Electric control parking emergency brake valve for airplane and control method thereof

Abstract

The application provides an electric control parking emergency brake valve for an airplane and a control method thereof, and belongs to the technical field of aviation. Specifically, the electric control parking emergency brake valve comprises a cut-off valve assembly, a servo valve assembly, a parking valve assembly, a switching valve assembly and an electromagnetic retainer which are integrally arranged. The servo valve assembly is connected with the cut-off valve assembly and the switching valve assembly through pipelines respectively, and the parking valve assembly is connected with the switching valve assembly and the electromagnetic retainer through pipelines respectively. After receiving a parking brake instruction, the electric control parking emergency brake valve for an airplane outputs parking brake pressure and maintains the brake pressure, and after receiving a parking brake release instruction, the electric control parking emergency brake valve releases the parking brake pressure. The application has high integration, improves the safety and reliability of the airplane during the parking brake process, has high response speed and high control precision, and can meet the brake requirements of the airplane under various complex environments.

Description

Technical Field

[0001] This application relates to the field of aviation technology, and in particular to an electronically controlled emergency braking valve for aircraft shutdown and its control method. Background Technology

[0002] Currently, the valves required for aircraft braking include shut-off valves, brake control valves, switching valves, and hydraulic safety devices. Given that the aircraft already has a normal braking system and the design must ensure that emergency braking and normal braking are mutually redundant, installing an additional shut-off valve and brake control valve would occupy a large amount of installation space within the limited space of the aircraft. Summary of the Invention

[0003] In view of this, the present application provides an electronically controlled emergency braking valve for aircraft and its control method, which at least partially solves the problem of the prior art: the aircraft already has a normal braking system, and arranging a shut-off valve and a brake control valve will occupy a large installation space in the limited space of the aircraft.

[0004] In a first aspect, embodiments of this application provide an electronically controlled emergency stop valve for aircraft, comprising an integrated shut-off valve assembly, a servo valve assembly, a stop valve assembly, a switching valve assembly, and an electromagnetic retainer. The servo valve assembly is connected to the shut-off valve assembly and the switching valve assembly via pipelines, and the stop valve assembly is connected to the switching valve assembly and the electromagnetic retainer via pipelines. Upon receiving a stop brake command, the electronically controlled emergency stop valve outputs and maintains a stop brake pressure, and upon receiving a stop brake release command, releases the stop brake pressure.

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

[0006] According to a specific implementation of an embodiment of this application, the servo valve assembly includes an upper servo valve housing and a lower servo valve housing. The upper servo valve housing is provided with a first armature and a servo valve coil, and the servo valve coil is wound on the first armature. The lower servo valve housing is provided with a servo valve core and a reset spring, and the reset spring is located at the right end of the servo valve core. The servo valve assembly 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, and the second servo valve port is connected to the oil inlet of the first switching valve.

[0007] According to a specific implementation of an embodiment of this application, the shut-off valve assembly includes a first component and a second component. The first component includes a first valve core, a piston, and a shut-off valve control chamber. The second component includes a second armature, a shut-off valve pilot coil, a push rod, a first steel ball, an inlet valve seat, and a return valve seat. The piston is located on the right side of the first valve core, and the shut-off valve control chamber is located on the right side of the piston. The shut-off valve pilot coil is wound around the second armature, and the push rod is connected to the left side of the second armature. The first steel ball is located at the end of the push rod, and the inlet valve seat 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.

[0008] According to a specific implementation of an embodiment of this application, the shut-off valve assembly further 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 servo valve port and the fourth servo valve port, 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. The fourth shut-off valve port is connected to the product oil return port R.

[0009] According to a specific implementation of an embodiment of this application, the shutdown valve assembly includes a third component and a fourth component. The third component includes a second valve core, and the fourth component includes a spring, a third valve core, a shutdown valve control chamber, a shutdown valve inlet chamber, an inlet valve, a shutdown valve return chamber, and a brake chamber. The third valve core is located inside the fourth component, the shutdown valve control chamber is located at the upper part of the fourth component and at the outer periphery of the third valve core, the spring is located inside the shutdown valve control chamber, the shutdown valve return chamber and the brake chamber are located at the lower part of the fourth component, and the inlet valve and the shutdown valve inlet chamber are located on the right side of the fourth component.

[0010] According to a specific implementation of an embodiment of this application, the shutdown valve assembly further 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 an electromagnetic retainer. The second shutdown valve port is respectively connected to the electromagnetic retainer 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.

[0011] According to a specific implementation of an embodiment of this application, the electromagnetic retainer includes a shaft, a second steel ball, a first port of the electromagnetic retainer, a second port of the electromagnetic retainer, and a third port of the electromagnetic retainer. The second steel ball is located at the lower end of the shaft. 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 is connected to the first port of the shutdown valve. The third port of the electromagnetic retainer is connected to the fifth port of the shutdown valve and the product oil supply port P, respectively.

[0012] 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 of the shut-off valve is energized, the second armature overcomes the oil inlet pressure of the solenoid valve under the action of electromagnetic force and begins to move. The second armature pushes the push rod, and the push rod moves to push the first steel ball onto the oil inlet valve seat, so that the first steel ball and the oil inlet valve seat are sealed. Oil enters the piston end face of the shut-off valve control chamber, and oil returns to the shut-off valve control chamber through the return valve seat. The first valve core moves towards the piston end, and the oil inlet and brake of the shut-off valve 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, the control magnetic flux generated on the first armature interacts with the permanent magnet flux, and the first armature 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. Under the action of the control pressure difference, the servo valve core 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. When the control pressure and the brake pressure acting on the servo valve core are balanced, the product maintains a braking 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, the two control pressures are the same and act on the annular areas at the left and right ends of the first valve core respectively. The control pressures at the left and right ends of the first valve core are the same. Under the action of the return spring, the servo valve core 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.

[0013] According to a specific implementation of an embodiment of this application, the method further includes: When the emergency stop valve is in the stop brake state, the electromagnetic retainer receives +28V DC, and its shaft extends, pushing the second steel ball downward. The second steel ball closes the oil inlet channel and connects the valve core control chamber and the return oil chamber. The second valve core is pushed to the right by the hydraulic pressure at the left end, closing the product return oil port and connecting the stop valve inlet chamber and the stop valve control chamber. The working fluid acts on the upper end face of the second valve core, pushing the second valve core to move and compressing the spring. When the oil inlet valve end face ring completely covers the oil passage hole on the second valve core, the stop valve return oil chamber is disconnected from the brake chamber. As the second valve core continues to move, the oil passage hole on the second valve core connects with the inner hole of the oil inlet valve, and the working fluid enters the brake chamber, outputting brake pressure to achieve parking brake or takeoff line brake. When the brake is released during shutdown, the electromagnetic retainer receives -28V DC, the shaft retracts, and the second steel ball moves upward under hydraulic pressure, closing the return oil passage and connecting the second valve core's inlet chamber and control chamber. The control chamber pressure pushes the second valve core to the left, closing the product's oil inlet and locking the oil supply. This connects the shutdown valve control chamber and the shutdown valve return oil chamber. The working hydraulic pressure in the shutdown valve control chamber drops to the shutdown valve return oil chamber pressure. Under the action of the spring and the brake chamber hydraulic pressure, the second valve core resets, the four oil passages open, connecting the brake chamber and the shutdown valve return oil chamber, and the product returns to the brake-released state.

[0014] Beneficial effects: The aircraft electronically controlled emergency braking valve and its control method in this application embodiment, through integrated design, integrate the shut-off valve assembly, servo valve assembly, shutdown valve assembly, switching valve assembly, and electromagnetic retainer into one unit, greatly saving installation space within the limited space of the aircraft and solving the problem of large installation space occupied by additional shut-off valves and brake control valves in the prior art. Simultaneously, this brake valve has two states: emergency braking and shutdown braking. It outputs proportional pressure according to the emergency braking command signal for wheel braking, accurately outputting and maintaining the corresponding braking pressure according to different commands, and promptly releasing the braking pressure upon receiving a release command, ensuring the reliability and flexibility of the aircraft braking system and improving the safety of aircraft flight. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a structural diagram of an aircraft electronically controlled emergency braking valve according to an embodiment of the present invention; Figure 2 This is a diagram showing the oil flow direction of an aircraft electronically controlled emergency braking valve in emergency braking state according to an embodiment of the present invention. Figure 3 This is a diagram showing the oil flow direction during the braking state at a stop, according to an embodiment of the present invention.

[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 during hydraulic fluid 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 electronically controlled emergency braking valve for aircraft shutdown, characterized in that, The system 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. The stop valve assembly (2) is connected to the switching valve assembly (4) and the electromagnetic retainer (5) via pipelines. The aircraft's electronically controlled emergency stop valve outputs and maintains the stop brake pressure after receiving the stop brake command. It releases the stop brake pressure after receiving the stop brake release command. The switching valve assembly (4) is provided with a first switching valve inlet, a second switching valve inlet and a switching valve outlet. The first switching valve inlet is connected to the servo valve assembly (1), the second switching valve inlet is connected to the stop valve assembly (2), and the switching valve outlet is connected to the product brake port B. The servo valve assembly (1) includes a servo valve upper housing and a servo valve lower housing. The servo valve upper housing is provided with a first armature (12) and a servo valve coil (11). The servo valve coil (11) is wound on the first armature (12). The servo valve lower housing 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). The second servo valve port is connected to the oil inlet of the first switching valve. 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 stage coil (38), a push rod (37), a first steel ball (36), an oil inlet valve seat (35), and an oil 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 stage coil (38) is wound on the second armature (39), and 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), and the oil inlet valve seat (35) is located on the left side of the steel ball. The oil return valve seat is located on the left side of the second component and communicates with the shut-off valve control chamber (31). 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 servo valve port and the fourth servo valve port 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. The fourth shut-off valve port is connected to the product oil return port R. The shutdown valve assembly (2) includes a third component and a fourth component. The third component includes a second valve core (21). 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 on the upper part of the fourth component and on 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 on the lower part of the fourth component. The inlet valve (26) and the shutdown valve inlet chamber (25) are located on the right side of the fourth component.

2. The aircraft electronically controlled emergency braking valve according to claim 1, characterized in that, 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 of the second switching valve. The fourth shutdown valve port is connected to the product supply oil port P.

3. The aircraft electronically controlled emergency braking valve according to claim 2, characterized in that, 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 return oil 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 supply oil port P, respectively.

4. A control method for an aircraft electronically controlled emergency braking valve as described in any one of claims 1-3, characterized in that, The method includes: 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). 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). The shut-off valve control chamber (31) returns oil through the return valve seat. The first valve core (33) moves toward the piston (32) end. The shut-off valve oil inlet and brake are connected and connected to the servo valve pressure input port. When the servo valve coil (11) is input with control current, the control 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, so that the product oil supply port P and the product brake port B are connected. At the same time, the pressure of 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 area 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 reset 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.

5. The control method according to claim 4, characterized in that, The method further includes: When the emergency stop valve is in the stop brake state, the electromagnetic retainer (5) receives +28V. After DC, the shaft (51) extends and pushes 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) and pushes the second valve core (21) to move, 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). The working fluid enters the brake chamber (28) and outputs brake pressure to realize parking brake or takeoff line brake. When the brake is released during the shutdown state, the electromagnetic retainer (5) receives -28V DC, the shaft (51) retracts, and the second steel ball (52) moves upward under the action of 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 end position, and the second valve core (21) closes the product oil inlet, locks the oil inlet, and connects the shutdown valve control chamber (24) and the shutdown valve return oil chamber (27). The working fluid pressure of the shutdown valve control chamber (24) drops to the pressure of the shutdown valve return oil chamber (27). Under the action of the spring (22) and the hydraulic pressure of the brake chamber (28), the second valve core (21) resets, the four oil passages open, and the brake chamber (28) connects with the shutdown valve return oil chamber (27), and the product returns to the brake-released state.

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