Electro-hydraulic brake system and redundancy control method

Abstract

The application discloses an electro-hydraulic brake system and a redundancy control method, which comprises a driving module, a first brake assembly and a second brake assembly. The first brake assembly is communicated with the driving module through a first valve control module, and the second brake assembly is communicated with the driving module through a second valve control module. The brake system further comprises a reversing valve which is connected with the driving module, the first brake assembly and the second brake assembly respectively. The reversing valve is provided with a first connecting shape position, a second connecting shape position and a third connecting shape position. The first connecting shape position is used for isolating the first brake assembly and the second brake assembly, the second connecting shape position is used for conducting the first brake assembly and the second brake assembly, and the third connecting shape position directly communicates the driving module with the first brake assembly and the second brake assembly. The application realizes valve complementation through the change of the connecting loop, overcomes the single defect of the existing redundancy design, realizes the full use of the existing parts, and effectively improves the reliability of the brake system.

Description

Technical Field

[0001] This application relates to the field of aircraft braking equipment technology, specifically to an electro-hydraulic braking system and a redundancy control method. Background Technology

[0002] Aircraft braking systems are critical for ensuring takeoff and landing safety. Existing technologies often employ hydraulic valve-controlled redundancy or electrical dual-redundancy designs to improve reliability. However, in practical use, these systems have been found to lack decoupling capabilities for valve circuit failures. Failures at different points in the circuit can easily lead to system degradation and failure. Furthermore, their redundancy design is simplistic, lacking backup drive options in extreme situations, still requiring reliance on emergency braking systems, posing a significant safety hazard. Summary of the Invention

[0003] The main objective of this application is to provide an electro-hydraulic braking system and a redundancy control method, which aims to solve the defects of poor reliability in the prior art.

[0004] This application achieves the above objectives through the following technical solutions: An electro-hydraulic braking system includes a drive module; A first braking assembly, which is connected to the drive module via a first valve control module; The second braking assembly is connected to the drive module via a second valve control module; A reversing valve, which is connected to the drive module, the first braking assembly, and the second braking assembly respectively; The reversing valve is provided with a first connection position, a second connection position and a third connection position; the first connection position is used to isolate the first braking component and the second braking component, the second connection position is used to connect the first braking component and the second braking component, and the third connection position directly connects the drive module to the first braking component and the second braking component respectively.

[0005] Optionally, the drive module includes a drive motor and a plunger pump connected to the power supply, and the outlet end of the plunger pump is also connected to an overflow valve; the directional valve is provided with a first interface connected to the outlet end of the overflow valve, and the inlet end of the overflow valve is also provided with a system pressure sensor.

[0006] Optionally, the first valve control module includes a first inlet solenoid valve and a first outlet solenoid valve. The first inlet solenoid valve is connected to the outlet of the plunger pump, and the first outlet solenoid valve is connected to the oil reservoir. The first braking assembly is disposed between the first inlet solenoid valve and the first outlet solenoid valve. A first pressure sensor is also disposed at the inlet end of the first braking assembly.

[0007] Optionally, the inlet end of the first braking assembly is further provided with a first bypass pipe, and the reversing valve is provided with a second interface communicating with the first bypass pipe.

[0008] Optionally, the second valve control module includes a second inlet solenoid valve and a second outlet solenoid valve. The second inlet solenoid valve is connected to the outlet of the plunger pump, and the second outlet solenoid valve is connected to the oil reservoir. The second braking assembly is disposed between the second inlet solenoid valve and the second outlet solenoid valve. A second pressure sensor is also disposed at the inlet end of the second braking assembly.

[0009] Optionally, the inlet end of the second braking assembly is also provided with a second bypass pipe, and the reversing valve is provided with a third interface communicating with the second bypass.

[0010] Optionally, the first connection configuration disconnects the first interface, the second interface, and the third interface from each other.

[0011] Optionally, the second connection configuration connects the second interface to the third interface, while the first interface is disconnected from the second interface and the first interface is disconnected from the third interface.

[0012] Optionally, the third connection configuration enables communication between the first interface, the second interface, and the third interface.

[0013] Accordingly, this application also discloses a redundancy control method based on the above-mentioned electro-hydraulic braking system, including the following steps: The working status of the braking system is determined as normal, non-simultaneous fault, or simultaneous dual-path fault; wherein the non-simultaneous fault refers to the inlet or outlet of the first valve control module and the second valve control module not failing simultaneously; the simultaneous dual-path fault refers to the inlet or outlet of the first valve control module and the second valve control module failing simultaneously. When in normal working condition, the control directional valve is in the first connection position; When a non-same-end fault occurs, the control directional valve is in the second connection position; When there is a dual-path fault on the same end, the control directional valve is in the third connection position.

[0014] Compared with the prior art, this application has the following beneficial effects: This application includes a drive module, a first braking component, and a second braking component. The second braking component is connected to the drive module via a second valve control module. The first braking component is connected to the drive module via a first valve control module. The braking system also includes a reversing valve, which is connected to the drive module, the first braking component, and the second braking component. The reversing valve has a first connection position, a second connection position, and a third connection position. The first connection position isolates the first braking component and the second braking component. The second connection position connects the first braking component and the second braking component, and the drive module is directly connected to both the first and second braking components. The third connection position directly connects the drive module to both the first and second braking components. When in use, if both the first valve control module and the second valve control module are in normal working condition, the reversing valve is in the first connection position. In this state, the first braking component and the second braking component are isolated from each other. The hydraulic oil output by the drive module enters the first valve control module and the second valve control module respectively, thereby driving the first braking component and the second braking component to work. When the oil inlet control valve of either the first valve control module or the second valve control module fails, and the oil outlet control valve of the other valve control module fails, both valve control modules will be unable to work. At this time, the reversing valve is controlled to the second connection position. In this state, the first braking component and the second braking component are connected in series because one oil inlet control valve and one oil outlet control valve in the two valve control modules are still working normally. Thus, the normally working oil inlet control valve, the first braking component, the second braking component and the normally working oil outlet control valve are connected in series. Thus, the control of the first braking component and the second braking component is achieved through the complementarity of the remaining normal parts in the two valve control modules. Similarly, when either the inlet control valve or the outlet control valve fails, the first and second braking components can be connected in parallel by switching to the second connection position, thereby achieving synchronous control of the two braking components in the event of a single failure. When both the first and second valve control modules fail completely, the directional valve is switched to the third connection position. In this state, the drive module is directly connected to the first and second braking components, respectively. That is, the drive module will bypass the first and second valve control modules and directly deliver hydraulic oil to the first and second braking components, thereby degrading the electronic control to pump control direct drive. At the same time, the pressure detection and control functions are realized through the drive module. Compared with the prior art, this application ensures that corresponding control strategies can be provided under various working conditions through clever modifications to the pipeline connection method, thereby effectively improving the redundancy of the entire system and thus improving the reliability and stability of the vehicle-related system. Secondly, this application achieves valve circuit complementarity by simply changing the connection circuit, that is, decoupling and reconstructing multiple faults, overcoming the shortcomings of existing redundant designs that are single and fail under extreme conditions, making full use of existing components as much as possible, and effectively improving the reliability and survivability of the braking system under multiple faults. Finally, this application can achieve the above control function by adjusting the internal connecting valve circuit of the reversing valve. Its structure is simple and easy to operate, which can effectively reduce the hardware cost of the equipment and is conducive to the promotion and utilization of the equipment. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of an electro-hydraulic braking system provided in Embodiment 1 of this application; Figure 2 This is a schematic diagram of the reversing valve. Figure 3 This is a schematic diagram of the normal pressure response when there are no faults. Figure 4 This is a schematic diagram of the test response under the fault of the second inlet solenoid valve; Figure 5 This is a schematic diagram of the test response under the fault of the second outlet solenoid valve; Figure 6 This is a schematic diagram of the pressure response under a dual-path fault at the same end.

[0016] Figure 7 A flowchart illustrating a redundancy control method provided for an embodiment of this application; Reference numerals: 1-First braking assembly, 2-Second braking assembly, 3-Reversing valve, 4-Drive motor, 5-Plunger pump, 6-Relief valve, 7-System pressure sensor, 8-First inlet solenoid valve, 9-First outlet solenoid valve, 10-Oil reservoir, 11-First pressure sensor, 12-First bypass pipe, 13-Second inlet solenoid valve, 14-Second outlet solenoid valve, 15-Second pressure sensor, 16-Second bypass pipe, 301-First interface, 302-Second interface, 303-Third interface.

[0017] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0019] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0020] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0021] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions. Taking "robot coordinate system and / or m" as an example, it includes the robot coordinate system solution, the m solution, or a solution where both the robot coordinate system and m are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0022] Implementation Method 1 Reference Figures 1 to 2 This embodiment, as an optional embodiment of this application, discloses an electro-hydraulic braking system, characterized in that it includes a drive module; The drive module includes a drive motor 4 and a plunger pump 5 connected by power. The outlet end of the plunger pump 5 is also connected to an overflow valve 6. At the same time, a system pressure sensor 7 is also installed on the pipeline connecting the plunger pump 5 and the overflow valve 6. The braking system further includes a first braking component 1 and a second braking component 2, both of which are brake drive components in the prior art. The first braking assembly 1 is connected to the drive module via a first valve control module. The first valve module includes a first inlet solenoid valve 8 and a first outlet solenoid valve 9. Both the first inlet solenoid valve 8 and the first outlet solenoid valve 9 are two-position, two-way solenoid valves, each including an oil inlet and an oil outlet. The oil inlet of the first inlet solenoid valve 8 is connected to the outlet of the plunger pump 5, and its oil outlet is connected to the first braking assembly 1. The oil outlet of the first braking assembly 1 is connected to the oil inlet of the first outlet solenoid valve 9, and the oil outlet of the first outlet solenoid valve 9 is connected to the oil reservoir 10. Thus, the first braking assembly 1 is positioned between the first inlet solenoid valve 8 and the first outlet solenoid valve 9. A first pressure sensor 11 is also provided at the inlet of the first braking assembly 1. The second valve orifice module includes a second inlet solenoid valve 13 and a second outlet solenoid valve 14. The connection method between the second braking assembly 2 and the second inlet solenoid valve 13 and the second outlet solenoid valve 14 is exactly the same as the connection method between the first braking assembly 1 and the first valve control module. Meanwhile, a second pressure sensor 15 is provided at the inlet end of the second braking assembly 2; The above structure allows for independent control of the first braking component 1 and the second braking component 2, which can effectively improve the reliability and stability of the entire system. Furthermore, the braking system also includes a reversing valve 3, which is a three-dimensional three-way solenoid valve with a first interface 301 (P interface), a second interface 302 (A interface) and a third interface 303 (B interface), wherein the P interface is connected to the overflow valve 6. The reversing valve 3 is provided with a first connection position, a second connection position and a third connection position. In the first connection position, the first interface 301 (P interface), the second interface 302 (A interface) and the third interface 303 (B interface) are disconnected from each other. In this state, the reversing valve 3 is in a completely cut-off state. In the second connection configuration, the second interface 302 (interface A) and the third interface 303 (interface B) are connected through the internal flow channel of the reversing valve 3, and the first interface 301 (interface P) is disconnected from the second interface 302 (interface A) and also disconnected from the third interface 303 (interface B). In the third connection configuration, the first interface 301 (P interface), the second interface 302 (A interface), and the third interface 303 (B interface) are in a connected state; Furthermore, the second interface 302 (interface A) is also connected to a first bypass pipe 12, and the third interface 303 (interface B) is connected to a second bypass pipe 16, wherein the first bypass pipe 12 is connected to the oil inlet of the first braking assembly 1, and the second bypass pipe 16 is connected to the oil inlet of the second braking assembly 2.

[0023] Implementation Method 2 Reference Figures 3 to 7 This embodiment, as another optional embodiment of this application, discloses a redundancy control method based on the above-mentioned electro-hydraulic braking system, including the following steps: S1. Determine the operating status of the braking system as normal, non-simultaneous fault, or simultaneous dual-path fault; wherein the non-simultaneous fault refers to the inlet or outlet of the first valve control module and the second valve control module not failing simultaneously, that is, including single-path inlet fault, single-path outlet fault, and one inlet fault and the other outlet fault simultaneously; wherein the simultaneous dual-path fault refers to the inlet or outlet of the first valve control module and the second valve control module failing simultaneously, that is, including simultaneous inlet fault and simultaneous outlet fault. S2. When in normal working condition, the control valve is in the first connection position; When in normal working condition, since the reversing valve is in the first connected position, the entire reversing valve is in the open state. Therefore, both the first bypass pipe and the second bypass pipe are in the open state. The first braking assembly and the second braking assembly are connected to the drive module through the corresponding valve control module, thereby realizing normal braking operation. S3. When a non-same-end fault occurs, the control directional valve is in the second connection position; either the first valve control module or the second valve control module. Non-simultaneous failure refers to a failure at the inlet or outlet of the first valve control module and the second valve control module that does not occur simultaneously. This includes single-inlet failure, single-outlet failure, and failure of one inlet and another outlet simultaneously. For example, if the first inlet solenoid valve of the first valve control module and the second outlet solenoid valve of the second valve control module fail, neither the first braking assembly nor the second braking assembly will function properly. Other possible failures include a failure of the first inlet solenoid valve of the first valve control module or the second inlet solenoid valve of the second valve control module; or a failure of the first outlet solenoid valve or the second outlet solenoid valve of the second valve control module. At this time, the control reversing valve is in the second connection position. In this state, the first bypass pipe is connected to the second bypass pipe, and the first braking assembly and the second braking assembly are connected in parallel through the two bypass pipes. Oil is supplied through the inlet solenoid valve in normal condition and discharged through the outlet solenoid valve in normal condition, thereby achieving decoupling and reconstruction of the fault and forming a new stable path to achieve synchronous control of the first braking component and the second braking component. Similarly, when a single-sided fault occurs, such as when the first inlet solenoid valve or the first outlet solenoid valve of the first valve control module fails, the faulty side can be controlled by switching to the second connection position and then by using the oil circuit of the normal valve control component. S4. When there is a dual-path fault on the same end, the control directional valve is in the third connection position.

[0024] Dual-path failure at the same end refers to the extreme condition where both the first valve control module and the second valve control module fail. In this case, the control reversing valve is in the third connection position. In this state, the drive module is directly connected to the first braking component and the second braking component respectively. That is, the first braking component and the second braking component will bypass the first valve control component and the second valve control component and directly connect to the drive module through the adjustment of the hydraulic oil pipeline. The hydraulic oil will directly enter the two braking components through the reversing valve and the two bypass pipes respectively, thereby degrading the electronic control to pump control direct drive. At the same time, the pressure detection and control functions are realized through the drive module. Compared with the prior art, this application ensures that corresponding control strategies can be provided under various working conditions through clever modifications to the pipeline connection method, thereby effectively improving the redundancy of the entire system and thus improving the reliability and stability of the vehicle-related system. Secondly, this application achieves valve circuit complementarity by simply changing the connection circuit, that is, decoupling and reconstructing multiple faults, overcoming the shortcomings of existing redundant designs that are single and fail under extreme conditions, making full use of existing components as much as possible, and effectively improving the reliability and survivability of the braking system under multiple faults. Finally, this application can achieve the above control function by adjusting the internal connecting valve circuit of the reversing valve. Its structure is simple and easy to operate, which can effectively reduce the hardware cost of the equipment and is conducive to the promotion and utilization of the equipment.

[0025] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. An electro-hydraulic braking system, characterized in that, Including the drive module; The first braking assembly (1) is connected to the drive module via a first valve control module. The first valve control module includes a first inlet solenoid valve (8) and a first outlet solenoid valve (9). The first inlet solenoid valve (8) is connected to the outlet of the plunger pump (5), and the first outlet solenoid valve (9) is connected to the oil reservoir (10). The first braking assembly (1) is disposed between the first inlet solenoid valve (8) and the first outlet solenoid valve (9). The second braking assembly (2) is connected to the drive module via a second valve control module. The second valve control module includes a second inlet solenoid valve (13) and a second outlet solenoid valve (14). The second inlet solenoid valve (13) is connected to the outlet of the plunger pump (5), and the second outlet solenoid valve (14) is connected to the oil reservoir (10). The second braking assembly (2) is located between the second inlet solenoid valve (13) and the second outlet solenoid valve (14). The reversing valve (3) is connected to the drive module, the first braking assembly (1), and the second braking assembly (2) respectively. The reversing valve (3) is provided with a first connection position, a second connection position and a third connection position; the first connection position is used to isolate the first braking assembly (1) and the second braking assembly (2), the second connection position is used to connect the first braking assembly (1) and the second braking assembly (2), and the third connection position directly connects the drive module to the first braking assembly (1) and the second braking assembly (2) respectively. The braking system is determined to be in a dual-path fault at the same end; the dual-path fault at the same end refers to the simultaneous failure of the inlet or outlet end of the first valve control module and the second valve control module; when in a dual-path fault at the same end, the control directional valve is in the third connection position.

2. The electro-hydraulic braking system according to claim 1, characterized in that, The drive module includes a drive motor (4) and a plunger pump (5) connected to the power supply. The outlet end of the plunger pump (5) is also connected to an overflow valve (6). The reversing valve (3) is provided with a first interface (301) connected to the outlet end of the overflow valve (6). The inlet end of the overflow valve (6) is also provided with a system pressure sensor (7).

3. The electro-hydraulic braking system according to claim 1, characterized in that, The first braking assembly (1) is also provided with a first pressure sensor (11) at its inlet end.

4. The electro-hydraulic braking system according to claim 3, characterized in that, The first braking assembly (1) is also provided with a first bypass pipe (12) at its inlet end, and the reversing valve (3) is provided with a second interface (302) that communicates with the first bypass pipe (12).

5. The electro-hydraulic braking system according to claim 4, characterized in that, The second braking assembly (2) is also provided with a second pressure sensor (15) at its inlet end.

6. The electro-hydraulic braking system according to claim 5, characterized in that, The inlet end of the second braking assembly (2) is also provided with a second bypass pipe (16), and the reversing valve (3) is provided with a third interface (303) that communicates with the second bypass.

7. An electro-hydraulic braking system according to claim 6, characterized in that, The first connection position disconnects the first interface (301), the second interface (302) and the third interface (303) from each other.

8. An electro-hydraulic braking system according to claim 6, characterized in that, The second connection position connects the second interface (302) to the third interface (303), while the first interface (301) is disconnected from the second interface (302) and the first interface (301) is disconnected from the third interface (303).

9. An electro-hydraulic braking system according to claim 6, characterized in that, The third connection configuration enables the first interface (301), the second interface (302), and the third interface (303) to communicate with each other.

10. A redundancy control method for an electro-hydraulic braking system according to any one of claims 1-9, characterized in that, Includes the following steps: The working status of the braking system is determined to be either normal or non-simultaneous fault; wherein the non-simultaneous fault refers to the inlet or outlet of the first valve control module and the second valve control module not failing simultaneously. When in normal working condition, the control directional valve is in the first connection position; When a non-same-end fault occurs, the control directional valve is in the second connection position.

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