about the axial assembly.

[0020] Clause 13: An auxiliary braking system according to any one of Clauses 1 to 12, wherein the torque tube is configured to be connected to a spindle surrounding the wheel axle.

[0021] Clause 14: An auxiliary braking system according to any one of Clauses 1 to 13, wherein the wheel axle intersects with the actuator.

[0022] Clause 15: An auxiliary braking system comprising: a wheel rim defining a wheel axle and having an inner section and an outer section; a landing gear strut coupled to an axial assembly, wherein the inner section is between the outer section and the landing gear strut; a housing rotatably coupled to the outer section and configured to rotate about the wheel axle; a torque tube within the axial assembly, wherein the torque tube is coupled to the axial assembly; a disc stack comprising: a plurality of rotor discs rotatably coupled to the housing; a plurality of stator discs coupled to the torque tube and interleaved with the plurality of rotor discs; and an actuator within the torque tube and configured to compress the disc stack.

[0023] Clause 16: An auxiliary braking system pursuant to Clause 15, wherein one or more rotor discs of a plurality of rotor discs and one or more stator discs of a plurality of stator discs are configured to translate in a direction substantially parallel to the wheel axis.

[0024] Clause 17: An auxiliary braking system pursuant to Clause 15 or 16, wherein the actuator is configured to apply a force to the disc stack in a direction substantially parallel to the wheel axis when the actuator compresses the disc stack.

[0025] Clause 18: An auxiliary braking system according to any one of Clauses 15 to 17 further includes: a main braking system connected to the wheel rim, wherein the main braking system includes a main disc stack; and a control circuit configured to: receive a braking signal; and, based on the braking signal, cause an actuator to compress the disc stack or cause the main braking system to compress the main disc stack.

[0026] Clause 19: A method comprising: connecting a plurality of stator disks to a torque tube of a vehicle wheel defining a wheel axle; rotatably connecting a plurality of rotor disks to a housing configured to rotate about the wheel axle, wherein the plurality of stator disks and the plurality of rotor disks are interleaved; and connecting an actuator configured to translate at least one of the plurality of rotor disks or the plurality of stator disks to a power source.

[0027] Clause 20: The method pursuant to Clause 19 further includes: connecting the housing to a wheel rim configured to rotate about a wheel axis; and connecting a torque tube to an axial assembly of the landing gear strut.

[0028] Details of one or more examples are set forth in the accompanying drawings and the following description. Other features, objects, and advantages will be apparent from the description and drawings, as well as from the claims. Attached Figure Description

[0029] Figure 1 This is a perspective view of an exemplary wheel.

[0030] Figure 2 It is positioned at Figure 1 A schematic cross-sectional view of an exemplary main braking system on an exemplary wheel.

[0031] Figure 3 It is positioned in including Figure 2 A plan view of a selected cross-section of an exemplary auxiliary braking system on a wheel of the main braking system.

[0032] Figure 4 It is positioned in including Figure 2 A cross-sectional view of an exemplary auxiliary braking system on the wheel of the main braking system.

[0033] Figure 5 This is a perspective view of an exemplary auxiliary braking system.

[0034] Figure 6 This is a perspective view of an exemplary auxiliary braking system with a selected cross-section.

[0035] Figure 7 This is a perspective view of a stack of discs in an exemplary braking system.

[0036] Figure 8 This is a flowchart illustrating an exemplary technique for braking wheels. Detailed Implementation

[0037] This disclosure describes articles, systems, and techniques related to braking systems for wheels of vehicles. The braking systems described herein can be used in place of or in conjunction with a main braking system. For example, the braking system disclosed herein can be an auxiliary braking system configured to operate during events with reduced braking force (e.g., aircraft taxiing and / or parking), while the main braking system is configured to operate during events with typically higher braking force (e.g., aircraft landing and / or emergency parking). Using an auxiliary braking system in conjunction with a main braking system can reduce the wear of friction discs within the main braking system, which can help reduce the frequency of disc replacements in the main braking system and reduce the cost and time requirements for main brake maintenance.

[0038] In braking systems that utilize shear between brake discs to dissipate the kinetic energy of a vehicle, the operating temperature of the brake discs can depend on the type of braking event initiating the event. For example, during relatively high-energy braking events initiated at relatively high vehicle speeds (e.g., aircraft landing or emergency braking during takeoff), the dissipation of the vehicle's kinetic energy can cause brake disc temperatures to exceed those typically experienced during lower-energy braking events (e.g., taxiing and parking). This variation in operating temperature can affect the overall wear rate of some brake discs. For instance, some brake discs may inherently exhibit temperature-dependent wear rate sensitivity, such that the wear rate at a first temperature exceeds that at a second temperature. Therefore, variations in brake disc operating temperature when a single braking system is used for relatively high-energy braking events (where higher operating temperatures may be expected) and lower-energy braking events (where lower operating temperatures may be expected) can significantly increase the overall wear on the brake discs of the braking system. This can be particularly severe when the brake discs must be designed to operate primarily at the higher operating temperatures associated with higher-energy braking events, such as aircraft landings. Using such brake discs at higher temperatures associated with high-energy events and lower temperatures associated with lower-energy events can lead to the need for more frequent brake disc replacements.

[0039] The number of braking events (even relatively low-energy events, such as coasting to a stop) can also have a relatively significant impact on the overall wear rate of the friction discs in the main braking system. Using the auxiliary braking system described herein during these relatively low-energy braking events can also extend the service life of the friction discs in the main braking system by reducing the number of braking events using the main braking system.

[0040] As illustrated in some examples herein, a braking system comprising both a main braking system and an auxiliary braking system can help limit the operating temperature experienced by the main disc stack and help reduce the frequency of use of specific brake components within the braking system, thereby contributing to a reduction in the wear rate of both the main and auxiliary brake disc stacks. This reduced wear rate can, for example, decrease the frequency of disc replacement required in one or both braking systems. This may be desirable, for example, when the main braking system is more difficult to engage than the auxiliary braking system, when replacing the main disc stack may be more labor-intensive than replacing the auxiliary brake stack, when the discs in the main braking system are more expensive than those in the auxiliary braking system, or for other reasons.

[0041] The auxiliary braking system discussed herein can be configured to operate on the wheels of a vehicle to reduce wheel rotation (e.g., reduce vehicle speed). The auxiliary braking system can be configured to operate on wheels that also include a main braking system, or it can be configured to operate on the wheels as an independent braking system (e.g., in the absence of a second braking system). The auxiliary braking system can be used to substantially limit the number of braking events and / or the operating temperatures experienced by the main disc stack and / or the auxiliary disc stack during braking events.

[0042] In some examples, the auxiliary braking system is configured to accommodate the spatial constraints of the wheel, which includes the main braking system. For example, the auxiliary braking system may be configured to be positioned substantially on the outer section of the wheel (relative to the attached vehicle), while the main braking system is positioned substantially within and on the inner section of the wheel. The auxiliary braking system may extend from the outer section to facilitate access to its components, thereby allowing the brake discs to be sized relatively independently of the spatial constraints imposed by the wheel or for other reasons. In some examples, the auxiliary braking system is configured such that the auxiliary braking system disc stack extends beyond the wheel, allowing the auxiliary system's brake discs to be sized relatively independently of the spatial constraints imposed by the internal volume within the wheel.

[0043] Although the braking system in this article mainly refers to the auxiliary braking system, in some examples, the braking components can be used in place of the conventional main braking system.

[0044] In some examples, the auxiliary braking system includes a torque tube defining a wheel axle and a housing configured to rotate about the wheel axle. The housing may be configured to be attached to a wheel rim that rotates about the wheel axle. The torque tube may be configured to be mechanically connected to another part of the vehicle (e.g., an axial assembly attached to a strut), about which the wheel is configured to rotate.

[0045] A wheel rim attached to the housing of the auxiliary braking system can be configured to rotate about an axial assembly surrounding a wheel axis. The axial assembly may include an axial sleeve and a spindle. One or more bearings between the axial assembly and the wheel rim can be configured to allow the wheel rim to rotate about the axial assembly. The housing is rotatably coupled to the wheel rim such that the housing rotates together with the wheel rim about a wheel axis (e.g., about the axial assembly). A torque tube is coupled (e.g., mechanically connected) to the axial assembly (e.g., the axial sleeve and / or spindle) such that the torque tube remains stationary relative to the axial assembly (e.g., stationary as the wheel rim and housing rotate about the axial assembly). A portion of the torque tube can be effectively inserted into an end (e.g., an outer end) of the axial assembly about which the wheel rim rotates. Thus, the auxiliary braking system can be configured such that a portion of the torque tube resides within an internal volume (“sleeve volume”) defined by the axial assembly. In some examples, the axial assembly includes a spindle and an axial sleeve, and the torque tube is mechanically connected to the spindle.

[0046] The auxiliary braking system includes a plurality of rotor brake discs rotatably coupled to a housing and a plurality of stator discs coupled to a torque tube. The stator discs are staggered with the rotor discs to define a brake disc stack. The housing may be configured to at least partially surround the disc stack. The disc stack is configured such that, when compressed, the friction surfaces of adjacent rotor and stator discs are pushed to engage. As the rotor brake discs rotate relative to the stator brake discs (e.g., when the housing coupled to the wheel rim rotates relative to the torque tube mechanically connected to the axial assembly), the engagement between the friction surfaces of the rotor and stator brake discs converts the kinetic energy of the rotating rotor brake discs into heat energy and slows their rotation. Similarly, the rotation of the wheel hub is reduced due to the rotational coupling between the rotor brake discs, the housing, and the wheel hub. As the rotation of the wheel rim decreases, the shear force generated between the friction surfaces of the rotor and stator brake discs is transmitted to the torque tube and the axial assembly.

[0047] The actuator resides within an internal volume defined by the torque tube (“torque tube internal volume”). In the example, the torque tube internal volume is configured to reside within a sleeve volume of the axial assembly. The actuator is configured to apply force to the disc stack in a direction substantially parallel to the wheel axis, thereby compressing the disc stack. The actuator may include an actuating element (e.g., a piston) configured to translate in a direction substantially parallel to (e.g., parallel to or nearly parallel to to the extent permitted by manufacturing tolerances) the wheel axis to compress the disc stack upon initiation of braking. The actuating element may be attached to a pressure plate translated by the actuating element and acting on the disc stack to compress the disc stack between the pressure plate and a backing plate coupled to the torque tube.

[0048] In some examples, the wheel may include an inner section (e.g., an inner half and an outer half) connected to an outer section, wherein the inner and outer sections are configured to rotate as a substantially integral body about an axial assembly. The wheel may be configured such that, as the wheel rotates about the axial assembly, the inner section lies between the outer section and the struts that attach the wheel to the vehicle frame. The wheel may be configured such that the main braking system is substantially supported by the inner section, while the auxiliary braking system described herein is supported by the outer section of the wheel. A housing may be attached to the outer section such that, as the wheel rotates about the axial assembly, the housing rotates with the wheel while the torque tube remains substantially stationary relative to the axial assembly.

[0049] As discussed, in some examples, the wheels may be configured to operate in conjunction with the main braking system, and the auxiliary braking assembly described herein may be used in place of or in combination with the main braking system. In the auxiliary braking system, control circuitry may be included in communication with the actuators, wherein the control circuitry is configured to receive a braking signal and cause the actuators to compress the disc stack in response to the braking signal. In some examples where the vehicle includes both a main braking system and an auxiliary braking system, the control circuitry may be configured to receive a braking signal and cause the actuators to compress the disc stack of the auxiliary braking system or to cause the main braking system to compress the main disc stack to reduce wheel rotation. The braking signal may be generated, for example, by a pedal within the aircraft, wherein a first amount of pedal depressing (e.g., for taxiing stop) detected by any suitable sensor causes the control circuitry to control the actuators of the auxiliary braking system to compress the disc stack, and a second amount of pedal depressing (e.g., for runway stop or emergency stop) causes the control circuitry to control the main braking system to compress the main brake. In other examples, other systems and techniques may be used for selecting either the main braking system or the auxiliary braking system to slow the vehicle.

[0050] Figure 1 This is a perspective view showing an exemplary wheel 10. In some examples, wheel 10 is part of an aircraft vehicle. In other examples, wheel 10 may be part of any other vehicle, such as any land vehicle or other vehicle. Figure 1In the example shown, wheel 10 includes a wheel rim 12 defining an outer surface 14 and an inner surface 16. Wheel rim 12 includes a mandrel 18 and a wheel hub 19. In some examples, the inner surface 16 may include the inner diameter of the mandrel 18 of wheel 10. For example, in some cases, the inner surface 16 may be referred to as the inner diameter surface of wheel 10. In some examples, a tire (not shown) may be mounted on the outer surface 14 of wheel rim 12. Wheel 10 may include an inner bead seat 20 and an outer bead seat 21, which are configured to retain the tire on the outer surface 14 of rim 12. In the example, wheel 10 may include an inner section 22 (e.g., including inner bead seat 20) and an outer section 23 (e.g., including outer bead seat 21). Wheel 10 is configured to rotate about a rotation axis A.

[0051] The wheel 10 includes a plurality of rotor drive keys 24 on its inner surface 16. In some examples, each of the plurality of rotor drive keys 24 extends in a substantially axial direction of the wheel 10 (e.g., in a direction parallel to the axis of rotation A). The plurality of rotor drive keys 24 and the inner surface 16 are configured to be substantially stationary relative to each other, such that when the wheel 10 (and the inner surface 16) rotates about the axis of rotation A, each of the rotor drive keys 24 translates about the axis of rotation A in a closed path. Thus, when the wheel 10, the inner surface 16, and the rotor drive keys 24 rotate about the axis of rotation A, a force acting on one or more rotor drive keys 24 in the opposite direction of rotation acts to slow or stop the rotation. As will be discussed, the rotor drive keys 24 may be configured to receive torque from a main braking system (not shown) configured to reduce and / or stop the rotation of the wheel 10. The rotor drive keys 24 may be integrally formed with the inner surface 16, or may be separate from the inner surface 16 and mechanically attached to it.

[0052] Figure 2 This is a schematic cross-sectional view showing an exemplary wheel 10, which includes a rotor drive key 24, an inner surface 16, a wheel rim 12, an outer surface 14, a manhole 18, an inner bead seat 20, an outer bead seat 21, an inner section 22, and an outer section 23. Figure 2 A wheel rim 12 is shown as a split rim wheel, wherein lug bolts 26 and lug nuts 27 connect the inner section 22 and the outer section 23; however, in other examples, the wheel rim 12 may utilize other configurations (e.g., a solid rim).

[0053] Wheel 10 is configured to rotate about axis A extending through axial assembly 28. Axial assembly 28 is configured to support wheel 10 while allowing wheel 10 to rotate about axis A using bearings 29 and 30. Bearings 29 and 30 are configured to allow wheel 10 to rotate about axial assembly 28 and include bearing tracks defining a closed path around axial assembly 28. Bearings 29 and 30 may define a substantially circular track around axial assembly 28. Main torque tube 31 is coupled to axial assembly 28 (e.g., via bolts 32 and 33) such that main torque tube 31 remains substantially stationary when wheel 10 rotates about axial assembly 28. Main torque tube 31 may at least partially surround the exterior of axial assembly 28. Axial assembly 28 may be mechanically coupled to a strut attached to a vehicle (e.g., landing gear strut (not shown)).

[0054] The inner surface 34 (“sleeve inner surface 34”) of the axial assembly 28 may define a sleeve volume 36. The sleeve volume 36 is a void within the axial assembly 28 that extends by a certain displacement substantially parallel to axis A and defines a sleeve opening 38 at an end of the axial assembly 28. The sleeve inner surface 34 may be configured as an internally cylindrical surface, and the sleeve volume 36 may be defined as a substantially cylindrical volume.

[0055] The main braking system 40 is positioned within the wheel 10 and configured to engage the main torque tube 31 and the rotor drive key 24. The main braking system 40 is configured to generate torque to resist rotation of the wheel 10 about axis A and transmit that torque to the rotor drive key 24, thereby reducing and / or eliminating rotation of the wheel 10 about axis A. The main braking system 40 includes a main disc stack 42 comprising one or more main rotor discs (e.g., main rotor discs 43, 44, 45) and one or more main stator discs (e.g., main stator discs 46, 47, 48).

[0056] The main rotor disks 43, 44, 45 and / or the main stator disks 46, 47, 48 may be substantially annular disks surrounding the axial assembly 28. The main rotor disks 43, 44, 45 are rotatably coupled to the rotor drive key 24 and the inner surface 16 and rotate substantially synchronously with the wheel 10 about axis A. The main stator disks 46, 47, 48 are coupled to the main torque tube 31 via key teeth 49 and remain rotationally stationary with respect to the main torque tube 31 (and the axial assembly 28) as the wheel 10 rotates. The main actuator 39 is configured to compress the main disk stack 42 so that the friction surfaces of the main rotor disks 43, 44, 45 contact the friction surfaces of the main stator disks 46, 47, 48, thereby generating a shear force between the disks and applying torque to the rotor drive key 24 in opposition to the rotation of the wheel 10. Therefore, the main braking system 40 can be used to reduce and / or eliminate the rotation of the wheel 10.

[0057] Wheel 10 can support any kind of private, commercial, or military aircraft or other type of vehicle. Wheel 10 can be mounted to the vehicle using, for example, bolts 32 and / or bolts 33 or some other fastening device. Axle 28 can be mounted on a strut of landing gear (not shown) or other suitable component of the vehicle to connect wheel 10 to the vehicle. Wheel 10 can rotate about axis A and axial assembly 28 to apply motion to the vehicle. Wheel 10 has been shown and described to provide context for the auxiliary braking system described herein; however, in other examples, the auxiliary braking system described herein can be used with any suitable wheel assembly.

[0058] Figure 3 An exemplary auxiliary braking system 50 on wheel 10 is shown. Figure 3 An auxiliary braking system 50 is shown positioned on the outer segment 23 of wheel 10, while the main braking system 40 is positioned on the inner segment 22 of wheel 10. The auxiliary braking system 50 includes a torque tube 52 and a housing 54 configured to rotate about at least a portion of the torque tube 52. The torque tube 52 is coupled to an axial assembly 28 (e.g., via pins 55 and / or 53) and configured to be substantially stationary relative to the axial assembly 28. The housing 54 is rotatably coupled to wheel 10 (e.g., via pins 55 and / or 56) and configured to rotate substantially synchronously with wheel 10. (The remaining text appears to be a continuation of the previous paragraph and is left untranslated.) Figure 4 The auxiliary braking system 50 discussed includes a housing 54 (Figure 4, Figure 6 and Figure 7 The disc stack 58 is located within the main braking system 40. The disc stack 58 is configured such that when the housing 54 (and wheel 10) rotates relative to the torque tube 52 about axis A and the disc stack 58 is compressed, shear forces within the disc stack 58 act to reduce and / or eliminate the rotation of the housing 54 (and wheel 10). Therefore, the auxiliary braking system 50 can operate substantially independently of the main braking system 40 to reduce and / or eliminate the rotation of the wheel 10.

[0059] In the example, the braking system includes a control circuit 60 configured to control an auxiliary braking system 50 and a main braking system 40 (if present). The control circuit 60 is configured to receive a braking signal (e.g., via communication link 62) and cause the auxiliary braking system 50 (e.g., via communication link 64) to compress the disc stack 58 to reduce and / or eliminate rotation of the wheel 10. The control circuit 60 may be configured to receive a braking signal and cause the auxiliary braking system 50 (e.g., via communication link 64) to compress the disc stack 58 or cause the main braking system 40 (e.g., via communication link 66) to compress the main disc stack 42 to reduce and / or eliminate rotation of the wheel 10. In some examples, the braking signal may be initiated by an operator using an interface 68 (e.g., a foot switch or another input mechanism) configured to generate a braking signal that initiates either the auxiliary braking system 50 or the main braking system 40. Therefore, in some examples, the operator can determine which of the auxiliary braking system 50 or the main braking system 40 is engaged. For example, when wheel 10 is installed on the aircraft, the operator can choose to activate the main braking system 40 during typically high braking events (e.g., aircraft landing and / or emergency stop) and the auxiliary braking system 50 during reduced braking events (e.g., aircraft taxiing and / or parking). Therefore, using the auxiliary braking system 50 reduces the amount of hot taxiing events on the main disc stack 42, thereby reducing wear on the main disc stack 42 and the required replacement frequency.

[0060] However, in other examples, the control circuit 60 is configured to automatically determine which of the auxiliary braking system 50 or the main braking system 40 to engage in response to receiving a braking signal from a user input mechanism. For example, the control circuit 60 may activate one of the auxiliary braking system 50 or the main braking system 40 to slow the wheels 10 based on the degree to which the user depresses the foot switch 68 or otherwise based on user input.

[0061] like Figure 3As shown, the auxiliary braking system 50 can be configured to be at least partially located within the axial assembly 28 (e.g., within the sleeve volume 36). For example, a portion of the torque tube 52 can be located within the axial assembly 28. This allows the auxiliary braking system 50 to effectively utilize available space when the wheel 10 accommodates other components (such as the main torque tube 31, rotor drive key 24, main disc stack 42, and other components of the main braking system 40). Furthermore, this reduces the extent to which the auxiliary braking system 50 extends beyond the wheel 10 (e.g., beyond the outer section 23). Additionally, the auxiliary braking system 50 can be configured to be partially located outside the axial assembly 28. For example, a housing 54 can be located outside the axial assembly 28. This facilitates access to components of the auxiliary braking system 50 for installation, inspection, or repair. Furthermore, positioning the housing 54 outside the axial assembly 28 allows for the placement of the disc stack 58 ( Figure 4 The axial assembly 28 is positioned outside the housing 54 to eliminate volume constraints on the size of the disk stack 58, allowing the various disks in the disk stack 58 to provide a larger area of ​​friction surface.

[0062] Power source 70 may be configured to provide power to auxiliary braking system 50 via, for example, a power line 71 extending through axial assembly 28. In some examples, power source 70 is a power source, and power line 71 is configured to provide power to auxiliary braking system 50. In some examples, power line 71 is a conduit configured to deliver pressurized fluid, such as a hydraulic or pneumatic conduit, and power source 70 is configured to deliver pressurized fluid. As will be discussed, actuators within auxiliary braking system 50 may be configured to receive power (electrically or otherwise) from power line 71. Although power line 71 is in Figure 3 The power line 71 is depicted as passing through the axial component 28, but in other examples the power line 71 may have other arrangements.

[0063] Figure 4 A cross-section of an exemplary auxiliary braking system 50 on an exemplary wheel 10 is shown, the cross-section being parallel to... Figure 1 and Figure 2 The axis A in the middle is cut off. Figure 4 An auxiliary braking system 50 is shown positioned on the outer section 23 of wheel 10, while the main braking system 40 is positioned on the inner section 22 of wheel 10. Wheel 10 is configured to engage with... Figure 1 and Figure 2 The same manner is used for rotation about axis A, which extends through axial assembly 28. Regarding Figure 4The context includes the main braking system 40, the main disc stack 42, the main torque tube 31, and the rotor drive key 24. However, the auxiliary braking system 50 can be positioned and utilized on the wheel 10 without the presence of the main braking system 40, the main disc stack 42, the main torque tube 31, and the rotor drive key 24. The auxiliary braking system 50 can be positioned and operated on the wheel 10 regardless of whether the main braking system 40, the main disc stack 42, the main torque tube 31, and the rotor drive key 24 are present on the wheel 10.

[0064] Figure 5 Figure 6 is a perspective view of an exemplary auxiliary braking system 50 including a housing 54 and a torque tube 52. Figure 6 shows a cross-sectional perspective view of an exemplary auxiliary braking system 50 including a housing 54 and a torque tube 52. Figure 5 and Figure 6 Including the central axis C, which can be substantially parallel to the axis A of the wheel 10 when the auxiliary braking system 50 is positioned on the wheel 10.

[0065] like Figure 4 As shown, torque tube 52 is mechanically connected to axial assembly 28 (e.g., via pins 51 and 53) and configured to remain substantially stationary relative to axial assembly 28. Housing 46 is mechanically connected to outer wheel section 23 (e.g., via pins 55 and 56) and configured to rotate substantially synchronously with wheel 10 about axis A. Torque tube 52 and housing 54 are configured such that housing 54 is rotatable relative to torque tube 52 about central axis C (or axis A when auxiliary braking system 50 is positioned on wheel 10).

[0066] The auxiliary braking system 50 also includes a disc stack 58. The disc stack 58 includes a plurality of stator discs 74 (including stator discs 75, 76) and a plurality of rotor discs 78 (including rotor discs 79, 80, 81). The plurality of stator discs 74 are coupled to a torque tube 52 such that stator discs 75, 76 are rotatably stationary relative to the torque tube 52 (and rotatably stationary relative to the axial assembly 28 when the auxiliary braking system 50 is positioned on the wheel 10). The plurality of rotor discs 78 are rotatably coupled to a housing 54 such that rotor discs 79, 80, 81 rotate substantially synchronously with the housing 54 (and with the wheel 10 when the auxiliary braking system 50 is positioned on the wheel 10). An actuator 82 is positioned within the torque tube 52 and configured to compress the disc stack 58.

[0067] Figure 7 This is an exemplary perspective view of the disk stack 58, showing a plurality of stator disks 74 (including stator disks 75, 76) and a plurality of rotor disks 78 (including rotor disks 79 to 81). The plurality of stator disks 74 and the plurality of rotor disks 78 are interleaved. A central axis C is included for reference. Figure 5 and Figure 6The disk stack 58 is shown in an uncompressed state, where the relative friction surfaces of adjacent stator and rotor disks are disengaged. For example, as in... Figure 7 As shown, an air gap G exists between rotor disk 79 and stator disk 75, such that the friction surface 73 of rotor disk 79 and the friction surface 69 of stator disk 75 are substantially disengaged (e.g., not in contact with each other). The air gap G can have any value (e.g., it can be larger or smaller relative to the disk stack 58 than shown). Each of stator disks 75, 76 and rotor disks 79 to 81 can have a first friction surface (e.g., friction surface 73 of rotor disk 79) and a second friction surface (e.g., friction surface 75 of rotor disk 79) on the side of the respective disk opposite to the first friction surface. Each of stator disks 75, 76 and rotor disks 79 to 81 can be configured to include an outer periphery and an inner periphery. For example, Figure 7 A rotor disk 79 having an outer perimeter 77 and an inner perimeter 83 is shown, as well as a stator disk 75 having an outer perimeter 87 and an inner perimeter 89. In some examples, each of the stator disks 75, 76 and rotor disks 79 to 81 may be a substantially annular disk, but in other examples it has a different shape.

[0068] Torque tube 52 ( Figures 3 to 6 The stator disks 75, 76 are configured to restrict rotational movement about the central axis C relative to the torque tube 52, while allowing axial translation of the stator disks 75, 76 in a direction substantially parallel to (e.g., parallel to or nearly parallel to to the extent permitted by manufacturing tolerances) the central axis C (and / or axis A). The torque tube 52 is configured such that a torque (e.g., torque Ws) is applied to the torque tube 52 on the stator disks 75, 76 about the central longitudinal axis C. Figure 4 and Figure 6 Therefore, when the auxiliary braking system 50 is positioned on the wheel 10 and the torque tube 52 is mechanically connected to the axial assembly 28 (e.g., via pins 51, 53), when the stator discs 75, 76 apply a torque Ws to the torque tube 52, the torque tube 52 applies a relative reaction torque to the stator discs 75, 76 to limit their rotational movement. The stator discs 75, 76 can be coupled to the torque tube 52 using any suitable technique. In some examples, the torque tube 52 includes one or more key teeth 84 (…). Figure 4 (Figure 6) The one or more key teeth extend above the outer surface 86 (“torque tube outer surface 86”) of the torque tube 52 and are configured to engage the inner periphery (e.g., inner periphery 89) of one or more of the stator disks 75, 76. Figure 6 , Figure 7 The key 84 may be an elongated member configured to extend through a key slot on the inner periphery of the stator disks 75, 76 (e.g., through a key slot 88 on the inner periphery 89). Figure 4 , Figure 6 , Figure 7 )).

[0069] Casing 54 ( Figures 3 to 6 The housing 54 is configured to rotate rotor disks 79 to 81 substantially synchronously with the housing 54 about the central axis C, while allowing the rotor disks 79 to 81 to translate axially in a direction substantially parallel to the central axis C. The housing 54 is configured to apply a torque (e.g., torque Wh) acting on the rotor disks 79 to 81 about the central axis C. Figure 4 and Figure 6 Therefore, when the auxiliary braking system 50 is positioned on the wheel 10 and the housing 54 is mechanically connected to the wheel rim 12 (e.g., via pins 51, 53), when the wheel rim 12 applies a torque Wh to the housing 54, causing the housing 54 to rotate about axis A, the housing 54 applies at least a portion of the torque Wh to the rotor disks 79 to 81, causing the rotor disks 79 to 81 to rotate substantially synchronously about axis A. The rotor disks 79 to 81 can be coupled to the housing 54 using any suitable technique. In the example, the housing 54 includes one or more drive keys 90 (… Figures 4 to 6 The one or more drive keys extend above the inner surface 92 (“inner surface 92”) of the housing 54 and are configured to engage the outer periphery (e.g., outer periphery 77) of one or more of the rotor disks 79 to 81. Figure 6 The drive key 90 may be an elongated member configured to extend through a drive keyway on the outer periphery of the rotor disks 79 to 81 (e.g., through a drive keyway 94 on the outer periphery 77). Figure 5 (and Figure 6).

[0070] Actuator 82 ( Figure 4 and Figure 6 The actuator 82 resides within an internal volume 96 defined by the inner surface 98 of the torque tube 52 (“torque tube inner surface 98”). The torque tube inner surface 98 at least partially surrounds and faces the central axis C (and / or axis A when the auxiliary braking system 50 is positioned on the wheel 10). The actuator 82 is mechanically connected to the torque tube 52 such that the torque tube 52 restricts the movement of at least a portion of the actuator 82 relative to the torque tube 52. The actuator 82 is configured to engage the disc stack 58 (… Figure 4 , Figure 6 (and Figure 7) apply force, thereby compressing the disk stack 58 (e.g., compressing the air gap G). Figure 7(essentially eliminated). Actuator 82 can be configured to apply force to the disc stack 58 substantially parallel to the central axis C (and / or substantially parallel to axis A when the auxiliary braking system 50 is positioned on the wheel 10). In the example, actuator 82 is configured to apply force to pressure plate 102 ( Figure 4 , Figure 6 and Figure 7 A force is applied, causing the pressure plate 102 to translate in a direction substantially parallel to the central axis C and abut against the back plate 104 and the compression disc stack 58.

[0071] Therefore, the auxiliary braking system 50 is configured such that when the wheel 10 rotates relative to and about the axial assembly 28 (and axis A), the housing 54 and rotor disks 79 to 81 rotate substantially synchronously with the wheel 10 about the axial assembly 28, while the torque tube 52 and stator disks 75, 76 remain substantially stationary relative to the axial assembly 28. The wheel 10 applies a rotational torque about axis A to the housing 54, which the housing 54 uses as torque Wh( Figure 4 , Figure 6 The actuator 82 is applied to rotor discs 79 to 81. When the actuator 82 actuates to compress the disc stack 58, stator discs 75, 76 and rotor discs 79 to 81 are laterally translated in a direction substantially parallel to axis A. The lateral translation of stator discs 75, 76 and rotor discs 79 to 81 substantially eliminates the air gap G between adjacent brake discs. Figure 7 The friction surfaces of rotor disks 79 to 81 engage with the opposing friction surfaces of stator disks 75 and 76 (e.g., engaging friction surface 69 of stator disk 75 with friction surface 73 of rotor disk 79). This engagement of the friction surfaces generates shear forces between the disks (e.g., between rotor disk 79 and stator disk 75), causing stator disks 75 and 76 to exert a torque about axis A on torque tube 52 (e.g., torque Ws). Figure 4 , Figure 6 A torque tube 52, mechanically connected to the axial assembly 28 (e.g., via pins 51, 53), transmits at least a portion of the torque Ws to the axial assembly 28. The axial assembly 28 applies a relative reaction torque to the torque tube 52, thereby keeping the torque tube 52 and stator discs 75, 76 substantially stationary relative to the wheel 10. The shear force between the rotor discs 79 to 81 and the stator discs 75, 76 further reduces the kinetic energy of the rotor discs 79 to 81, the housing 54, and the wheel 10, thereby reducing and / or eliminating the rotation of the wheel 10 about axis A.

[0072] like Figures 4 to 6As shown, the torque tube 52 may include an insertion section 106 configured to be positioned within the axial assembly 28 (e.g., within the sleeve volume 36) and an extension section 107 configured to extend to the outside of the axial assembly 28 (e.g., outside the sleeve volume 36). The insertion section 106 may define an internal volume 96 that holds the actuator 82. When the auxiliary braking system 50 is positioned on the wheel 10, placing the actuator 82 within the axial assembly 28 reduces the extent to which the auxiliary braking system 50 extends beyond the wheel 10 (e.g., beyond the outer section 23). Furthermore, placing the actuator 82 within the axial assembly 28 effectively utilizes the remaining available space when the wheel 10 accommodates other components such as the main torque tube 31, the rotor drive key 24, the main disc stack 42, and other components of the main braking system 40. Additionally, placing the actuator 82 within the axial assembly 28 allows signal and power lines to extend through the axial assembly 58 to connect to the actuator 58.

[0073] The inner surface 108 of the insertion section 106 (“insertion inner surface 108”) defines the internal volume 96 of the torque tube 52. Figure 4 , Figure 6 The inner insertion surface 108 may be mechanically connected to a continuous (e.g., uninterrupted) surface that engages with the inner surface 98 of the torque tube. The inner insertion surface 108 is configured to face the central axis C and / or axis A, and may at least partially surround the central axis C and / or axis A. The inner insertion surface 108 may define an internal volume 96 such that when the insertion section 106 is within the sleeve volume 36, the central axis C and / or axis A of the wheel 10 passes through the internal volume 96. The insertion section 106 also includes an outer surface 112 (“outer insertion surface 112”) configured to face a direction substantially opposite to the inner insertion surface 108. Figures 4 to 6 In some examples, the insert outer surface 112 may substantially define an outer cylindrical surface. The insert segment 106 is configured such that when the insert segment 106 is mechanically connected to the axial assembly 28, the insert inner surface 108 and the insert outer surface 112 are substantially stationary relative to the axial assembly 28.

[0074] Insertion section 106 may (e.g., via pins 51, 53) be mechanically connected to axial assembly 28 such that the torque (e.g., torque Ws) on insertion section 106 about axis A Figure 4 and Figure 6 A portion of the axial component is transmitted from the insertion section 106 to the axial assembly 28, thereby substantially restricting the rotational movement of the insertion section 106. Although Figure 4The diagram shows the insertion section 106 mechanically connected to the axial assembly 28 using pins 51, 53, but any suitable technique (such as, but not limited to, pins, bolts, nuts, adhesives, engineering fits, fusion, friction or welding) may be used to mechanically connect the insertion section 106 to the axial assembly 28.

[0075] Extension Section 107 ( Figures 4 to 6 The torque tube 52 can be configured to extend to the outside of the sleeve volume 36, allowing the disc stack 58 to reside outside the spatial constraints of the axial assembly 28. The extension section 107 can be configured to engage with stator discs 75, 76 via, for example, keyways 84. Positioning the torque tube 52 outside the axial assembly 28 facilitates access to the disc stack 58 when, for example, stator discs 75, 76 and / or rotor discs 79 to 81 need to be installed, inspected, and / or replaced. Additionally, positioning the disc stack 58 outside the axial assembly 28 eliminates the constraints of the sleeve volume 36 on the dimensions of the disc stack 58, thereby allowing, for example, an increase in the frictional surfaces of the stator discs 75, 76 and rotor discs 79 to 81 (relative to examples where the disc stack 58 is positioned within the axial assembly 28). In some examples, when the insertion section 106 is positioned within the sleeve volume 36, the sleeve opening 38 is between the insertion section 106 and the extension section 107.

[0076] Extension section 107 may include an inner surface 114 (“extended inner surface 114”) configured to substantially face the central axis C and / or axis A. Figure 4 and Figure 6 The extension section 107 includes an outer surface 116 (“extension outer surface 116”) on a side substantially opposite to the extension inner surface 114. In some examples, the extension inner surface 114 forms a continuous (e.g., uninterrupted) surface that engages with a portion of the torque tube inner surface 98 and / or the insertion inner surface 108. In some examples, the extension outer surface 116 forms a continuous (e.g., uninterrupted) surface that engages with a portion of the torque tube outer surface 86 and / or the insertion outer surface 112. The extension section 107 (e.g., extension outer surface 116) may be mechanically connected to one or more key teeth 84. Figure 4 , Figure 6 ), so that when one or more of the stator disks 61 and 63 apply a torque Ws to the key tooth 84 Figure 3 When the key tooth 84 transmits at least a portion of the torque to the extension section 107.

[0077] Key 84 is configured on the outer surface 86 of torque tube 52 (“torque tube outer surface 86”) (Figures 4 to 52) Figure 6The key teeth 84 extend upwards and are configured to remain substantially stationary relative to each other and to the outer surface 86 of the torque tube. The key teeth 84 are configured to receive torque about axis A from stator disks 75, 76 (e.g., due to shear forces from rotor disks 79 to 81) and transmit at least a portion of the torque to the torque tube 52. The key teeth 84 are configured to engage the inner periphery of one or more of the stator disks 75, 76 (e.g., inner periphery 89...). Figure 7 This allows the stator disks 75, 76 to receive torque while permitting lateral translation of the stator disks 75, 76 when the disk stack 58 is compressed by the actuator 58. For example, the key teeth 84 may each be an elongated member configured to extend through a key tooth slot on the inner periphery of the stator disks 75, 76 (e.g., through a key tooth slot 88 on the inner periphery 89). Figure 4 , Figure 6 and Figure 7 In some examples, one or more key teeth 84 extend in a direction substantially parallel to the central axis C (or axis A when the auxiliary braking system 50 is positioned on the wheel 10) and are configured to allow the key tooth slot 88 (and stator disk 75) to translate slidably in a direction substantially parallel to the central axis C and / or axis A. The key teeth 84 may extend radially outward from the outer surface 86 of the torque tube (in a direction away from axis A and / or central axis C) such that a portion of the key teeth 84 substantially faces a portion of the key tooth slot 88 to resist movement of the stator disks 75, 76 about axis A and / or central axis C. The key teeth 84 may be integrally formed with the outer surface 86 of the torque tube, or may be separate from and mechanically attached to the outer surface 86 of the torque tube.

[0078] Extension section 107 can be configured to engage backplate 104 ( Figure 4 , Figure 5 , Figure 7 This ensures that when the actuator 82 compresses the disk stack 58, the back plate 104 remains substantially stationary relative to the extension section 107. In some examples, the extension section 107 may include a flange 117. Figures 4 to 6 The flange 117 is configured to engage the backplate 104 and resist movement of the backplate 104 when the actuator 82 compresses the disk stack 58. The flange 117 may be configured to extend in a direction away from the central axis C and / or axis A. In some examples, the extension segment 107 is configured such that the extended inner surface 114 expands outward to form a substantially continuous (e.g., uninterrupted) surface with the flange 117. The flange 117 may extend at least partially around the central axis C and / or axis A.

[0079] In some examples, the torque tube 52 is an integral component comprising both the extension section 107 and the insertion section 106 as a single, unified piece. In other examples, the insertion section 106 and the extension section 107 are separate components attached to each other or to the torque tube 52 using suitable techniques (such as, but not limited to, pins, bolts, nuts, adhesives, engineered fits, fusion, friction or welding). The connection between the extension section 107 and the insertion section 106 may be substantially permanent, or alternatively, may be configured to allow the extension section 107 to be separated from the insertion section 106, such that the extension section 107 and / or the insertion section 106 remain substantially usable after separation.

[0080] As discussed, actuator 82 ( Figure 5 and Figure 6 The actuator 82 resides within the internal volume 96. The internal volume 96 is defined by the inner surface 98 of the torque tube 52 (“torque tube inner surface 98”). The actuator 82 is configured to counter the disk stack 58 ( Figure 4 , Figure 6 and Figure 7 Applying force to the disk stack 58 compresses it (e.g., compresses the air gap G). Figure 7 (essentially eliminated). The actuator 82 is configured to apply force on the disc stack 58 substantially parallel to the central axis C (and / or substantially parallel to the axis A when the auxiliary braking system 50 is positioned on the wheel 10).

[0081] Actuator 82 is mechanically connected to torque tube 52 (e.g., connected to insertion section 106) such that torque tube 52 restricts movement of at least a portion of actuator 82 relative to torque tube 52. For example, actuator body 118 of actuator 82 may be mechanically connected to torque tube 52 (e.g., connected to insertion section 106) such that actuator body 118 is substantially stationary relative to torque tube 52. Actuator 82 may include piston 120 configured to extend from actuator body 118, which actuator 82 allows piston 120 to move relative to actuator body 118 and torque tube 52. Actuator 82 may be configured within internal volume 96 such that piston 120 applies force to disc stack 58 as piston 120 extends from actuator body 118. For example, piston 120 may be configured to exert force on pressure plate 102 ( Figure 4 , Figure 6 One or more pressure arms 122 of the actuator 82 apply force. Therefore, the actuator 82 can be configured to translate the pressure plate 102 relative to the torque tube 52 to apply force between the pressure plate 102 and the back plate 104. Figure 4 , Figure 6 and Figure 7 58. The compression disks are stacked between each other.

[0082] The pressure arm 122 is configured such that when the actuator 82 applies force substantially parallel to the central axis C and / or axis A, the pressure arm 122 transmits force to the disk stack 58 (e.g., via the pressure plate 102). The pressure arm 122 may be mechanically connected to the piston 120 and / or the pressure plate 102. In the example, the actuator 82 is positioned within the internal volume 96 of the torque tube 52, and the disk stack 58 at least partially surrounds the outer surface 86 of the torque tube, and the pressure arm 122 is configured to transmit force from the actuator 82 to the disk stack 58. The pressure arm 122 may be configured to extend radially from the actuator 82 (e.g., away from the central axis C and / or axis A) and through a channel 121 defined by the torque tube 52, wherein the channel 121 is configured to provide passage through the torque tube 52 between the inner surface 98 and the outer surface 86 of the torque tube.

[0083] Actuator 82 can utilize any power source to achieve compression of the disk stack 58. In this example, actuator 82 includes an electric motor configured to respond to a control circuit 60 ( Figure 3 The actuator 82 receives communications and applies force to the disk stack 58 (e.g., via pressure arm 122). In some examples, the actuator 82 includes a harmonic driver configured to convert the rotation of the electric motor (e.g., rotation about axis C) into lateral translation of the piston 120 (e.g., translation substantially parallel to axis C). However, in other examples, the actuator 82 may be configured to drive the piston 120 in any way (including other types of transmissions within the actuator 82, piston cylinders configured to receive pressurized fluid (e.g., hydraulic, pneumatic, etc.) or other methods).

[0084] As discussed, housing 54 ( Figure 5 and Figure 6 The housing 54 is configured to be rotatably coupled to the wheel 10, such that the housing 54 rotates substantially synchronously with the wheel 10 about axis A. The housing 54 is configured to receive torque (e.g., torque Wh) from the wheel 10. Figure 4 and Figure 6 The torque is transmitted in part to rotor disks 79 to 81, thereby causing rotation of rotor disks 79 to 81 about central axis C and / or axis A. Housing 54 is configured to rotate about at least a portion of torque tube 52 such that while torque tube 52 keeps stator disks 75, 76 substantially stationary relative to housing 54 and rotor disks 79 to 81, housing 54 can drive rotation of rotor disks 79 to 81. Housing 54 is configured to apply rotation to rotor disks 79 to 81 while allowing rotor disks 79 to 81 to translate axially in a direction substantially parallel to central axis C and / or axis A.

[0085] The housing 54 is further configured to receive a relative torque from the rotor disks 79 to 81. For example, when the rotor disks 79 to 81 rotate relative to the stator disks 75, 76 and the actuator 82 compresses the disk stack 58, the rotor disks 79 to 81 engage the stator disks 75, 76 and generate a shear force to reduce the kinetic energy and rotational speed of the rotor disks 79 to 81. The housing 54 is configured such that the reduced rotational speed of the rotor disks 79 to 81 applies a relative torque (e.g., torque relative to torque Wh) to the housing 54. Figure 4 , Figure 6 When housing 54 is positioned on wheel 10, housing 54 is configured to transmit the relative torque to wheel 10, thereby reducing the rotation of wheel 10.

[0086] The housing 54 is configured to at least partially surround a portion of the torque tube 52. In this example, the housing 54 at least partially surrounds the extension section 107. Figures 4 to 6 This allows the housing 54 to reside outside the axial assembly 28. This allows the disk stack 58 to be positioned outside the spatial constraints of the axial assembly 28, enabling access to the disk stack 58, for example, by removing the housing 54, without also removing the torque tube 52 from the axial assembly 28. Furthermore, positioning the housing 54 outside the axial assembly 28 eliminates the constraint of the sleeve volume 36 on the dimensions of the disk stack 58, thereby allowing, for example, larger friction surfaces for the stator disks 75, 76 and rotor disks 79 to 81.

[0087] The housing 54 includes an inner housing surface 92 configured to substantially face the central axis C and / or axis A, and an outer surface 124 (“outer housing surface 124”) on a side of the housing 54 substantially opposite to the inner housing surface 92. The inner housing surface 92 and / or the outer housing surface 124 may be configured to at least partially surround a portion of the disk stack 58 and the torque tube 52 (e.g., an extension segment 107). The inner housing surface 92 may be mechanically connected to one or more drive keys 90 (…). Figure 4 (as shown in Figure 6), the one or more drive keys are configured to transmit torque from housing 54 to rotor disks 79 to 81 (e.g., to transmit a portion of torque Wh). Drive keys 90 are configured to extend over inner surface 92 and are configured to remain substantially stationary relative to each other and inner surface 92.

[0088] Drive key 90 is configured to engage the outer periphery of one or more rotor disks 79 to 81 (e.g., outer periphery 77). Figure 7This allows torque to be transmitted from housing 54 while permitting lateral translation of rotor disks 65 to 67 relative to stator disks 75, 76. For example, drive keys 90 may each be elongated members configured to extend through drive keyways on the outer periphery of rotor disks 79 to 81 (e.g., drive keyways 94 through the outer periphery 77). Figure 4 and Figure 7 In some examples, one or more drive keys 90 extend in a direction substantially parallel to the central axis C (or axis A when the auxiliary braking system 50 is positioned on the wheel 10) and are configured to allow the drive keyway 94 (and rotor disk 79) to translate slidably in a direction substantially parallel to the central axis C and / or axis A. The drive key 90 may extend radially inward from the inner surface 92 of the housing (in the direction toward axis A and / or central axis C) such that a portion of the drive key 90 substantially faces a portion of the drive keyway 94 to transmit torque to the rotor disks 79 to 81. The drive key 90 may be integrally formed with the inner surface 92 of the housing, or may be separate from and mechanically attached to the inner surface 92 of the housing.

[0089] In some examples, spindle 126 ( Figure 4 The torque tube 52 is positioned within a sleeve volume 36 between a portion of the torque tube 52 and the axial assembly 28. For example, the axial assembly 28 may include a mandrel 126 and an axial sleeve 127. The axial sleeve 127 may at least partially surround the mandrel 126. The mandrel 126 may be configured to provide a transition between the torque tube 52 and the axial sleeve 127 such that when the mandrel 126 is relatively tightly fitted within the axial sleeve 127, that portion of the torque tube 52 is relatively tightly fitted within the mandrel 126. The inner surface 128 of the mandrel 126 (“mandrel inner surface 128”) may be configured to at least partially surround a portion of the torque tube 52 within the sleeve volume 36 (e.g., insertion section 106). For example, the mandrel inner surface 128 may engage (e.g., frictionally engage) a portion of the torque tube outer surface 86 (e.g., insertion outer surface 112). In this example, the mandrel inner surface 128 is configured to substantially conform to that portion of the torque tube outer surface 86. The outer surface 130 of the mandrel 126 (“mandrel outer surface 130”) may be configured such that the mandrel 126 is substantially inserted into the sleeve volume 36 between the torque tube 52 and the axial sleeve 127. For example, the mandrel outer surface 130 may be configured to engage (e.g., frictionally engage) a portion of the sleeve inner surface 34. In this example, the mandrel outer surface 130 is configured to substantially conform to that portion of the sleeve inner surface 34.

[0090] As discussed, control circuit 60 ( Figure 3 ) is configured to be from interface 68 ( Figure 3The control circuit 60 receives a braking signal and causes the auxiliary braking system 50 to compress the disc stack 58 to reduce and / or eliminate the rotation of the wheel 10. In some examples, the control circuit 60 may be configured to receive a braking signal and, based on the braking signal, actuate the auxiliary braking system 50 (e.g., compress the disc stack 58) or actuate the main braking system (e.g., cause the main braking system 40 to compress the main disc stack 42). The braking signal may include signal characteristics indicating the desired braking force or type of braking event (e.g., relatively high-energy braking events, such as landing and / or emergency stop, or relatively low-energy braking events, such as braking during skidding or parking).

[0091] In some examples, interface 68 may be configured to initiate a braking signal in response to an operator's action. Interface 68 may be configured to distinguish input actions, such that a first braking signal is sent for a first input action, a second braking signal is sent for a second input action, and so on. For example, interface 68 may include a force sensor configured to detect the amount of force applied to the brake pedal by the user, or a displacement sensor configured to detect the amount of displacement of the brake pedal. The amount of force or displacement may correspond to different braking events. Control circuitry 60 may be configured to actuate the main braking system 40 in response to a first braking signal and actuate the auxiliary braking system 50 in response to a second signal. In some examples, control circuitry 60 may be configured to prevent both the auxiliary braking system 50 and the main braking system 40 from actuating in the absence of a braking signal or in the presence of a third signal (e.g., a signal different from the first and second signals). In some examples, control circuitry 60 may be configured to actuate both the auxiliary braking system 50 and the main braking system 40 in response to a fourth signal (e.g., a signal different from the first, second, and third signals). The control circuit 60 can be configured to receive braking signals from the interface 68 via, for example, a communication link 62.

[0092] For example, such as Figure 3As shown, in some examples, interface 68 includes a foot switch attached to wheel 10 within the vehicle, the foot switch including components (e.g., a force sensor) that communicate with control circuitry 60 via communication link 62. The foot switch may include sensing circuitry configured to generate a first signal at position P1, and control circuitry 60 is configured to actuate main braking system 40 in response to receiving the first signal. The sensing circuitry of the foot switch may also be configured to generate a second signal at brake pedal position P2, and control circuitry 60 is configured to actuate auxiliary braking system 50 in response to receiving the second signal. The sensing circuitry of the foot switch may be configured to substantially not provide a signal or to provide a third signal at position P3, such that when the foot switch is at position P3, control circuitry 60 avoids actuating auxiliary braking system 50 or main braking system 40. Other interfaces may be used in other examples, as discussed below.

[0093] The housing 54, torque tube 52, key teeth 84, and / or drive key 90, as well as other components described herein, may be made of any suitable material. For example, the material may be any material that has suitable strength for the intended use of the housing 54, torque tube 52, key teeth 84, and / or drive key 90. In some examples, the material includes metals or metal alloys. For example, the material may include a nickel alloy or a steel alloy. As an example, the material may include stainless steel.

[0094] The housing 54, torque tube 52, key teeth 84, drive key 90, and other structures described herein can be formed using any suitable technique. In some examples, the housing 54, torque tube 52, key teeth 84, and / or drive key 90 may be produced by forging, casting, manufacturing, additive manufacturing (e.g., 3D printing), extrusion, stretching, or using other suitable methods. In some examples, the housing 54, torque tube 52, key teeth 84, and / or drive key 90 may be machined to define the configuration described herein. In other examples, the housing 54, torque tube 52, key teeth 84, and / or drive key 90 may be formed without substantially machining.

[0095] In some examples, wheel 10 may be finished from near-net-shaped forged aluminum and includes axial components and / or wheel rims for assembling auxiliary braking system 50 onto wheel 10. In other examples, wheel 10 may be manufactured in a different manner. In still other examples, wheel 10 may be obtained rather than manufactured. Wheel 10 may be made of any suitable material. In some examples, wheel 10 includes metals or metal alloys. For example, wheel 10 may include aluminum, nickel alloys, steel alloys (e.g., stainless steel), titanium, carbon composites, or magnesium.

[0096] Control circuitry 60 may include a processor, memory, and input / output (I / O) peripherals. In examples, control circuitry 60 may include any one or more of the following: a microcontroller (MCU) (e.g., a computer on a single integrated circuit containing a processor core, memory, and programmable I / O peripherals), a microprocessor (μP) (e.g., a central processing unit (CPU) on a single integrated circuit (IC)), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a system-on-a-chip (SoC), or equivalent discrete or integrated logic circuitry. Control circuitry 60 may include integrated circuits, i.e., integrated control circuitry, and integrated control circuitry may be implemented as fixed hardware processing circuitry, programmable processing circuitry, and / or a combination of both. Memory may include any volatile or non-volatile medium, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), electrically erasable programmable ROM (EEPROM), flash memory, etc. Furthermore, in some examples, memory or another memory may also store executable instructions for causing one or more controllers described herein to perform actions belonging to them.

[0097] User interface 68 may have any suitable configuration. For example, in addition to or instead of a foot switch, user interface 85 may include buttons or a keypad, a speaker configured to receive voice commands from a user, or a display (such as a liquid crystal (LCD), light-emitting diode (LED), or organic light-emitting diode (OLED)). In some examples, user interface 68 may include a touchscreen. User interface 85 is configured to receive user input (e.g., in the form of placing a foot switch in a specific position and / or pressing one or more buttons on a keypad or via a touchscreen), which may be user input selecting a desired braking system to actuate. In some examples, user interface 68 is also configured to display information, such as one or more indications providing information about the actuation of auxiliary braking system 50 or main braking system 40.

[0098] Communication links 62, 64, and 66 may be hardwired and / or wireless communication links. In some examples, communication links 62, 64, and 66 may include a portion of control circuitry 60. In some examples, communication links 62, 64, and 66 include wired connections, wireless internet connections, direct wireless connections (such as wireless LAN), and Bluetooth. TM Wi-Fi TM And / or infrared connection. Communication links 62, 64, and 66 can utilize any wireless or remote communication protocol.

[0099] The brake discs described herein, including the stator discs 75, 76 and rotor discs 79 to 81 of the auxiliary braking system 50 and the brake discs of the main braking system 40, can be made of any suitable material. In some examples, the brake discs described herein can be made of metal or metal alloys (such as steel alloys). In some examples, the brake discs can be made of carbon-carbon composite materials. In some examples, the brake discs can be made of carbon-carbon composite materials with high thermal stability, high wear resistance, and / or stable frictional properties. The brake discs may include carbon materials having multiple carbon fibers and dense material. The carbon fibers may be composed of carbon or carbon precursor materials such as polyacrylonitrile (PAN) or rayon, which can be converted into carbon through a carbonization process. The carbon fibers may be arranged as a single layer or multiple layers in woven or nonwoven fabrics.

[0100] Figure 8 This is a flowchart illustrating an exemplary technique for assembling an auxiliary braking system to a wheel. Although the technique is described with reference to the specific exemplary auxiliary braking system 50 and wheel 10 described herein, it can be used with other exemplary components described herein. The technique includes coupling stator discs 75, 76 to torque tube 52 (802). For example, stator discs 75, 76 may be coupled to torque tube 52 using key teeth 84 attached to torque tube 52. The technique may include engaging key teeth 84 and an inner periphery 89 of stator discs 75, 76 (such as the inner periphery 89 of stator disc 75). Engaging key teeth 84 and inner periphery 89 may include extending key teeth 84 through key tooth slots 88 on the inner periphery 89. In the example, the technique includes coupling stator discs 75, 76 to torque tube 52 by slidably translating stator discs 75, 76 over torque tube 52.

[0101] The torque tube 52 may include an insertion section 106 and an extension section 107. This technique may include coupling stator discs 75, 76 to the extension section 107. This technique may include using fasteners such as pins 51, 53 to connect the insertion section 106 to the wheel 10. In some examples, this technique includes inserting the insertion section 106 into the axial assembly 28 of the wheel 10. This technique may include inserting the insertion section 106 into a spindle 126 within the axial assembly 28.

[0102] Figure 8The technique also includes coupling (804) the rotor disks 79 to 81 to a housing 54 configured to rotate about the wheel axle A of the wheel 10. In the example, the rotor disks 79 to 81 are configured to rotate about the wheel axle A. The rotor disks 79 to 81 can be coupled to the housing 54 using a drive key 90 attached to the housing 54. The technique may include engaging the drive key 90 and the outer periphery of the rotor disks 79 to 81 (such as the outer periphery 77 of the rotor disk 79). Engaging the drive key 90 and the outer periphery 77 may include extending the drive key 90 through the outer periphery 77.

[0103] In the example, the technique includes interleaving stator disks 75, 76 and rotor disks 79 to 81. For example, the technique may include alternately surrounding a portion of torque tube 52 (e.g., extension section 107) with the inner periphery of stator disks 75, 76 (e.g., inner periphery 89) and then surrounding that portion of torque tube 52 with the inner periphery of rotor disks 79 to 81 (e.g., inner periphery 83). The technique may include positioning one of the stator disks 75, 76 or rotor disks 79 to 81 adjacent to a pressure plate 102 mechanically connected to actuator 82 before interleaving the stator disks 75, 76 and rotor disks 79 to 81, and then positioning a back plate 104 such that the interleaved stator disks 75, 76 and rotor disks 79 to 81 are between pressure plate 102 and back plate 104. In some examples, the technique includes positioning one or more stator disks 75, 76, or rotor disks 79 to 81 adjacent to a back plate 104 that mechanically communicates with torque tube 52 before staggering the stator disks 75, 76, or rotor disks 79 to 81, and then positioning a pressure plate 102 such that the staggered stator disks 75, 76, and rotor disks 79 to 81 are between the pressure plate 102 and the back plate 104. The technique may include mechanically connecting the pressure plate 102 and the actuator 82. The technique may include coupling the rotor disks 79 to 81 to the housing 54 by slidably translating the housing 54 over the staggered stator disks 75, 76, and rotor disks 79 to 81.

[0104] Figure 8 The technology also includes, for example, connecting the actuator 82 to the power source 79 via a power line 71 (806). In some examples, the technology includes extending the power line 71 through the axial assembly 28. In some examples, the power source 70 is a power source, and the power line 71 is configured to provide power to the auxiliary braking system 50. In some examples, the power line 71 is a conduit configured to deliver pressurized fluid, such as a hydraulic or pneumatic conduit, and the power source 70 is configured to deliver pressurized fluid.

[0105] In some examples, Figure 8The technique may include rotatably connecting housing 54 to wheel 10. For example, housing 54 may be connected to the outer section 23 of wheel rim 12 using one or more fasteners such as pins 55, 56. The technique may include connecting torque tube 52 to axial assembly 28 of wheel 10. Torque tube 52 may be connected to axial assembly 28 using one or more fasteners such as pins 51, 53. In an example, the technique includes attaching auxiliary braking system 50 to outer section 23 of wheel 10 when main braking system 40 is positioned on inner section 22 of wheel 10.

[0106] Although the technical description refers to the operation performed by the operator Figure 8 However, in some examples, Figure 8 All or part of the technology shown can be performed automatically by a machine.

[0107] Various examples have been described. These and other embodiments are within the scope of the following claims.

Claims

1. A braking system for a wheel, the braking system comprising: The main braking system includes a stack of main discs; Auxiliary braking system, the auxiliary braking system comprising: A torque tube that defines the wheel axle; A housing configured to rotate about the wheel axis; Disk stack, the disk stack comprising: Multiple rotor disks, the multiple rotor disks being rotatably connected to the housing; Multiple stator disks, the multiple stator disks being connected to the torque tube and interleaved with the multiple rotor disks; and An actuator, located within the torque tube and configured to compress the disk stack; and Control circuit, the control circuit being configured to receive braking signals, The control circuit is configured to selectively cause the actuator to compress the disc stack and / or cause the main braking system to compress the main disc stack based on the braking signal.

2. The braking system according to claim 1, wherein, The housing is configured to rotate relative to the torque tube.

3. The braking system according to claim 1 or claim 2, wherein, One or more of the plurality of rotor disks and one or more of the plurality of stator disks are configured to translate in a direction substantially parallel to the wheel axis.

4. The braking system according to claim 1 or claim 2, wherein, The actuator is configured to apply a force to the disc stack in a direction substantially parallel to the wheel axis when the actuator compresses the disc stack.

5. The braking system according to claim 1 or claim 2, wherein, The actuator includes an electric motor configured to compress the stack of disks.

6. The braking system according to claim 1 or claim 2, wherein, The torque tube is configured to be coupled to an axial assembly surrounding the wheel axis, and wherein the housing is configured to be rotatably coupled to a wheel rim configured to rotate about the axial assembly.

7. The braking system according to claim 1 or claim 2, further comprising the wheel, wherein, The wheel is configured to rotate about the wheel axis.

8. The braking system according to claim 1 or claim 2, wherein, The braking signal indicates the required braking force or type of braking event, and the control circuit is configured to determine, based on the braking signal, which of the auxiliary braking system or the main braking system to activate.

9. The braking system according to claim 1 or claim 2, wherein, The braking signal varies based on input from the user via a foot switch, and the control circuit is configured to determine, based on the braking signal, whether to activate the auxiliary braking system or the main braking system.

10. A method for using a braking system according to any one of claims 1 to 9, the method comprising: Based on the braking signal, the actuator is selectively caused to compress the disc stack and / or the main braking system is caused to compress the main disc stack.

Images