Electrically-controlled stop emergency brake valve for airplane and control method of electrically-controlled stop emergency brake valve

Abstract

The invention provides an electronic control shutdown emergency brake valve for an airplane and a control method of the electronic control shutdown emergency brake valve, and belongs to the technical field of aviation. The electronic control shutdown emergency brake valve specifically comprises a stop valve assembly, a servo valve assembly, a shutdown valve assembly, a change-over valve assembly and an electromagnetic retainer which are arranged in an integrated mode, and the servo valve assembly is connected with the stop valve assembly and the change-over valve assembly through pipelines; the shutdown valve assembly is connected with the change-over valve assembly and the electromagnetic retainer through pipelines. And after receiving the stop braking instruction, the electronic control stop emergency brake valve for the airplane outputs stop braking pressure and keeps the braking pressure, and after receiving the stop braking relieving instruction, the electronic control stop emergency brake valve relieves the stop braking pressure. According to the scheme, the integration level is high, the safety and reliability of the airplane in the stopping and braking process are improved, the response speed is high, the control precision is high, and the braking requirements of the airplane in various complex environments can be met.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aviation technology, and in particular to an electric control parking emergency brake valve for an airplane and a control method thereof. BACKGROUND

[0002] Currently, to realize airplane braking, valves including cut-off valves, brake control valves, switching valves, and hydraulic safety devices are needed. Under the premise that an airplane already has a normal braking system and the emergency brake and the normal brake are designed to be mutually redundant, arranging a set of cut-off valves and brake control valves will occupy a large installation space in the limited space of the airplane. SUMMARY

[0003] Therefore, the present application provides an electric control parking emergency brake valve for an airplane and a control method thereof, which at least partially solves the problem in the prior art that, when an airplane already has a normal braking system, arranging cut-off valves and brake control valves will occupy a large installation space in the limited space of the airplane.

[0004] In a first aspect, the present application provides an electric control parking emergency brake valve for an airplane, which includes an integrated cut-off valve assembly, a servo valve assembly, a parking valve assembly, a switching valve assembly, and an electromagnetic retainer. The servo valve assembly is connected to the cut-off valve assembly and the switching valve assembly through pipelines, and the parking valve assembly is connected to the switching valve assembly and the electromagnetic retainer through pipelines. The electric control parking emergency brake valve for the airplane outputs parking brake pressure and maintains the brake pressure after receiving a parking brake instruction, and releases the parking brake pressure after receiving a parking brake release instruction.

[0005] According to a specific implementation manner of the present application, the switching valve assembly is provided with a first switching valve oil inlet end, a second switching valve oil inlet end, and a switching valve oil outlet end. The first switching valve oil inlet end is connected to the servo valve assembly, the second switching valve oil inlet end is connected to the parking valve assembly, and the switching valve oil outlet end is connected to a product brake port B.

[0006] According to a specific implementation manner of the present application, the servo valve assembly includes a servo valve upper shell and a servo valve lower shell. The servo valve upper shell is provided with a first armature and a servo valve coil. The servo valve coil is wound on the first armature. The servo valve lower shell is provided with a servo valve spool and a return spring. The return spring is located at the right end of the servo valve spool. The servo valve assembly further includes a servo valve first port, a servo valve second port, a servo valve third port, and a servo valve fourth port. The servo valve first port, the servo valve third port, and the servo valve fourth port are connected to the cut-off valve assembly. The servo valve second port is connected to the first switching valve oil inlet end.

[0007] According to a specific implementation manner of the embodiment of the present application, the cut-off valve assembly comprises a first part and a second part, the first part comprises a first valve core, a piston and a cut-off valve control cavity, the second part comprises a second armature, a cut-off valve pilot stage coil, a top rod, a first steel ball, an oil inlet valve seat and an oil return valve seat, the piston is arranged on the right side of the first valve core, the cut-off valve control cavity is arranged on the right side of the piston, the cut-off valve pilot stage coil is wound on the second armature, the top rod is connected to the left side of the second armature, the first steel ball is arranged at the end of the top rod, the oil inlet valve seat is arranged on the left side of the steel ball, and the oil return valve seat is arranged on the left side of the second part and communicates with the cut-off valve control cavity.

[0008] According to a specific implementation manner of the embodiment of the present application, the cut-off valve assembly further comprises a cut-off valve first port, a cut-off valve second port, a cut-off valve third port and a cut-off valve fourth port, the cut-off valve first port is connected with the servo valve third port and the servo valve fourth port respectively, the cut-off valve second port is connected with the servo valve first port, the cut-off valve third port is connected to a product oil supply port P, and the cut-off valve fourth port is connected with a product oil return port R.

[0009] According to a specific implementation manner of the embodiment of the present application, the cut-off valve assembly further comprises a cut-off valve first port, a cut-off valve second port, a cut-off valve third port and a cut-off valve fourth port, the cut-off valve first port is connected with the servo valve third port and the servo valve fourth port respectively, the cut-off valve second port is connected with the servo valve first port, the cut-off valve third port is connected to a product oil supply port P, and the cut-off valve fourth port is connected with a product oil return port R.

[0010] According to a specific implementation manner of the embodiment of the present application, the cut-off valve assembly further comprises a cut-off valve first port, a cut-off valve second port, a cut-off valve third port and a cut-off valve fourth port, the cut-off valve first port is connected with the servo valve third port and the servo valve fourth port respectively, the cut-off valve second port is connected with the servo valve first port, the cut-off valve third port is connected to a product oil supply port P, and the cut-off valve fourth port is connected with a product oil return port R.

[0011] According to a specific implementation manner of the embodiment of the present application, the cut-off valve assembly further comprises a cut-off valve first port, a cut-off valve second port, a cut-off valve third port and a cut-off valve fourth port, the cut-off valve first port is connected with the servo valve third port and the servo valve fourth port respectively, the cut-off valve second port is connected with the servo valve first port, the cut-off valve third port is connected to a product oil supply port P, and the cut-off valve fourth port is connected with a product oil return port R.

[0012] In a second aspect, the embodiments of the present application further provide a control method of the electric control parking emergency brake valve for an airplane as described in any of the embodiments of the first aspect, and the method comprises: When the parking emergency brake valve is in the emergency brake state, when the pilot stage coil of the cut-off valve is powered on, the second armature starts to move under the action of the electromagnetic force against the oil inlet pressure of the electromagnetic valve, the second armature pushes the top rod, the movement of the top rod pushes the first steel ball to the oil inlet valve seat, the first steel ball and the oil inlet valve seat are sealed, the piston end surface of the cut-off valve control chamber is supplied with oil, the cut-off valve control chamber is returned through the oil return valve seat, the first valve core moves to the piston end, the cut-off valve is connected with the brake, and the cut-off valve is communicated with the pressure input port of the servo valve; When the control current is input to the servo valve coil, the control magnetic flux generated on the first armature interacts with the permanent magnetic flux, the first armature generates an electromagnetic torque, the deflection angle of the pilot stage is proportional to the electromagnetic torque, control pressure difference is generated at the left and right ends of the servo valve core, the servo valve core moves right under the action of the control pressure difference, the product oil supply port P and the product brake port B are connected, and the product brake port B pressure is fed back to the right end of the servo valve core, when the control pressure and the brake pressure acting on the servo valve core are balanced, the product is kept in the brake state, and the brake pressure is proportional to the control pressure difference; When the emergency brake state is released, when there is no control current input to the servo valve coil, the two control pressures are the same and act on the annular areas at the left and right ends of the first valve core, the control pressures at the left and right ends of the first valve core are the same, the servo valve core is pushed to the left end position under the action of the return spring, the servo valve brake port is connected with the oil return port, and the output pressure is equal to the oil return pressure.

[0013] According to a specific implementation manner of the embodiments of the present application, the method further comprises: When the parking emergency brake valve is in the parking brake state, after the electromagnetic holder receives +28V DC, the shaft is extended to push the second steel ball to move downward, the second steel ball closes the oil inlet channel, the valve core control chamber and the oil return chamber are connected, the second valve core is pushed to the right end position by the hydraulic pressure at the left end, the second valve core closes the product oil return port, the parking valve oil inlet chamber and the parking valve control chamber are connected, the working fluid acts on the upper end surface of the second valve core to push the second valve core to move, and the spring is compressed, when the ring belt at the oil inlet valve end surface completely covers the oil inlet hole on the second valve core, the parking valve oil return chamber is disconnected with the brake chamber; when the second valve core continues to move, the oil inlet hole on the second valve core is communicated with the inner hole of the oil inlet valve, the working fluid enters the brake chamber, the output brake pressure is generated, and the parking brake or the take-off line brake is realized; When the parking brake state is released, the electromagnetic retainer receives-28V DC, the shaft is retracted, the second steel ball moves upward under the action of hydraulic pressure, the oil return channel is closed, the second valve core oil inlet cavity and the control cavity are connected, the control cavity pressure pushes the second valve core to the left end position, the second valve core closes the product oil inlet, locks the oil inlet, connects the parking valve control cavity and the parking valve oil return cavity, the parking valve control cavity working hydraulic pressure is reduced to the parking valve oil return cavity pressure, under the action of the spring and the brake cavity hydraulic pressure, the second valve core resets, four oil holes are opened, the brake cavity is communicated with the parking valve oil return cavity, and the product returns to the released brake state.

[0014] Advantages: The electric control parking emergency brake valve for an airplane and the control method thereof in the embodiments of the present application integrate the cut-off valve assembly, the servo valve assembly, the parking valve assembly, the switching valve assembly and the electromagnetic retainer, greatly save the installation space in the limited space of the airplane, and solve the problem of large installation space occupied by the additional cut-off valve and brake control valve in the prior art. Meanwhile, the brake valve has two states of emergency brake and parking brake, outputs proportional pressure according to the emergency brake instruction signal, is used for wheel brake, can accurately output corresponding brake pressure and keep according to different instructions, and timely releases the brake pressure after receiving the release instruction, thereby ensuring the reliability and flexibility of the airplane brake system and improving the safety of airplane flight. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0016] Figure 1 FIG. 1 is a structural diagram of an electric control parking emergency brake valve for an airplane according to an embodiment of the present application; Figure 2 FIG. 2 is an oil path flow direction diagram of an emergency brake state of the electric control parking emergency brake valve for an airplane according to an embodiment of the present application; Figure 3 FIG. 3 is an oil path flow direction diagram of a parking brake state according to an embodiment of the present application.

[0017] In the diagram: 1. Servo valve assembly, 2. Stop valve assembly, 3. Shut-off valve assembly, 4. Switching valve assembly, 5. Electromagnetic retainer, 6. Housing, 7. Pipe fitting, 11. Servo valve coil, 12. First armature, 13. Servo valve core, 14. Return spring, 21. Second valve core, 22. Spring, 23. Third valve core, 24. Stop valve control chamber, 25. Stop valve inlet chamber, 26. Inlet valve, 27. Stop valve return chamber, 28. Brake chamber, 31. Shut-off valve control chamber, 32. Piston, 33. First valve core, 34. Return valve seat, 35. Inlet valve seat, 36. First steel ball, 37. Push rod, 38. Shut-off valve pilot coil, 39. Second armature, 51. Shaft, 52. Second steel ball. Detailed Implementation

[0018] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0019] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] It should be noted that various aspects of embodiments within the scope of the appended claims are described below. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this application, those skilled in the art will understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using structures and / or functionalities other than one or more of the aspects set forth herein.

[0021] It should also be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The illustrations only show the components related to this application and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0022] Furthermore, specific details are provided in the following description to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that the described aspects can be practiced without these specific details.

[0023] In a first aspect, embodiments of this application provide an electronically controlled emergency braking valve for aircraft shutdown, referring to... Figure 1 It includes an integrated shut-off valve assembly 3, a servo valve assembly 1, a stop valve assembly 2, a switching valve assembly 4, and an electromagnetic retainer 5. The servo valve assembly 1 is connected to the shut-off valve assembly 3 and the switching valve assembly 4 via pipelines, and the stop valve assembly 2 is connected to the switching valve assembly 4 and the electromagnetic retainer 5 via pipelines. After receiving the stop brake command, the aircraft's electronically controlled emergency stop brake valve outputs and maintains the stop brake pressure, and releases the stop brake pressure after receiving the stop brake release command.

[0024] In this embodiment, the shut-off valve assembly 3, servo valve assembly 1, stop valve assembly 2, switching valve assembly 4, and electromagnetic retainer 5 are integrated into a single unit. Each component is housed within a housing 6, and a pipe connector 7 is provided on the outside of the housing 6. The pipe connector 7 enables the connection of pipelines between the components and the communication with external oil circuits. This integrated design not only effectively reduces the installation footprint within the limited space of the aircraft, but also reduces pressure loss and leakage risk in the oil circuits due to the shortened connection distance between the components, thereby improving the working efficiency and reliability of the braking system.

[0025] Specifically, the shut-off valve assembly 3, as a key actuator in emergency braking, ensures that the aircraft can quickly establish braking pressure in emergencies, guaranteeing flight safety. The servo valve assembly 1, through precise control of pressure input, achieves fine-tuning of braking pressure, making the braking process smoother and reducing potential shocks and wear caused by sudden pressure changes. The stop valve assembly 2 is designed to fully consider the special needs of the aircraft when braking on the ground or at the takeoff line. Its unique structure allows it to quickly and accurately output the required braking pressure upon receiving a specific command and rapidly return to the released braking state when the brakes need to be released, providing strong support for flexible aircraft operation. The switching valve assembly 4, acting as a bridge connecting various key components, ensures smooth flow of oil in the braking system under different operating conditions through its efficient and reliable oil circuit switching function, further improving the overall performance of the system. The introduction of the electromagnetic retainer 5 further enables intelligent control of the emergency brake valve. By receiving different electrical signals, the electromagnetic retainer 5 can precisely control the extension and retraction of the shaft 51, thereby achieving remote control of the brake valve's operating status. This design not only improves the automation level of the braking system, but also greatly simplifies the operation process and reduces the risk of human error.

[0026] Furthermore, the aircraft electronically controlled emergency braking valve in this embodiment adopts a modular design, with each component relatively independent, facilitating maintenance and replacement. This design not only reduces maintenance costs but also improves the maintainability and scalability of the braking system, providing convenience for future upgrades and improvements to the braking system.

[0027] In one specific embodiment, refer to Figure 2 The conversion valve assembly has a first conversion valve inlet, a second conversion valve inlet, and a conversion valve outlet. The first conversion valve inlet is connected to the servo valve assembly 1, the second conversion valve inlet is connected to the stop valve assembly 2, and the conversion valve outlet is connected to the product brake port B.

[0028] In this embodiment, the switching valve assembly 4 plays a crucial role in the operation of the braking system. Its unique design allows for precise guidance of the hydraulic fluid flow under different operating conditions, ensuring accurate establishment and release of braking pressure. Specifically, when the aircraft is in an emergency braking state, the servo valve assembly 1 adjusts the pressure according to the control signal. The oil inlet of the first switching valve receives hydraulic fluid from the servo valve assembly 1. Guided by the internal channel of the switching valve assembly 4, the hydraulic fluid flows out from the outlet of the switching valve and directly acts on the product brake port B, quickly establishing the required braking pressure to ensure safe braking of the aircraft. When the aircraft needs to perform a stop braking operation, the stop valve assembly 2 operates according to the command. The oil inlet of the second switching valve receives hydraulic fluid from the stop valve assembly 2. Similarly, guided precisely by the switching valve assembly 4, the hydraulic fluid flows to the product brake port B, achieving stable braking during stop. This design not only improves the response speed of the braking system but also reduces pressure loss of the hydraulic fluid during transmission by optimizing the hydraulic circuit layout, ensuring the stability and reliability of the braking pressure. Meanwhile, the compact structure of the switching valve assembly 4 further saves installation space, meeting the aircraft's requirements for lightweight and integrated components.

[0029] In one embodiment, the servo valve assembly 1 includes a servo valve upper housing 6 and a servo valve lower housing 6. The servo valve upper housing 6 is provided with a first armature 12 and a servo valve coil 11. The servo valve coil 11 is wound around the first armature 12. The servo valve lower housing 6 is provided with a servo valve core 13 and a return spring 14. The return spring 14 is located at the right end of the servo valve core 13. The servo valve assembly 1 also includes a first servo valve port, a second servo valve port, a third servo valve port, and a fourth servo valve port. The first servo valve port, the third servo valve port, and the fourth servo valve port are connected to the shut-off valve assembly 3, and the second servo valve port is connected to the oil inlet of the first switching valve.

[0030] In this embodiment, the servo valve core 13 and the return spring 14 are designed to form a dynamic balance system for pressure regulation. When the control pressure difference is applied to both ends of the servo valve core 13, the servo valve core 13 overcomes the preload force of the return spring 14 and displaces, and the amount of displacement is proportional to the control pressure difference. This proportional control characteristic allows the brake pressure to be steplessly adjusted according to the input signal, avoiding the pressure surge problem of traditional on / off brake valves.

[0031] In one embodiment, the shut-off valve assembly 3 includes a first component and a second component. The first component includes a first valve core 33, a piston 32, and a shut-off valve control chamber 31. The second component includes a second armature 39, a shut-off valve pilot coil 38, a push rod 37, a first steel ball 36, an inlet valve seat 35, and a return valve seat. The piston 32 is located on the right side of the first valve core 33, and the shut-off valve control chamber 31 is located on the right side of the piston 32. The shut-off valve pilot coil 38 is wound around the second armature 39. The push rod 37 is connected to the left side of the second armature 39. The first steel ball 36 is located at the end of the push rod 37. The inlet valve seat 35 is located on the left side of the steel ball. The return valve seat is located on the left side of the second component and communicates with the shut-off valve control chamber 31.

[0032] Furthermore, the shut-off valve assembly 3 also includes a first shut-off valve port, a second shut-off valve port, a third shut-off valve port, and a fourth shut-off valve port. The first shut-off valve port is connected to the third and fourth servo valve ports respectively, the second shut-off valve port is connected to the first servo valve port, the third shut-off valve port is connected to the product oil supply port P, and the fourth shut-off valve port is connected to the product oil return port R.

[0033] In this embodiment, when the emergency braking command is triggered, the pilot coil 38 of the shut-off valve assembly 3 is energized, generating electromagnetic force that pushes the second armature 39 and the push rod 37 to the left. The first steel ball 36, under the action of the push rod 37, leaves the inlet valve seat 35, blocking the return valve seat passage. At this time, the pressure in the shut-off valve control chamber 31 drops sharply, and the piston 32, under the pressure of the oil supply port P, pushes the first valve core 33 to the left, making the first port and third port of the shut-off valve connected, and the second port and fourth port connected, forming an emergency braking oil circuit. When the control current is removed, the pilot coil 38 of the shut-off valve is de-energized, the return spring 14 pushes the second armature 39 back to its original position, the first steel ball 36 re-blocks the inlet valve seat 35, the return valve seat passage opens, the pressure in the shut-off valve control chamber 31 rises again, and the first valve core 33, under the action of the return spring 14, returns to its neutral position, cutting off the emergency braking oil circuit. This dual-valve structure, through mechanical-hydraulic composite control, achieves both rapid emergency braking response and reliable oil circuit switching, effectively avoiding the risk of brake failure due to a single valve malfunction. Simultaneously, the port connection design between the shut-off valve assembly 3 and the servo valve assembly 1 creates a closed-loop system for brake pressure regulation and oil circuit on / off control, significantly improving the dynamic response characteristics of the braking system.

[0034] In one embodiment, the shutdown valve assembly 2 includes a third component and a fourth component. The third component includes a second valve core 21, and the fourth component includes a spring 22, a third valve core 23, a shutdown valve control chamber 24, a shutdown valve inlet chamber 25, an inlet valve 26, a shutdown valve return chamber 27, and a brake chamber 28. The third valve core 23 is located inside the fourth component, the shutdown valve control chamber 24 is located at the upper part of the fourth component and at the outer periphery of the third valve core 23, the spring 22 is located inside the shutdown valve control chamber 24, the shutdown valve return chamber 27 and the brake chamber 28 are located at the lower part of the fourth component, and the inlet valve 26 and the shutdown valve inlet chamber 25 are located on the right side of the fourth component.

[0035] Furthermore, the shutdown valve assembly 2 also includes a first shutdown valve port, a second shutdown valve port, a third shutdown valve port, a fourth shutdown valve port, and a fifth shutdown valve port. The first shutdown valve port and the fifth shutdown valve port are respectively connected to the electromagnetic retainer 5. The second shutdown valve port is respectively connected to the electromagnetic retainer 5 and the product return oil port R. The third shutdown valve port is connected to the oil inlet end of the second switching valve. The fourth shutdown valve port is connected to the product supply oil port P.

[0036] In this embodiment, the stop valve assembly 2 ensures the safety and reliability of the aircraft when parked on the ground and braking at the takeoff line. Specifically, when the aircraft receives a stop brake command, the electromagnetic retainer 5 activates first, its shaft 51 extends, pushing the second steel ball 52 downward against hydraulic pressure, thereby opening the oil return channel and cutting off the connection between the oil inlet chamber and the control chamber of the second valve core 21. At this time, the pressure in the control chamber decreases, and the second valve core 21 moves to the right under the pressure of the oil inlet chamber, gradually opening the product oil inlet, allowing the working fluid to enter the stop valve oil inlet chamber 25 from the product oil supply port P through the fourth port of the stop valve, and then enter the stop valve brake chamber 28 through the oil inlet valve 26, establishing the required stop brake pressure. During this process, the precise fit between the oil passage hole on the second valve core 21 and the inner hole of the oil inlet valve 26 ensures the smooth flow of the working fluid and the stable establishment of the brake pressure. When the aircraft needs to release the stop brake, the electromagnetic retainer 5 receives a -28V DC electrical signal, its shaft 51 retracts, and the second steel ball 52 moves upward under hydraulic pressure, closing the oil return passage and simultaneously connecting the oil inlet chamber and control chamber of the second valve core 21. At this time, the pressure in the control chamber rises, pushing the second valve core 21 to the left, gradually closing the product oil inlet, locking the oil inlet, and connecting the stop valve control chamber 24 with the stop valve return chamber 27. As the working hydraulic pressure in the stop valve control chamber 24 decreases to the pressure level of the stop valve return chamber 27, the second valve core 21 resets under the combined action of the spring 22 and the hydraulic pressure in the brake chamber 28, opening the four oil passages, connecting the brake chamber 28 with the stop valve return chamber 27, and allowing the working fluid to flow back to the product return port R, restoring the product to the released brake state. This process is rapid and accurate, ensuring that the aircraft can quickly release the brake and perform flexible operations when needed.

[0037] The design of the stop valve assembly 2 not only improves the response speed and accuracy of the braking system, but also ensures the stability and reliability of braking pressure by optimizing the oil circuit layout and reducing pressure loss. Simultaneously, its compact structure and integrated design meet the aircraft's requirements for lightweight and integrated components, effectively saving installation space and improving the overall performance of the braking system. Furthermore, the close cooperation between the stop valve assembly 2 and the electromagnetic retainer 5 enables remote control and intelligent regulation of the braking status, further enhancing the automation level and ease of operation of the braking system.

[0038] In one embodiment, the electromagnetic retainer 5 includes a shaft 51, a second steel ball 52, a first port of the electromagnetic retainer 5, a second port of the electromagnetic retainer 5, and a third port of the electromagnetic retainer 5. The second steel ball 52 is located at the lower end of the shaft 51. The first port is connected to the second port of the shutdown valve and the product oil return port R, respectively. The second port of the electromagnetic retainer 5 is connected to the first port of the shutdown valve. The third port of the electromagnetic retainer 5 is connected to the fifth port of the shutdown valve and the product oil supply port P, respectively.

[0039] In this embodiment, the electromagnetic retainer 5 precisely controls the extension and retraction of the shaft 51 by receiving different electrical signals. When the electromagnetic retainer 5 receives a specific electrical signal, its internal electromagnetic system is activated, generating sufficient electromagnetic force to drive the shaft 51 to extend and retract. The second steel ball 52 located at the lower end of the shaft 51 plays a crucial role in this process; it changes position as the shaft 51 moves, thereby controlling the opening and closing of the oil return channel in the stop valve assembly 2. This design allows the electromagnetic retainer 5 to remotely and precisely regulate the working state of the stop valve assembly 2, thereby achieving flexible control over the braking and releasing states of the braking system. Through the intelligent control of the electromagnetic retainer 5, the automation level of the braking system is significantly improved, the operation process is simplified, the risk of human error is effectively reduced, and a strong guarantee is provided for the safe operation of the aircraft.

[0040] Secondly, embodiments of this application also provide a control method for an aircraft electronically controlled emergency braking valve as described in any embodiment of the first aspect, the method comprising: When the emergency brake valve is in emergency braking state, when the pilot coil 38 of the shut-off valve is energized, the second armature 39 overcomes the oil inlet pressure of the solenoid valve under the action of electromagnetic force and begins to move. The second armature 39 pushes the push rod 37, and the movement of the push rod 37 pushes the first steel ball 36 onto the oil inlet valve seat 35, so that the first steel ball 36 and the oil inlet valve seat 35 are sealed. Oil enters the piston 32 end face of the shut-off valve control chamber 31, and oil returns through the return valve seat. The first valve core 33 moves toward the piston 32 end, and the shut-off valve oil inlet and brake are connected, and it is connected to the pressure input port of the servo valve. When a control current is input to the servo valve coil 11, the control magnetic flux generated on the first armature 12 interacts with the permanent magnet flux, and the first armature 12 generates an electromagnetic torque. The deflection angle of the pilot stage is proportional to the electromagnetic torque. A control pressure difference is generated at the left and right ends of the servo valve core 13. Under the action of the control pressure difference, the servo valve core 13 moves to the right, connecting the product oil supply port P and the product brake port B. At the same time, the pressure at the product brake port B is fed back to the right end of the servo valve core 13. When the control pressure acting on the servo valve core 13 is balanced with the brake pressure, the product maintains the brake state. The magnitude of the brake pressure is proportional to the control pressure difference. When the emergency brake is released, and there is no control current input to the servo valve coil 11, the two control pressures are the same and act on the annular areas of the left and right ends of the first valve core 33 respectively. The control pressures at the left and right ends of the first valve core 33 are the same. Under the action of the return spring 14, the servo valve core 13 is pushed to the left end position, so that the servo valve brake port is connected to the return oil port, and the output pressure is equal to the return oil pressure.

[0041] Furthermore, the method also includes: When the emergency stop valve is in the stop brake state, after the electromagnetic retainer 5 receives +28V DC, the shaft 51 extends, pushing the second steel ball 52 downward. The second steel ball 52 closes the oil inlet channel and connects the valve core control chamber and the return oil chamber. The second valve core 21 is pushed to the right end by the hydraulic pressure at the left end. The second valve core 21 closes the product return oil port and connects the stop valve inlet chamber 25 and the stop valve control chamber 24. The working fluid acts on the upper end face of the second valve core 21, pushing the second valve core 21 to move and compressing the spring 22. When the end face ring of the oil inlet valve 26 completely covers the oil passage hole on the second valve core 21, the stop valve return oil chamber 27 is disconnected from the brake chamber 28. When the second valve core 21 continues to move, the oil passage hole on the second valve core 21 is connected to the inner hole of the oil inlet valve 26, and the working fluid enters the brake chamber 28, outputting brake pressure to realize parking brake or takeoff line brake. When the brake is released during shutdown, the electromagnetic retainer 5 receives -28V DC, the shaft 51 retracts, and the second steel ball 52 moves upward under hydraulic pressure, closing the return oil passage and connecting the oil inlet chamber and control chamber of the second valve core 21. The pressure in the control chamber pushes the second valve core 21 to the left, closing the product oil inlet and locking the oil inlet. This connects the shutdown valve control chamber 24 with the shutdown valve return oil chamber 27. The working hydraulic pressure in the shutdown valve control chamber 24 drops to the pressure in the shutdown valve return oil chamber 27. Under the action of the spring 22 and the hydraulic pressure in the brake chamber 28, the second valve core 21 resets, and the four oil passages open, allowing the brake chamber 28 to communicate with the shutdown valve return oil chamber 27. The product then returns to the brake-released state.

[0042] The control method in this embodiment, through precise electromagnetic control and hydraulic transmission, achieves intelligent switching of the braking system from emergency braking to shutdown braking. Its core advantages are: First, continuous pressure regulation: the servo valve assembly 1 eliminates pressure surges through proportional control characteristics, and, in conjunction with the dual-valve structure of the shut-off valve assembly 3, ensures stepless adjustment of braking pressure between 0 and its maximum value, while avoiding system failure caused by a single valve malfunction; Second, significantly improved response speed: the synergistic effect of the electromagnetic retainer 5 and the servo valve coil 11 shortens the braking command execution time, and, combined with the optimized oil circuit layout, controls the response time of pressure establishment and release to the millisecond level; Third, closed-loop design of control logic: the dynamic balance of the servo valve core 13 is achieved through a pressure feedback mechanism, and, in conjunction with the port interconnection between the shut-off valve assembly 3 and the shutdown valve assembly 2, a complete control chain of "pressure regulation - oil circuit on / off - status feedback" is formed, significantly enhancing the system's anti-interference capability; Fourth, optimized space utilization: the integrated design maximizes the functionality of each component within a limited installation space, meeting the aircraft's requirements for lightweight components and reducing the difficulty of later maintenance through modular layout. This control method not only improves the reliability and safety of the braking system, but also provides a scalable technical framework for the intelligent development of future aircraft braking technology.

[0043] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An electrically controlled emergency brake valve for an aircraft, characterized in that The integrated valve assembly includes a cut-off valve assembly (3), a servo valve assembly (1), a shutdown valve assembly (2), a switching valve assembly (4) and an electromagnetic retainer (5), the servo valve assembly (1) is connected with the cut-off valve assembly (3) and the switching valve assembly (4) through pipelines respectively, and the shutdown valve assembly (2) is connected with the switching valve assembly (4) and the electromagnetic retainer (5) through pipelines respectively.

2. An electrically controlled emergency brake valve for aircraft according to claim 1, characterized in that The switching valve assembly is provided with a first switching valve oil inlet end, a second switching valve oil inlet end and a switching valve oil outlet end, the first switching valve oil inlet end is connected with the servo valve assembly (1), the second switching valve oil inlet end is connected with the shutdown valve assembly (2), and the switching valve oil outlet end is connected with a product brake port B.

3. An electrically controlled emergency brake valve for aircraft according to claim 2, characterized in that The servo valve assembly (1) includes a servo valve upper shell and a servo valve lower shell, the servo valve upper shell is provided with a first armature (12) and a servo valve coil (11) therein, the servo valve coil (11) is wound on the first armature (12), the servo valve lower shell is provided with a servo valve spool (13) and a return spring (14) therein, and the return spring (14) is located at the right end of the servo valve spool (13). The servo valve assembly (1) further includes a servo valve first port, a servo valve second port, a servo valve third port and a servo valve fourth port, the servo valve first port, the servo valve third port and the servo valve fourth port are connected with the cut-off valve assembly (3), and the servo valve second port is connected with the first switching valve oil inlet end.

4. An electrically controlled emergency brake valve for aircraft according to claim 3, characterized in that The cut-off valve assembly (3) includes a first part and a second part, the first part includes a first valve core (33), a piston (32) and a cut-off valve control cavity (31), the second part includes a second armature (39), a cut-off valve pilot stage coil (38), a top rod (37), a first steel ball (36), an oil inlet valve seat (35) and an oil return valve seat, the right side of the first valve core (33) is provided with the piston (32), the right side of the piston (32) is provided with the cut-off valve control cavity (31), the cut-off valve pilot stage coil (38) is wound on the second armature (39), the left side of the second armature (39) is connected with the top rod (37), the first steel ball (36) is arranged at the end of the top rod (37), the left side of the steel ball is provided with the oil inlet valve seat (35), and the oil return valve seat is located at the left side of the second part and communicates with the cut-off valve control cavity (31).

5. An electrically controlled emergency brake valve for aircraft according to claim 4, characterized in that The cut-off valve assembly (3) further includes a cut-off valve first port, a cut-off valve second port, a cut-off valve third port and a cut-off valve fourth port, the cut-off valve first port is connected with the servo valve third port and the servo valve fourth port respectively, the cut-off valve second port is connected with the servo valve first port, the cut-off valve third port is connected to a product oil supply port P, and the cut-off valve fourth port is connected with a product oil return port R.

6. An electrically controlled emergency brake valve for aircraft according to claim 2, characterized in that The parking valve assembly (2) comprises a third part and a fourth part, the third part comprises a second valve core (21), the fourth part comprises a spring (22), a third valve core (23), a parking valve control cavity (24), a parking valve oil inlet cavity (25), an oil inlet valve (26), a parking valve oil return cavity (27) and a brake cavity (28), the third valve core (23) is located in the interior of the fourth part, the parking valve control cavity (24) is located at the upper part of the fourth part and the outer periphery of the third valve core (23), the spring (22) is located in the parking valve control cavity (24), the parking valve oil return cavity (27) and the brake cavity (28) are located at the lower part of the fourth part, and the oil inlet valve (26) and the parking valve oil inlet cavity (25) are located at the right side of the fourth part.

7. An electrically controlled emergency brake valve for aircraft according to claim 6, characterized in that The parking valve assembly (2) further comprises a parking valve first port, a parking valve second port, a parking valve third port, a parking valve fourth port and a parking valve fifth port, the parking valve first port and the parking valve fifth port are connected with the electromagnetic retainer (5) respectively, the parking valve second port is connected with the electromagnetic retainer (5) and the product oil return port R respectively, the parking valve third port is connected with the second switching valve oil inlet end, and the parking valve fourth port is connected with the product oil supply port P.

8. An electrically controlled emergency brake valve for aircraft according to claim 7, characterized in that The electromagnetic retainer (5) comprises a shaft (51), a second steel ball (52), an electromagnetic retainer (5) first port, an electromagnetic retainer (5) second port and an electromagnetic retainer (5) third port, the second steel ball (52) is located at the lower end of the shaft (51), the first port is connected with the parking valve second port and the product oil return port R respectively, the electromagnetic retainer (5) second port is connected with the parking valve first port, and the electromagnetic retainer (5) third port is connected with the parking valve fifth port and the product oil supply port P respectively.

9. A method of controlling an electrically controlled emergency brake valve for an aircraft according to any one of claims 1 to 8, characterized in that The method comprises: When the parking emergency brake valve is in the emergency brake state, when the valve pilot stage coil (38) is energized, the second armature (39) starts to move under the action of electromagnetic force against the electromagnetic valve oil inlet pressure, the second armature (39) pushes the jack (37), the movement of the jack (37) pushes the first steel ball (36) to the oil inlet valve seat (35), so that the first steel ball (36) and the oil inlet valve seat (35) are sealed, the end surface of the piston (32) of the cut-off valve control cavity (31) is supplied with oil, the cut-off valve control cavity (31) returns oil through the oil return valve seat, the first valve core (33) moves towards the end of the piston (32), the cut-off valve oil inlet and the brake are connected, and the cut-off valve oil inlet and the brake are connected with the pressure input port of the servo valve; When the servo valve coil (11) inputs control current, the control magnetic flux generated on the first armature (12) interacts with the permanent magnetic flux, the first armature (12) generates an electromagnetic torque, and the pilot stage deflection angle is proportional to the electromagnetic torque; control pressure difference is generated at the left and right ends of the servo valve spool (13), the servo valve spool (13) moves right under the action of the control pressure difference, the product oil supply port P and the product brake port B are connected, and at the same time the product brake port B pressure is fed back to the right end of the servo valve spool (13), when the control pressure and the brake pressure acting on the servo valve spool (13) are balanced, the product maintains the brake state, and the size of the brake pressure is proportional to the control pressure difference. When the emergency brake is released, the servo valve coil (11) has no control current input, the two control pressures are the same and act on the annular area of the left and right ends of the first valve core (33), the control pressures of the left and right ends of the first valve core (33) are the same, the servo valve core (13) is pushed to the left end position under the action of the reset spring (14), the servo valve brake port is connected with the oil return port, and the output pressure is equal to the oil return pressure.

10. The control method according to claim 9, characterized by, The method further comprises: When the emergency brake is released, the servo valve coil (11) has no control current input, the two control pressures are the same and act on the annular area of the left and right ends of the first valve core (33), the control pressures of the left and right ends of the first valve core (33) are the same, the servo valve core (13) is pushed to the left end position under the action of the reset spring (14), the servo valve brake port is connected with the oil return port, and the output pressure is equal to the oil return pressure. When the emergency brake is released, the servo valve coil (11) has no control current input, the two control pressures are the same and act on the annular area of the left and right ends of the first valve core (33), the control pressures of the left and right ends of the first valve core (33) are the same, the servo valve core (13) is pushed to the left end position under the action of the reset spring (14), the servo valve brake port is connected with the oil return port, and the output pressure is equal to the oil return pressure. When the emergency brake is released, the servo valve coil (11) has no control current input, the two control pressures are the same and act on the annular area of the left and right ends of the first valve core (33), the control pressures of the left and right ends of the first valve core (33) are the same, the servo valve core (13) is pushed to the left end position under the action of the reset spring (14), the servo valve brake port is connected with the oil return port, and the output pressure is equal to the oil return pressure. When the emergency brake is released, the servo valve coil (11) has no control current input, the two control pressures are the same and act on the annular area of the left and right ends of the first valve core (33), the control pressures of the left and right ends of the first valve core (33) are the same, the servo valve core (13) is pushed to the left end position under the action of the reset spring (14), the servo valve brake port is connected with the oil return port, and the output pressure is equal to the oil return pressure.

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