An electro-hydraulic wheel brake system with dual electrical redundancy

Abstract

This invention belongs to the field of aircraft electromechanical control technology and discloses an electrically redundant electro-hydraulic wheel braking system, including a left brake reservoir, a right brake reservoir, a left electro-hydraulic brake combination valve, a right electro-hydraulic 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 reservoir is connected to the left wheel brake device through the left electro-hydraulic brake combination valve, and the right brake reservoir is connected to the right wheel brake device through the right electro-hydraulic brake combination valve. Both the left and right electro-hydraulic brake combination valves are combinations of motor-driven piston structures and solenoid valves. Both valves are connected to the flight control computer via signal lines and are controlled by the computer. The left and right wheel speed sensors monitor the rotational speeds of the left and right wheels, respectively. The control box switches the control relationships of the right and left electro-hydraulic brake combination valves on the left and right wheel brake devices, respectively. This invention enables power transmission via electrical control and employs pressure closed-loop control, resulting in high precision. It also boasts advantages such as high integration, small size, and convenient installation and maintenance. The electrical system features a dual-redundancy design, with redundancy switching achieved through independent equipment, ensuring the reliability of the braking system, enabling synchronous anti-skid operation, and guaranteeing safe aircraft operation.

Description

Technical Field

[0001] This invention belongs to the field of aircraft electromechanical control technology, and relates to an aircraft braking system, specifically an electro-hydraulic wheel braking system with electrical redundancy. Background Technology

[0002] The braking system is a crucial component of an aircraft's takeoff and landing system, playing a vital role during these phases. Historically, aircraft braking systems have generally been hydraulic, supplemented by an emergency nitrogen braking system as a backup. However, this system integrates numerous independent components and requires both a hydraulic oil supply system and an emergency nitrogen system for pressurization. This leads to insurmountable problems such as oil contamination, oil leakage, significant structural constraints on the aircraft, large size and weight, and poor maintainability.

[0003] In recent years, with the development of aircraft towards miniaturization and power fly-by-wire, new requirements have been put forward for braking systems. However, the wheel braking system of general fly-by-wire mechanism has a high failure rate and low reliability. Other braking structures such as air and hydraulic brakes are generally used as redundancy. However, this design still retains some of the disadvantages of hydraulic brakes and pneumatic brakes, and its power fly-by-wire efficiency is low. Summary of the Invention

[0004] To address the aforementioned problems, this invention provides an electro-hydraulic wheel brake system with dual electrical redundancy. This system enables power transmission via electricity and employs closed-loop pressure control, resulting in high precision. It also boasts advantages such as high integration, small size, and convenient installation and maintenance. The dual-redundancy design of the electrical components, achieved through independent equipment for redundancy switching, ensures the reliability of the braking system, enables synchronous anti-skid operation, and guarantees the safe operation of the aircraft.

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

[0006] An electro-hydraulic wheel braking system with dual electrical redundancy includes a left brake reservoir, a right brake reservoir, a left electro-hydraulic brake combination valve, a right electro-hydraulic 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 reservoir is connected to the left wheel brake device via the left electro-hydraulic brake combination valve, and the right brake reservoir is connected to the right wheel brake device via the right electro-hydraulic brake combination valve. Both the left and right electro-hydraulic brake combination valves are combinations of motor-driven piston structures and solenoid valves. Both valves are connected to the flight control computer via signal lines and are controlled by the computer. The left and right wheel speed sensors monitor the rotational speeds of the left and right wheels, respectively. The control box switches the control relationships of the right and left electro-hydraulic brake combination valves on the left and right wheel brake devices, respectively.

[0007] Furthermore, the left brake fluid reservoir is connected to the left electronic brake combination valve via a hydraulic line, supplying hydraulic fluid to the left electronic brake combination valve. The left brake fluid reservoir is installed at the highest point of the wheel brake system on the aircraft. The right brake fluid reservoir is connected to the right electronic brake combination valve via a hydraulic line, supplying hydraulic fluid to the right electronic brake combination valve. The right brake fluid reservoir is also installed at the highest point of the wheel brake system on the aircraft.

[0008] Furthermore, the left electronic brake combination valve includes a left electronic brake valve, a left normally open solenoid valve, and a left brake pressure sensor. The left electronic brake combination valve communicates with the flight control computer via a communication line, receives brake commands issued by the flight control computer, and simultaneously uploads self-test information of the left electronic brake combination valve and brake pressure of the left wheel brake device. The left electronic brake combination valve is interconnected with the control box responsible for redundancy switching via a hard wire, and outputs a brake fault signal of the left electronic brake combination valve to the control box responsible for redundancy switching for redundancy switching.

[0009] The right electronic brake combination valve includes a right electronic brake valve, a right normally open solenoid valve, and a right brake pressure sensor. The right electronic brake combination valve communicates with the flight control computer via a communication line, receives brake commands issued by the flight control computer, and simultaneously uploads self-test information of the right electronic brake combination valve and the brake pressure of the left wheel brake device. The right electronic brake combination valve is also interconnected with the control box responsible for redundancy switching via a hard wire, and outputs a brake fault signal of the right electronic brake combination valve to the control box responsible for redundancy switching for redundancy switching purposes.

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

[0011] Furthermore, a right normally closed solenoid valve is also provided between the left and right electronic brake combination valves; the left electronic brake combination valve is connected to the right normally closed solenoid valve through a hydraulic line to provide pressure to the wheel brake device on the faulty side when either the left or right electronic brake combination valve fails; the left electronic brake combination valve is interconnected with the left and right wheel speed sensors through a hard wire, and while supplying power to the left wheel speed sensor, it collects the left and right wheel speed signals output by the left and right wheel speed sensors; the right electronic brake combination valve is interconnected with the left and right wheel speed sensors through a hard wire, and while supplying power to the right wheel speed sensor, it collects the left and right wheel speed signals output by the left and right wheel speed sensors.

[0012] Furthermore, the left brake pressure sensor integrated in the left electronic brake combination valve is interconnected with the control box responsible for redundancy switching via a hardwired connection. The left brake pressure sensor is configured with dual redundancy, with each redundancy having its own independent power supply and independent brake pressure signal output. One redundancy is powered by the left electronic brake combination valve and its brake pressure signal is collected for pressure closed-loop control, while the other redundancy is powered by the control box responsible for redundancy switching and its brake pressure signal is collected for redundancy conversion. Similarly, the right brake pressure sensor integrated in the right electronic brake combination valve is interconnected with the control box responsible for redundancy switching via a hardwired connection. The right brake pressure sensor is configured with dual redundancy, with each redundancy having its own independent power supply and independent brake pressure signal output. One redundancy is powered by the right electronic brake combination valve and its brake pressure signal is collected for pressure closed-loop control, while the other redundancy is powered by the control box responsible for redundancy switching and its brake pressure signal is collected for redundancy conversion.

[0013] Furthermore, both the left and right wheel brakes are disc brakes operated by hydraulic piston cylinders.

[0014] Furthermore, the control box responsible for redundancy switching performs different functions depending on the aircraft conditions. It does not participate in wheel brake control but acts as a third-party device, taking into account the redundancy switching of the electro-hydraulic wheel brake system. The control box responsible for redundancy switching is interconnected with the left and right electro-hydraulic brake combination valves via hardwire, collects the brake fault signals output by the two electro-hydraulic brake combination valves, supplies power to one of the two redundancy brake pressure sensors and collects the brake release pressure signal of the power supply redundancy. The control box responsible for redundancy switching receives brake command signals from the flight control computer via a communication line.

[0015] Furthermore, under normal circumstances, the left electronically controlled brake combination valve is responsible for braking the left wheel brake, and the right electronically controlled brake combination valve is responsible for braking the right wheel brake. Based on the brake commands received from the flight control computer and the brake pressure signals collected from the corresponding side brake pressure sensors, the two electronically controlled brake combination valves drive the internal motors to rotate, achieving closed-loop pressure control. Pressure is supplied to the corresponding wheel brakes through hydraulic lines, thus braking the corresponding wheels. The two electronically controlled brake combination valves also collect wheel speed signals from the corresponding side wheel speed sensors in real time, calculate the anti-slip amount of that side wheel based on wheel speed changes, and compare it with the anti-slip amount of the other side wheel transmitted via a communication line from the other electronically controlled brake combination valve. The larger anti-slip amount is used for anti-slip control, thereby achieving synchronous anti-slip control of the left and right wheels.

[0016] Furthermore, when either side's electronically controlled brake combination valve detects a fault affecting its braking function through self-testing, it outputs a brake fault signal to the control box responsible for redundancy switching via a hard wire. The control box responsible for redundancy switching outputs a drive signal to the normally open solenoid valve on the faulty side, switching the oil circuit and closing the pressure output of the electronically controlled brake combination valve on the faulty side. The control box responsible for redundancy switching also outputs a drive signal to the normally closed solenoid valve on the right, switching the oil circuit and connecting the oil circuit of the electronically controlled brake combination valve on the normal side to the wheel brake device on the faulty side. The electronically controlled brake combination valve on the normal side then brakes both 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 even when only one electronically controlled brake combination valve is working.

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

[0018] 1. Electrical redundancy

[0019] The left and right electronically controlled brake combination valves are redundant and completely isolated from each other. If either valve fails, braking and deceleration can be achieved by switching between the normally open and normally closed solenoid valves. The brake pressure sensors integrated in both valves are dual-redundant. One redundancy is used for closed-loop pressure control of the electronic brake valves, while the other redundancy is powered by the control box responsible for redundancy switching and acquires pressure signals for this purpose.

[0020] 3. Redundancy switching is achieved by equipment outside the braking system, with multiple switching strategies, ensuring reliability and simplicity.

[0021] On one hand, the left and right electronically controlled brake combination valves, through their respective self-tests, output discrete brake fault signals to the control box responsible for redundancy switching. The redundancy switching control box outputs a control signal to the normally open solenoid valve on the faulty side of the electronically controlled brake combination valve, driving the normally open solenoid valve to close and cutting off the pressure output of the faulty side's electronically controlled brake combination valve. At the same time, it outputs a control signal to the normally closed solenoid valve on the right electronically controlled brake combination valve, driving the normally closed solenoid valve to open and connecting the normal electronically controlled brake combination valve to provide pressure output to both wheels, thereby achieving wheel braking and deceleration.

[0022] On the other hand, the control box responsible for redundancy switching receives brake control commands from the flight control computer and independently acquires brake pressure signals from the left and right electronic brake combination valves. When the brake pressure on either wheel deviates from the brake command by more than 2 MPa for more than 1 second, the control box responsible for redundancy switching outputs a control signal to the normally open solenoid valve on the faulty side's electronic brake combination valve, driving the normally open solenoid valve to close and cutting off the pressure output of the faulty side's electronic brake combination valve. Simultaneously, it outputs a control signal to the normally closed solenoid valve on the right electronic brake combination valve, driving the normally closed solenoid valve to open and connecting the normal electronic brake combination valve to the pressure output of both wheels, thus achieving wheel braking and deceleration. Both the left and right electronic brake combination valves acquire the speed of the left and right wheels, enabling anti-skid braking even when only one electronic brake combination valve is operating.

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

[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. This invention sets up an RS422 bus between the left and right electronically controlled brake combination valves. The communication cycle is consistent with the control cycle of the electronically controlled brake combination valve processor. When one wheel enters anti-slip mode, the anti-slip amount can be sent to the other electronically controlled brake combination valve through the RS422 bus to achieve synchronous anti-slip of the two wheels.

[0025] 5. High degree of integration

[0026] The left electronic brake combination valve integrates a normally open solenoid valve and a dual-redundant brake pressure sensor, while the right electronic brake combination valve integrates a normally open solenoid valve, a normally closed solenoid valve, and a dual-redundant brake pressure sensor, reducing piping connections on the machine and improving the system's integration level.

[0027] 6. Facilitates on-machine installation and layout

[0028] To prevent cavities from forming in the wheel brake system piping, a left brake fluid cup and a right brake fluid cup are configured. Installing the left and right brake fluid cups at the highest position in the wheel brake system removes the restriction that the left and right electric brake combination valves must be installed at the highest position, making it easier to install and arrange the left and right electric brake combination valves on the machine.

[0029] Meanwhile, it is equipped with a left main landing gear rotary joint and a right main landing gear rotary joint, which can prevent the brake lines from bending during the landing gear retraction and extension, and facilitate the installation and arrangement of the wheel brake system on the aircraft.

[0030] 7. Good maintainability

[0031] The hydraulic oil in the left and right brake fluid reservoirs circulates only 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. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of an electro-hydraulic impeller brake system with electrical dual redundancy according to the present invention;

[0033] Among them, 1—left brake fluid cup, 2—right brake fluid cup, 3—left electric brake combination valve, 4—right electric brake combination valve, 5—left main start rotary joint, 6—right main start 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 responsible for redundancy switching.

[0034] 3.1—Left electronic brake valve, 3.2—Left normally open solenoid valve, 3.3—Left brake pressure sensor, 4.1—Right electronic brake valve, 4.2—Right normally open solenoid valve, 4.3—Right brake pressure sensor, 4.4—Right normally closed solenoid valve. Detailed Implementation

[0035] This section describes embodiments of the present invention, used to explain and illustrate the technical solutions of the present invention. Unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0036] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating directions or positional relationships, are based on the orientation or positional relationships in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or case referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include more than one of those features. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0037] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integrated connections; they can refer to mechanical connections or point connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0038] Example 1:

[0039] An electro-hydraulic wheel braking system with dual electrical redundancy includes a left brake reservoir 1, a right brake reservoir 2, a left electro-hydraulic brake combination valve 3, a right electro-hydraulic 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 reservoir 1 is connected to the left wheel brake device 7 via the left electro-hydraulic brake combination valve 3, and the right brake reservoir 2 is connected to the right wheel brake device 8 via the right electro-hydraulic brake combination valve 4. Both the left and right electro-hydraulic brake combination valves 3 and 4 are combinations of motor-driven piston structures and solenoid valves. Both valves 3 and 4 are connected to the flight control computer via signal lines and are controlled by the flight control computer. The left wheel speed sensor 9 and the right wheel speed sensor 10 monitor the rotational speeds of the left and right wheels of the aircraft, respectively. The control box 11 switches the control relationships between the right and left electro-hydraulic brake combination valves 4 and 3 on the left and right wheel brake devices 7 and 8, respectively.

[0040] Furthermore, the left brake fluid cup 1 is connected to the left electronic brake combination valve 3 via a hydraulic line, supplying hydraulic fluid to the left electronic brake combination valve 3. The left brake fluid cup 1 is installed at the highest point of the wheel brake system on the machine. The right brake fluid cup 2 is connected to the right electronic brake combination valve 4 via a hydraulic line, supplying hydraulic fluid to the right electronic brake combination valve 4. The right brake fluid cup 2 is installed at the highest point of the wheel brake system on the machine.

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

[0042] The right electronic brake combination valve 4 includes a right electronic brake valve 4.1, a right normally open solenoid valve 4.2, and a right brake pressure sensor 4.3. The left electronic brake combination valve 3 communicates with the flight control computer via a communication line, receives brake commands issued by the flight control computer, and simultaneously uploads the self-test information of the right electronic brake combination valve 4 and the brake pressure of the left wheel brake device 7. The right electronic brake combination valve 4 is interconnected with the control box 11, which is responsible for redundancy switching, via a hard wire, and outputs a brake fault signal of the right electronic brake combination valve 4 to the control box 11, which is responsible for 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 via a communication line, and receives braking commands and self-test information, braking pressure and anti-skid amount forwarded by the other party. At the same time, it forwards braking commands issued by the flight control computer, its own braking pressure, self-test information, braking pressure and anti-skid amount.

[0044] Furthermore, a right normally closed solenoid valve 4.4 is also provided between the left electronic brake combination valve 3 and the right electronic brake combination valve 4; the left electronic brake combination valve 3 is connected to the right normally closed solenoid valve 4.4 through a hydraulic line to provide pressure to the wheel brake device on the faulty side when either the left electronic brake combination valve 3 or the right electronic brake combination valve 4 fails; the left electronic 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, 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 electronic brake combination valve 4 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 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.

[0045] Furthermore, the left brake pressure sensor 3.3 integrated in the left electronic brake combination valve 3 is interconnected with the control box 11, which handles redundancy switching, via a hardwired connection. The left brake pressure sensor 3.3 is configured with dual redundancy, with each redundancy having its own independent power supply and independent brake pressure signal output. One redundancy is powered by the left electronic brake combination valve 3 and its brake pressure signal is collected for pressure closed-loop control, while the other redundancy is powered by the control box 11, which handles redundancy switching, and its brake pressure signal is collected for redundancy conversion. Similarly, the right brake pressure sensor 4.3 integrated in the right electronic brake combination valve 4 is interconnected with the control box 11, which handles redundancy switching, via a hardwired connection. The right brake pressure sensor 4.3 is configured with dual redundancy, with each redundancy having its own independent power supply and independent brake pressure signal output. One redundancy is powered by the right electronic brake combination valve 4 and its brake pressure signal is collected for pressure closed-loop control, while the other redundancy is powered by the control box 11, which handles redundancy switching, and its brake pressure signal is collected for redundancy conversion.

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

[0047] Furthermore, the control box 11, which performs redundancy switching, performs different functions depending on the aircraft condition. It does not participate in the wheel brake control and acts as a third-party device, taking into account the redundancy switching of the electro-hydraulic wheel brake system. The control box 11, which performs redundancy switching, is interconnected with the left electro-hydraulic brake combination valve 3 and the right electro-hydraulic brake combination valve 4 via hard wiring. It collects the brake fault signals output by the two electro-hydraulic brake combination valves, supplies power to one redundancy of the two dual-redundancy brake pressure sensors, and collects the release brake pressure signal of the power supply redundancy. The control box 11, which performs redundancy switching, receives brake command signals from the flight control computer via a communication line.

[0048] Furthermore, 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. Based on the brake commands received from the flight control computer and the brake pressure signals collected from the corresponding side brake pressure sensors, the two electronically controlled brake combination valves drive the internal motors to rotate, achieving closed-loop pressure control. Pressure is supplied to the corresponding side wheel brake devices through hydraulic lines, thus braking the corresponding side wheels. The two electronically controlled brake combination valves collect wheel speed signals from the corresponding side wheel speed sensors in real time, calculate the anti-slip amount of the wheel on that side based on wheel speed changes, and compare it with the anti-slip amount of the other side wheel sent by the other electronically controlled brake combination valve via a communication line. The larger anti-slip amount is used for anti-slip control, thereby achieving synchronous anti-slip control of the left and right wheels.

[0049] Furthermore, when either side's electronically controlled brake combination valve detects a fault affecting its braking function through self-testing, it outputs a brake fault signal to the control box 11 responsible for redundancy switching via a hard wire. The control box 11 responsible for redundancy switching outputs a drive signal to the normally open solenoid valve on the faulty side, switching the oil circuit and closing the pressure output of the electronically controlled brake combination valve on the faulty side. The control box 11 responsible for redundancy switching also outputs a drive signal to the normally closed solenoid valve 4.4 on the right, switching the oil circuit and connecting the oil circuit of the electronically controlled brake combination valve on the normal side to the wheel brake device on the faulty side. The electronically controlled brake combination valve on the normal side then brakes both 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 even when only one electronically controlled brake combination valve is working.

[0050] Example 2:

[0051] An electro-hydraulic wheel brake system with dual electrical redundancy includes a left brake reservoir 1, a right brake reservoir 2, a left electrically controlled brake combination valve 3, a right electrically controlled brake combination valve 4, a left main start rotary joint 5, a right main start 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 fluid reservoir 1 is connected to the left electronic brake combination valve 3 via a hydraulic line, supplying hydraulic fluid to the left electronic brake combination valve 3. The left brake fluid reservoir 1 is installed at the highest point of the wheel brake system on the machine to prevent cavities from appearing in the wheel brake system pipeline, and to remove the restriction that the left electronic brake combination valve 3 must be installed at the highest position, thus facilitating the installation and arrangement of the left electronic brake combination valve 3 on the machine.

[0053] The right brake fluid reservoir 2 is connected to the right electronic brake combination valve 4 via a hydraulic line, supplying hydraulic fluid to the right electronic brake combination valve 4. The right brake fluid reservoir 2 is installed at the highest point of the wheel brake system on the machine to prevent cavities from appearing in the wheel brake system pipeline, and to remove the restriction that the right electronic brake combination valve 4 must be installed at the highest position, thus facilitating the installation and arrangement of the right electronic brake combination valve 4 on the machine.

[0054] The left electronically controlled brake combination valve 3 integrates 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 full-duplex RS422 bus, receiving braking commands for the left and right wheels from the flight control computer, and simultaneously uploading its self-test information and the braking pressure of the left wheel brake device 7. The left electronically controlled brake combination valve 3 is also interconnected with the control box 11, which handles redundancy switching, via a hardwired connection, outputting a brake fault signal from the left electronically controlled brake combination valve 3 to the control box 11 for redundancy switching. The left electronically controlled brake combination valve 3 communicates with the right electronically controlled brake combination valve 4 via a full-duplex RS422 bus. It receives braking commands for the left and right wheels, self-test information from the right electronically controlled brake combination valve 4, braking pressure of the right wheel brake device 8, and anti-slip amount from the right wheel brake device 8. Simultaneously, it forwards braking commands for the left and right wheels, braking pressure of the left wheel brake device 7, self-test information from the left electronically controlled brake combination valve 3, and braking pressure and anti-slip amount from the left wheel brake device 7 issued by the flight control computer. The left electronically controlled brake combination valve 3 is connected to the right normally closed solenoid valve 4.4 on the right electronically controlled brake combination valve 4 via a hydraulic line, used to supply pressure to the wheel brake device on the faulty side in the event of a failure of either the left or right electronically controlled brake combination valve 3. The left electronic brake combination valve 3 is interconnected with the left wheel speed sensor 9 and the right wheel speed sensor 10 via a hard wire. While supplying power to the left wheel speed sensor 9, it also collects the left and right wheel speed signals output by the left wheel speed sensor 9 and the right wheel speed sensor 10. The left brake pressure sensor 3.3, integrated into the left electronic brake combination valve 3, is interconnected with the control box 11, which handles redundancy switching, via a hard wire. The left brake pressure sensor 3.3 has two redundancies, each powered independently and outputting its own brake pressure signal. One redundancy is powered by the left electronic brake combination valve 3, which collects its brake pressure signal for pressure closed-loop control. The other redundancy is powered by the control box 11, which handles redundancy switching, and its brake pressure signal is collected for redundancy conversion.

[0055] The right electronically controlled brake combination valve 4 integrates a right electronically controlled brake valve 4.1, a right normally open solenoid valve 4.2, a right brake pressure sensor 4.3, and a right normally closed solenoid valve 4.4. The right electronically controlled brake combination valve 4 communicates with the flight control computer via a full-duplex RS422 bus, receiving braking commands for the left and right wheels from the flight control computer, and simultaneously uploading its self-test information and the braking pressure of the right wheel brake device 8. The right electronically controlled brake combination valve 4 is also interconnected with the control box 11, which handles redundancy switching, via a hardwired connection, outputting a brake fault signal from the right electronically controlled brake combination valve 4 to the control box 11 for redundancy switching. The right electronically controlled brake combination valve 4 communicates with the left electronically controlled brake combination valve 3 via a full-duplex RS422 bus. It receives braking commands for the left and right wheels, self-test information from the left electronically controlled brake combination valve 3, braking pressure of the left wheel brake device 7, and anti-slip amount from the left wheel brake device 7. Simultaneously, it forwards braking commands for the left and right wheels, braking pressure of the right wheel brake device 8, self-test information from the right electronically controlled brake combination valve 4, and braking pressure and anti-slip amount from 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 via a hydraulic line, used to supply pressure to the wheel brake device on the faulty side in the event of a failure of either the left or right electronically controlled brake combination valve 4. The right electronic brake combination valve 4 is interconnected with the left wheel speed sensor 9 and the right wheel speed sensor 10 via a hard wire. While supplying power to the right wheel speed sensor 10, it also collects the left and right wheel speed signals output by the left and right wheel speed sensors 9 and 10. The right brake pressure sensor 4.3 integrated into the right electronic brake combination valve 4 is interconnected with the control box 11, which handles redundancy switching, via a hard wire. The right brake pressure sensor 4.3 has dual redundancy settings, with each redundancy having its own power supply and independent brake pressure signal output. One redundancy is powered by the right electronic brake combination valve 4, which collects its brake pressure signal for pressure closed-loop control. The other redundancy is powered by the control box 11, which handles redundancy switching, and its brake pressure signal is collected for redundancy conversion.

[0056] The left main landing gear rotary joint 5 is connected to the left electronic brake combination valve 3 and the left wheel brake device 7 via hydraulic lines. The right main landing gear rotary joint 6 is connected to the right electronic brake combination valve 4 and the right wheel brake device 8 via hydraulic lines. The left and right main landing gear rotary joints 5 and 6 are respectively installed at the left and right main landing gear shafts to prevent bending of the brake lines during landing gear retraction and extension, and to facilitate the installation and arrangement of the wheel brake system on the aircraft.

[0057] The left wheel brake device 7 and the right wheel brake device 8 are disc brake devices actuated by hydraulic piston cylinders. Compared with disc brake devices actuated by electric motors, they have the advantage of small size, which makes them easier to arrange and install on the aircraft. They are especially advantageous on aircraft with limited space in the landing gear bay.

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

[0059] The control box 11, which handles redundancy switching, can perform different functions depending on the aircraft's condition. It does not participate in wheel brake control but acts as a third-party device, handling redundancy switching for the electro-hydraulic wheel brake system. The control box 11 is hardwired to the left electro-hydraulic brake combination valve 3 and the right electro-hydraulic brake combination valve 4. It collects brake fault signals output by the electro-hydraulic brake combination valves, supplies power to one of the two redundancy brake pressure sensors, and collects the brake release pressure signal from that redundancy sensor. It receives left and right brake command signals from the flight control computer via an RS422 bus. The redundancy switching of the wheel brake system is achieved through these signals.

[0060] 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. Based on the brake commands received from the flight control computer and the brake pressure signals collected from the corresponding side's brake pressure sensors, the two electronically controlled brake combination valves drive the internal motors to rotate, achieving closed-loop pressure control. Through hydraulic lines connected to the corresponding side's main rotary joint, pressure is supplied to the corresponding side's wheel brake device, thus braking the corresponding side's left wheel. Simultaneously, the wheel speed signals output from the corresponding side's wheel speed sensors are collected in real time. The anti-slip amount of that side's wheel is calculated based on the wheel speed changes, and then compared with the anti-slip amount of the other side's wheel sent by the other electronically controlled brake combination valve via the RS422 bus. The larger anti-slip amount is used for anti-slip control, thereby achieving synchronous anti-slip control of the left and right wheels.

[0061] When either side's electronically controlled brake combination valve detects a fault affecting its braking function during self-testing, it outputs a brake fault signal to the redundancy switching control box 11 via a hardwired connection. The redundancy switching control box 11 then outputs a drive signal to the normally open solenoid valve on the faulty side, switching the oil circuit and closing the pressure output of the faulty side's electronically controlled brake combination valve. Simultaneously, the control box 11 outputs a drive signal to the right normally closed solenoid valve 4.4, switching the oil circuit and connecting the normal side's electronically controlled brake combination valve to the faulty side's wheel brake device. The normal side's electronically controlled brake combination valve then applies brakes to both wheels. The normal side's electronically controlled brake combination valve collects the speeds of the left and right wheels, enabling anti-skid braking even when only one electronically controlled brake combination valve is operating.

[0062] Simultaneously, the control box 11, responsible for redundancy switching, receives brake control commands from the flight control computer and collects brake pressure signals from the left and right electronic brake combination valves 3 and 4. When the brake pressure of either wheel deviates from the brake command by more than 2 MPa for more than 1 second, the control box 11 outputs a drive signal to the normally open solenoid valve on the faulty side, switching the oil circuit and closing the pressure output of the electronic brake combination valve on the faulty side. The control box 11 also outputs a drive signal to the right normally closed solenoid valve 4.4, switching the oil circuit and connecting the electronic brake combination valve on the normal side to the brake system on the faulty side. The electronic brake combination valve on the normal side then applies brakes to both wheels. The electronic brake combination valve on the normal side collects the speeds of both wheels, enabling anti-skid braking even when only one electronic brake combination valve is operating.

[0063] Example 3:

[0064] See appendix Figure 1 An electro-hydraulic wheel brake system with electrical redundancy includes a left brake reservoir 1, a right brake reservoir 2, a left electrically controlled brake combination valve 3, a right electrically controlled brake combination valve 4, a left main start rotary joint 5, a right main start 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 fluid reservoir 1 is connected to the left electronic brake combination valve 3 via a hydraulic line, supplying hydraulic fluid to the left electronic brake combination valve 3. The left brake fluid reservoir 1 is installed at the highest point of the wheel brake system on the machine to prevent cavities from appearing in the wheel brake system pipeline, and to remove the restriction that the left electronic brake combination valve 3 must be installed at the highest position, thus facilitating the installation and arrangement of the left electronic brake combination valve 3 on the machine.

[0066] The right brake fluid reservoir 2 is connected to the right electronic brake combination valve 4 via a hydraulic line, supplying hydraulic fluid to the right electronic brake combination valve 4. The right brake fluid reservoir 2 is installed at the highest point of the wheel brake system on the machine to prevent cavities from appearing in the wheel brake system pipeline, and to remove the restriction that the right electronic brake combination valve 4 must be installed at the highest position, thus facilitating the installation and arrangement of the right electronic brake combination valve 4 on the machine.

[0067] The left electronically controlled brake combination valve 3 integrates 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 full-duplex RS422 bus, receiving braking commands for the left and right wheels from the flight control computer, and simultaneously uploading its self-test information and the braking pressure of the left wheel brake device 7. The left electronically controlled brake combination valve 3 is also interconnected with the control box 11, which handles redundancy switching, via a hardwired connection, outputting a brake fault signal from the left electronically controlled brake combination valve 3 to the control box 11 for redundancy switching. The left electronically controlled brake combination valve 3 communicates with the right electronically controlled brake combination valve 4 via a full-duplex RS422 bus. It receives braking commands for the left and right wheels, self-test information from the right electronically controlled brake combination valve 4, braking pressure of the right wheel brake device 8, and anti-slip amount from the right wheel brake device 8. Simultaneously, it forwards braking commands for the left and right wheels, braking pressure of the left wheel brake device 7, self-test information from the left electronically controlled brake combination valve 3, and braking pressure and anti-slip amount from the left wheel brake device 7 issued by the flight control computer. The left electronically controlled brake combination valve 3 is connected to the right normally closed solenoid valve 4.4 on the right electronically controlled brake combination valve 4 via a hydraulic line, used to supply pressure to the wheel brake device on the faulty side in the event of a failure of either the left or right electronically controlled brake combination valve 3. The left electronic brake combination valve 3 is interconnected with the left wheel speed sensor 9 and the right wheel speed sensor 10 via a hard wire. While supplying power to the left wheel speed sensor 9, it also collects the left and right wheel speed signals output by the left wheel speed sensor 9 and the right wheel speed sensor 10. The left brake pressure sensor 3.3, integrated into the left electronic brake combination valve 3, is interconnected with the control box 11, which handles redundancy switching, via a hard wire. The left brake pressure sensor 3.3 has two redundancies, each powered independently and outputting its own brake pressure signal. One redundancy is powered by the left electronic brake combination valve 3, which collects its brake pressure signal for pressure closed-loop control. The other redundancy is powered by the control box 11, which handles 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 via a full-duplex RS422 bus, receiving braking commands for the left and right wheels from the flight control computer, and simultaneously uploading its self-test information and the braking pressure of the right wheel brake device 8. The right electronically controlled brake combination valve 4 is also interconnected with the control box 11, which handles redundancy switching, via a hardwired connection, outputting a brake fault signal from the right electronically controlled brake combination valve 4 to the control box 11 for redundancy switching. The right electronically controlled brake combination valve 4 communicates with the left electronically controlled brake combination valve 3 via a full-duplex RS422 bus. It receives braking commands for the left and right wheels, self-test information from the left electronically controlled brake combination valve 3, braking pressure of the left wheel brake device 7, and anti-slip amount from the left wheel brake device 7. Simultaneously, it forwards braking commands for the left and right wheels, braking pressure of the right wheel brake device 8, self-test information from the right electronically controlled brake combination valve 4, and braking pressure and anti-slip amount from 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 via a hydraulic line, used to supply pressure to the wheel brake device on the faulty side in the event of a failure of either the left or right electronically controlled brake combination valve 4. The right electronic brake combination valve 4 is interconnected with the left wheel speed sensor 9 and the right wheel speed sensor 10 via a hard wire. While supplying power to the right wheel speed sensor 10, it also collects the left and right wheel speed signals output by the left and right wheel speed sensors 9 and 10. The right brake pressure sensor 4.3 integrated into the right electronic brake combination valve 4 is interconnected with the control box 11, which handles redundancy switching, via a hard wire. The right brake pressure sensor 4.3 has dual redundancy settings, with each redundancy having its own power supply and independent brake pressure signal output. One redundancy is powered by the right electronic brake combination valve 4, which collects its brake pressure signal for pressure closed-loop control. The other redundancy is powered by the control box 11, which handles redundancy switching, and its brake pressure signal is collected for redundancy conversion.

[0069] The left main landing gear rotary joint 5 is connected to the left electronic brake combination valve 3 and the left wheel brake device 7 via hydraulic lines. The right main landing gear rotary joint 6 is connected to the right electronic brake combination valve 4 and the right wheel brake device 8 via hydraulic lines. The left and right main landing gear rotary joints 5 and 6 are respectively installed at the left and right main landing gear shafts to prevent bending of the brake lines during landing gear retraction and extension, and to facilitate the installation and arrangement of the wheel brake system on the aircraft.

[0070] The left wheel brake device 7 and the right wheel brake device 8 are disc brake devices actuated by hydraulic piston cylinders. Compared with disc brake devices actuated by electric motors, they have the advantage of small size, which makes them easier to arrange and install on the aircraft. They are especially advantageous on aircraft with limited space in the landing gear bay.

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

[0072] The control box 11, which handles redundancy switching, can perform different functions depending on the aircraft's condition. It does not participate in wheel brake control but acts as a third-party device, handling redundancy switching for the electro-hydraulic wheel brake system. The control box 11 is hardwired to the left electro-hydraulic brake combination valve 3 and the right electro-hydraulic brake combination valve 4. It collects brake fault signals output by the electro-hydraulic brake combination valves, supplies power to one of the two redundancy brake pressure sensors, and collects the brake release pressure signal from that redundancy sensor. It receives left and right brake command signals from the flight control computer via an RS422 bus. The redundancy switching of the wheel brake system is achieved through these signals.

[0073] 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. Based on the brake commands received from the flight control computer and the brake pressure signals collected from the corresponding side's brake pressure sensors, the two electronically controlled brake combination valves drive the internal motors to rotate, achieving closed-loop pressure control. Through hydraulic lines connected to the corresponding side's main rotary joint, pressure is supplied to the corresponding side's wheel brake device, thus braking the corresponding side's left wheel. Simultaneously, the wheel speed signals output from the corresponding side's wheel speed sensors are collected in real time. The anti-slip amount of that side's wheel is calculated based on the wheel speed changes, and then compared with the anti-slip amount of the other side's wheel sent by the other electronically controlled brake combination valve via the RS422 bus. The larger anti-slip amount is used for anti-slip control, thereby achieving synchronous anti-slip control of the left and right wheels.

[0074] When either side's electronically controlled brake combination valve detects a fault affecting its braking function during self-testing, it outputs a brake fault signal to the redundancy switching control box 11 via a hardwired connection. The redundancy switching control box 11 then outputs a drive signal to the normally open solenoid valve on the faulty side, switching the oil circuit and closing the pressure output of the faulty side's electronically controlled brake combination valve. Simultaneously, the redundancy switching control box 11 outputs a drive signal to the right normally closed solenoid valve 4.4, switching the oil circuit and connecting the normal side's electronically controlled brake combination valve to the faulty side's wheel brake device. The normal side's electronically controlled brake combination valve then applies brakes to both wheels. Furthermore, the normal side's electronically controlled brake combination valve collects the speeds of the left and right wheels, enabling anti-skid braking even when only one electronically controlled brake combination valve is operating.

[0075] Simultaneously, the control box 11, responsible for redundancy switching, receives brake control commands from the flight control computer and collects brake pressure signals from the left and right electronic brake combination valves 3 and 4. When the brake pressure of either wheel deviates from the brake command by more than 2 MPa for more than 1 second, the control box 11 outputs a drive signal to the normally open solenoid valve on the faulty side, switching the oil circuit and closing the pressure output of the electronic brake combination valve on the faulty side. The control box 11 also outputs a drive signal to the right normally closed solenoid valve 4.4, switching the oil circuit and connecting the electronic brake combination valve on the normal side to the brake system on the faulty side. The electronic brake combination valve on the normal side then applies brakes to both wheels. The electronic brake combination valve on the normal side collects the speeds of both wheels, enabling anti-skid braking even when only one electronic brake combination valve is operating.

[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 person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should be covered within the protection scope of the present invention.

Claims

1. An electro-hydraulic wheel brake system with dual electrical redundancy, characterized in that, Includes a left brake reservoir (1), a right brake reservoir (2), a left electronic brake combination valve (3), a right electronic 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 reservoir (1) is connected to the left wheel brake device (7) via the left electronic brake combination valve (3), and the right brake reservoir (2) is connected to the right wheel brake device (8) via the right electronic brake combination valve (4). The left electronic brake combination valve (3) and the right electronic brake combination valve (4) are connected to the left wheel brake device (7). The control brake combination valve (4) is a combination of a piston structure driven by an electric motor and a solenoid valve. The left electric control brake combination valve (3) and the right electric control brake combination valve (4) are connected to the flight control computer via a communication line and are controlled by the flight control computer. The left wheel speed sensor (9) and the right wheel speed sensor (10) monitor the speed of the left wheel and the right wheel of the aircraft, respectively. The control box (11) which is responsible for redundancy switching switches the control relationship between the left electric control brake combination valve (3) and the right electric control brake combination valve (4) on the left wheel brake device (7) and the right wheel brake device (8), respectively. The left brake fluid cup (1) is connected to the left electric brake combination valve (3) through a hydraulic line, supplying hydraulic oil to the left electric brake combination valve (3). The left brake fluid cup (1) is installed at the highest point of the wheel brake system on the machine. The right brake fluid cup (2) is connected to the right electric brake combination valve (4) through a hydraulic line, supplying hydraulic oil to the right electric brake combination valve (4). The right brake fluid cup (2) is installed at the highest point of the wheel brake system on the machine. The left electronic brake combination valve (3) includes a left electronic brake valve (3.1), a left normally open solenoid valve (3.2), and a left brake pressure sensor (3.3). The left electronic 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 electronic brake combination valve (3) and the brake pressure of the left wheel brake device (7). The left electronic brake combination valve (3) is interconnected with the control box (11) that undertakes redundancy switching via a hard wire, and outputs the brake fault signal of the left electronic brake combination valve (3) to the control box (11) that undertakes redundancy switching for redundancy switching. The right electronic brake combination valve (4) includes a right electronic brake valve (4.1), a right normally open solenoid valve (4.2) and a right brake pressure sensor (4.3). The right electronic brake combination valve (4) communicates with the flight control computer through a communication line, receives the brake command issued by the flight control computer, and uploads the self-test information of the right electronic brake combination valve (4) and the brake pressure of the right wheel brake device (8). The right electronic brake combination valve (4) is interconnected with the control box (11) that undertakes redundancy switching via a hard wire, and outputs a brake fault signal of the right electronic brake combination valve (4) to the control box (11) that undertakes redundancy switching for redundancy switching. The left electronic brake combination valve (3) communicates with the right electronic brake combination valve (4) through a communication line, and receives the brake command and self-test information, brake pressure and anti-skid amount forwarded by the other party. At the same time, it forwards the brake command issued by the flight control computer, its own brake pressure, self-test information and brake pressure and anti-skid amount. The left brake pressure sensor (3.3) integrated in the left electric brake combination valve (3) is interconnected with the control box (11) that undertakes redundancy switching via a hard wire. The left brake pressure sensor (3.3) is set with two redundancies, and the two redundancies are powered independently and output brake pressure signals independently. One redundancy is powered by the left electric brake combination valve (3) and its brake pressure signal is collected for pressure closed-loop control. The other redundancy is powered by the control box (11) that undertakes redundancy switching and its brake pressure signal is collected for redundancy conversion. The right brake pressure sensor (4.3) integrated in the right electric brake combination valve (4) is interconnected with the control box (11) that undertakes redundancy switching via a hard wire. The right brake pressure sensor (4.3) is set with two redundancies, and the two redundancies are powered independently and output brake pressure signals independently. One redundancy is powered by the right electric brake combination valve (4) and its brake pressure signal is collected for pressure closed-loop control. The other redundancy is powered by the control box (11) that undertakes redundancy switching and its brake pressure signal is collected for redundancy conversion.

2. The electro-hydraulic wheel brake system with dual electrical redundancy according to claim 1, characterized in that, A right normally closed solenoid valve (4.4) is also provided between the left electric brake combination valve (3) and the right electric brake combination valve (4); the left electric brake combination valve (3) is connected to the right normally closed solenoid valve (4.4) through a hydraulic line to realize the pressure supply of the wheel brake device on the fault side when either the left electric brake combination valve (3) or the right electric brake combination valve (4) fails; the left electric brake combination valve (3) is connected to 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), 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 electric brake combination valve (4) is connected to the left 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), 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).

3. The electro-hydraulic wheel brake system with dual electrical redundancy according to claim 1, characterized in that, The control box (11) responsible for redundancy switching performs different functions according to the aircraft conditions. It does not participate in the wheel brake control and acts as a third-party device, taking into account the redundancy switching of the electro-hydraulic wheel brake system. The control box (11) responsible for redundancy switching is connected to the left electro-hydraulic brake combination valve (3) and the right electro-hydraulic brake combination valve (4) through hard wires. It collects the brake fault signals output by the two electro-hydraulic brake combination valves, supplies power to one redundancy of the two double-redundancy brake pressure sensors and collects the brake pressure signal of the power supply redundancy. The control box (11) responsible for redundancy switching receives the brake command signal issued by the flight control computer through the communication line.

4. The electro-hydraulic wheel brake system with electrical redundancy according to claim 3, characterized in that, Under normal circumstances, the left electronic brake combination valve (3) is responsible for braking the left wheel brake device (7), and the right electronic brake combination valve (4) is responsible for braking the right wheel brake device (8). The two electronic brake combination valves drive the internal motor of the electronic 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, so as to realize the pressure closed-loop control. The pressure is supplied to the wheel brake device on the corresponding side through the hydraulic pipeline to realize the braking of the wheel on the corresponding side. The two electronic brake combination valves collect the wheel speed signal output by the wheel speed sensor on the corresponding side in real time, calculate the anti-slip amount of the wheel on the corresponding side according to the wheel speed change, and then compare it with the anti-slip amount of the wheel on the other side sent by the other electronic brake combination valve through the communication line. The larger anti-slip amount is selected for anti-slip control, so as to realize the synchronous anti-slip control of the left and right wheels.

5. The electro-hydraulic wheel brake system with dual electrical redundancy according to claim 4, characterized in that, When either side of the electronically controlled brake combination valve discovers a fault affecting its braking function through self-testing, it outputs a brake fault signal to the control box (11) responsible for redundancy switching via a hard wire. The control box (11) responsible for 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 redundancy switching outputs a drive signal to the normally closed solenoid valve (4.4) on the right, 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. The electronically controlled brake combination valve on the normal side then brakes both wheels. The electronically controlled brake combination valve on the normal side collects the speeds of the left and right wheels, and can still achieve anti-skid braking even when a single electronically controlled brake combination valve is working.

6. The electro-hydraulic wheel brake system with dual electrical redundancy according to claim 1, characterized in that, Both the left wheel brake device (7) and the right wheel brake device (8) are disc brake devices operated by hydraulic piston cylinders.

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