Braking system for an aircraft comprising an electric actuation device controlled by two different movements of the control member

Abstract

The present invention relates to a braking system (1) for an aircraft, the braking system comprising: at least one electro-actuator (2) configured to fill at least one cavity (3L, 3R) of the aircraft's brake with hydraulic fluid (Fs), the electro-actuator (2) having a bistable operating mode and a progressive operating mode; and at least one control member (4) of the electro-actuator (2), characterized in that a first movement of the control member (4) generates a parking command (Co / f) activating the bistable operating mode, and a second movement of the control member (4) generates an emergency braking command (Cv) activating the progressive operating mode, wherein at least one direction of the first movement of the control member (4) between the return oil position and the supply oil position is different from the direction of the second movement between the return oil position and the supply oil position.

Description

Technical Field

[0001] This invention relates to the field of aircraft, and more particularly to an aircraft braking system and braking method. Background Technology

[0002] The braking system of an aircraft must include a normal braking system, an emergency braking system to supplement the normal braking system in case of failure, and a parking brake system that can keep the aircraft stationary.

[0003] The emergency braking system must allow for variable braking pressure levels based on pilot commands.

[0004] The parking brake system must make it possible to maintain the braking pressure level when the aircraft is stationary and during aircraft parking periods.

[0005] A hydraulic-mechanical solution exists that provides a set of components forming part of both an emergency braking system and a parking brake system. This solution has the following disadvantages: difficult installation, the need for cables to extend from the aircraft cockpit to the main landing gear bay, inability to monitor potential faults during aircraft operation (clogging or breakage of cable components), the need for regular maintenance operations (monitoring, lubrication of cable sheaths, etc.), and significant weight of the cable system and its fasteners. Document FR3082503 also describes an electro-actuated solution in which the emergency braking system is at least partially integrated with the parking brake system. In this solution, a valve provides progressive emergency braking and opening / closing the parking brake. The valve is controlled by the action of a control lever equipped with a device capable of delivering a voltage proportional to its position. Pulse width modulation (PWM) control allows the valve to be converted into a proportional valve.

[0006] The drawback of this solution is that it actuates the parking brake only after a more or less extended period of time following the activation of emergency braking.

[0007] Therefore, there is a need for an electrically actuated emergency and parking brake solution that offers easy maintenance, simple installation, low cost, and robustness in the face of driver behavior. Summary of the Invention

[0008] One embodiment relates to a braking system for an aircraft, the braking system including at least one electric actuator and at least one control member of the electric actuator, the at least one electric actuator being configured to fill at least one cavity of an aircraft brake with hydraulic fluid, the electric actuator having, on the one hand, a bistable operating mode in which the hydraulic fluid in at least one cavity of the brake is maintained at a return pressure or a supply pressure, and on the other hand, a progressive operating mode in which the pressure of the hydraulic fluid in at least one cavity of the brake is between the return pressure and the supply pressure, characterized in that a first movement of the control member generates a parking command activating the bistable operating mode, and a second movement of the control member generates an emergency braking command activating the progressive operating mode, wherein at least one direction of the first movement between the return position (corresponding to a command to maintain the hydraulic fluid in at least one cavity of the brake at the return pressure) and the supply position (corresponding to a command to maintain the hydraulic fluid in at least one cavity of the brake at the supply pressure) of the control member is different from one direction of the second movement between the return position and the supply position.

[0009] The electric actuator enables the filling of at least one cavity of the aircraft brake with hydraulic fluid to change the pressure of the hydraulic fluid at the brake between the return oil pressure corresponding to no braking and the supply oil pressure corresponding to maximum braking.

[0010] The electric actuator may include a valve, wherein the valve spool connects to an outlet port leading to at least one chamber of the actuator: - The return port allows for a reduction in hydraulic fluid pressure, which then limits the valve spool to a passive state, or - The oil supply port allows the pressure of the hydraulic fluid to be increased, and the valve core is then restricted to the active state.

[0011] Electrically actuated devices may also include electrical actuators, such as coils or motors, which enable the change of the valve core's state.

[0012] The electric actuator may also include a return spring, which enables the valve core to return to the passive state when the electric actuator is no longer powered.

[0013] The electrically actuated device can operate in two modes based on the received command: - Bistable operating mode, i.e., on / off. In this mode, the electro-actuator allows the hydraulic fluid pressure at the brake to be adjusted to either the return or supply pressure. The bistable operating mode is activated by a parking command. - Progressive operating mode, in which the pressure of the hydraulic fluid at the brake is between the return pressure and the supply pressure, and the pressure of the hydraulic fluid at the brake depends on the second movement applied to the control components by the pilot. Progressive operating mode is activated by an emergency braking command.

[0014] The progressive operating mode can be obtained through PWM control.

[0015] For example, the electric actuator can be of the type described in document FR3082503.

[0016] Control components can be physical components, such as those that can be manually grasped by the aircraft pilot. Control components can be located in the aircraft cockpit so that the pilot can access them. Control components can be of any type, such as levers, triggers, or knobs.

[0017] The motion of the control component corresponds to the continuous position of the control component in space over time.

[0018] The control component can be positioned in at least one return position, in which the control component sends a command to the electric actuator to cause the pressure of the hydraulic fluid at the brake to reach the return pressure.

[0019] The control component can be positioned in at least one oil supply position, in which the control component sends a command to the electric actuator to cause the pressure of the hydraulic fluid at the brake to reach the oil supply pressure.

[0020] The movement of the control component is specifically defined by the following: - Direction of motion, which corresponds to a curve formed by a set of consecutive positions, and - Sense of motion, which corresponds to the orientation of a curve formed by a set of consecutive positions.

[0021] In this case, the direction of the first and second movements is defined as from the return oil position to the supply oil position. In other words, the return oil position corresponds to the upstream position of the movement, and the supply oil position corresponds to the downstream position of the movement of the control component, with the direction of the movement defined as from upstream to downstream.

[0022] When the control component is actuated according to the first movement, a parking command is sent to the electric actuator. The parking command activates the bistable operating mode, thereby causing the hydraulic fluid to reach the supply or return pressure.

[0023] When the control component is actuated according to the second motion, an emergency braking command is sent to the electric actuator. The emergency braking command activates a progressive operating mode, thereby causing the hydraulic fluid to reach a variable value between the supply and return pressures.

[0024] According to some embodiments, the return oil positions of the first and second movements coincide.

[0025] According to some embodiments, the return oil position of the first movement is different from the return oil position of the second movement.

[0026] According to some embodiments, the oil supply position of the first movement is different from the oil supply position of the second movement.

[0027] According to some embodiments, the control element can be positioned in a stationary position, in which the operating modes of the electric actuator are not activated. In other words, in the stationary position, the electric actuator is not activated.

[0028] According to some embodiments, the rest position of the first movement and the second movement of the control component coincide with the return oil position.

[0029] According to some embodiments, the direction of the first movement and / or the second movement is linear.

[0030] According to some embodiments, the direction of the first movement and / or the second movement is circular.

[0031] Therefore, motion relative to a reference frame in the operating position of the control component can be distinguished, which has a linear direction and points forward, backward, right, left, up, or down. Motion relative to a reference frame in the operating position of the control component can also be distinguished, which has a circular direction and points of rotation clockwise or counterclockwise.

[0032] According to the present invention, the control member can be actuated according to a first movement and a second movement, wherein the first movement has at least one direction different from the direction of the second movement. In other words, the first movement and the second movement may have the same direction, but they differ at least in the direction of moving from the return position to the supply position.

[0033] Therefore, the motion associated with the bistable operating mode and the resulting parking command differs from the motion associated with the progressive operating mode and the resulting emergency braking command. More specifically, the braking system according to the invention separates the motion from the generated command, allowing control of each of the two operating modes. Therefore, there is no risk of triggering the progressive operating mode before using the bistable operating mode, and vice versa. Consequently, the control of the braking system is more reliable.

[0034] The purpose of this disclosure may also include one or more of the following features, individually or in combination.

[0035] In some embodiments, the direction of the first motion is opposite to the direction of the second motion.

[0036] Therefore, the directions of motion can be the same, such as linear or circular, but the two motions point in opposite directions. In other words, the movement of the control member in the first direction generates a parking command that actuates the bistable operating mode, while in the second direction opposite to the first direction, the control member generates an emergency braking command that actuates the progressive operating mode.

[0037] For example, a control member pushed upward relative to a reference frame in the operating position will generate a parking command and actuate a bistable operating mode, while a control member pushed downward relative to a reference frame in the operating position will generate an emergency braking command and actuate a progressive operating mode.

[0038] In some embodiments, the first motion and the second motion are selected from linear motion and circular motion.

[0039] Therefore, the direction of movement is either straight or circular.

[0040] In some embodiments, the control member includes a measurement sensor configured to detect the position or force applied to the control member.

[0041] In some embodiments, the measuring sensor detects the position or force applied to the control member, particularly during the second movement.

[0042] Therefore, the control component can generate and transmit an emergency braking command via a measuring sensor, which depends on the position or force applied to the control component.

[0043] This relationship can be the proportional relationship between the value of the emergency braking command and the position or force of the control component.

[0044] Therefore, pilots can easily alter progressive braking by changing the position of the control components or the force applied to them to a greater or lesser extent.

[0045] In some embodiments, the braking system further includes at least one activation device configured to energize the electric actuator.

[0046] The activation device is a safety device that ensures that a simple malfunction of the braking system will not lead to unexpected braking.

[0047] Therefore, the activation device includes an activated state and a deactivated state. In the activated state, the electric actuator is energized, and in the deactivated state, the electric actuator is de-energized (partially or completely).

[0048] When the electric actuator is energized, it can change the pressure of the hydraulic fluid according to the received parking command or emergency braking command.

[0049] When the electric actuator is de-energized (partially or completely), it cannot be controlled. In other words, the electric actuator cannot change the pressure of the hydraulic fluid according to a received parking command or emergency braking command.

[0050] In some embodiments, at least one activation device is positioned on the control member.

[0051] In some embodiments, at least one activation device is a trigger or a knob.

[0052] In some embodiments, at least one activation device serves as an electrical switch.

[0053] Therefore, when the activation device is activated, that is, when it enters the activated state, it powers on the electric actuator. When the activation device is deactivated, that is, when it enters the deactivated state, it de-energizes all or part of the electric actuator.

[0054] For example, the activated state is obtained by applying pressure to the activation device, while the deactivated state is the state of the activation device when no force is applied to it.

[0055] In some embodiments, at least one activation device is configured to generate an activation command that enables control of an electrical switch.

[0056] Then, at least one activation device generates an activation command that actuates an electrical switch, which allows the electrically actuated device to be energized (fully or partially).

[0057] In some embodiments, at least one activation device is implemented by a flight computer.

[0058] The flight computer energizes or de-energizes (all or part) the electrically actuated devices based on factors such as the aircraft operation phase or the pilot's request.

[0059] In some embodiments, the braking system further includes at least one mechanical or electromagnetic locking device configured to prevent movement of the control member.

[0060] Mechanical or electromagnetic locking devices can prevent the first and / or second movements of the control components.

[0061] Mechanical or electromagnetic locking devices can hold the control components in their position.

[0062] The mechanical or electromagnetic locking device includes a locked state in which the position of the control member cannot be changed. Preferably, in the locked state, the mechanical or electromagnetic locking device locks the control member in a stationary position.

[0063] Mechanical or electromagnetic locking devices include an unlocked state, in which the position of the control element can be changed to generate a parking command or an emergency braking command, thereby activating one of the operating modes of the electro-actuator.

[0064] In some embodiments, the activation device is combined with a mechanical or electromagnetic locking device, that is, an action on the activation device also causes the mechanical or electromagnetic locking device to enter an unlocked state.

[0065] Another aspect of the present invention relates to a braking method for an aircraft including a braking system according to the present invention, the method being implemented as follows: - The steps for controlling the parking brake, wherein the pilot actuates the control components according to the second motion; - The steps for controlling emergency braking, in which the pilot actuates control components based on the first motion. Attached Figure Description

[0066] The invention will be better understood from the following description, which relates to several embodiments of the invention, given as non-limiting examples and explained with reference to the accompanying schematic diagrams, wherein: Figure 1 This is a schematic diagram of the braking system according to the present invention; Figure 2 This is a representation of the activation device according to the first embodiment; Figure 3 This is a representation of the activation device according to the second embodiment. Detailed Implementation

[0067] Only elements necessary for understanding the invention are shown. For ease of reading, the same elements are indicated by the same reference numerals in different figures.

[0068] It should be noted that in this document, the terms “forward,” “backward,” “right,” “left,” “up,” and “down” used to describe the direction of movement of control components refer to the movement of the control components relative to the aircraft pilot in their operating position.

[0069] The present invention relates to a braking system 1 for an aircraft.

[0070] exist Figure 1 The aircraft includes two wheels, L and R, each connected to brake chambers 3R and 3L. During braking, these chambers 3L and 3R are filled with hydraulic fluids Fn and Fs.

[0071] When the pressure of the hydraulic fluid Fn and Fs at the brake chambers 3L and 3R is equal to the return oil pressure, no braking occurs; in other words, 0% braking.

[0072] Maximum braking occurs when the pressure of the hydraulic fluid Fn and Fs at the brake chambers 3L and 3R equals the oil supply pressure; in other words, 100% braking occurs.

[0073] When the pressure of the hydraulic fluid Fn and Fs at the brake chambers 3L and 3R is between the supply pressure and the return pressure, variable-level braking occurs; in other words, the braking varies between 0% and 100%.

[0074] Braking system 1 includes a normal braking subsystem designed to provide braking at a variable level, i.e., between 0% and 100%. For this purpose, the normal braking subsystem includes a normal control section that generates commands to actuate a normal hydraulic section SFn, causing the pressure of hydraulic fluid Fn to vary between 0% and 100%. The normal control section includes at least one first controller OC. Fn1 It generates commands transmitted from the first computer CFn1 to the normal hydraulic section. Redundantly, in the first controller OC Fn1 In the event of a failure of the first computer CFn1, the normal control section also includes an emergency controller OC. Fn2 It can generate commands that will be sent from the emergency computer CFn2 to the normal hydraulic section.

[0075] The normal hydraulic section includes multiple components Fne1 and Fne2, which allow the pressure of the hydraulic fluid Fn at the brake chambers 3L and 3R to be changed between the supply pressure and the return pressure.

[0076] There are many ways to implement a normal braking subsystem; the element described is merely an example.

[0077] Braking system 1 also includes an emergency and parking brake subsystem, which is designed to provide both variable-level emergency braking and parking braking under oil supply pressure.

[0078] For this purpose, the emergency and parking brake subsystem specifically includes an emergency hydraulic section SFs, which is equipped with an electric actuator 2.

[0079] The electric actuator 2 may include a valve, wherein the valve spool connects the outlet port of the emergency hydraulic section SFs (which leads to at least one chamber 3L, 3R of the brake) to: - The return port of the emergency hydraulic section SFs allows for a reduction in the pressure of the hydraulic fluid Fs, thus limiting the valve spool to a passive state, or - The oil supply port of the emergency hydraulic section SFs allows the pressure of the hydraulic fluid Fs to be increased, and then the valve core is restricted to the active state.

[0080] The electric actuator 2 may also include an electric actuator, such as an electric coil or an electric motor, so that the state of the valve core can be changed.

[0081] The electric actuator 2 may also include a return spring, which allows the valve core to return to the passive state when the electric actuator is no longer powered.

[0082] The electric actuator 2 can operate in two modes: - Bistable operating mode, i.e., on / off. In this operating mode, the electro-actuator 2 enables the hydraulic fluid Fs at the brake chambers 3R and 3L to be brought to either the return pressure or the supply pressure. The bistable operating mode is activated by the parking command Co / f; - Progressive operating mode, in which the pressure of the hydraulic fluid Fs at the brake chambers 3R and 3L is between the return pressure and the supply pressure. The progressive operating mode is activated by the emergency braking command Cv.

[0083] The progressive operating mode can be obtained through PWM control.

[0084] For example, the electric actuator 2 can be of the type described in document FR3 082 503.

[0085] The emergency and parking brake subsystem also includes at least one control component 4 of the electric actuator 2.

[0086] Control component 4 can be as follows Figure 1 The physical component shown is, for example, a component that can be manually held by the aircraft pilot. Control component 4 can be located in the cockpit 5 of the aircraft so that the pilot can access it. Control component 4 can be of any type, such as a lever, trigger, or knob.

[0087] The movement of control component 4 corresponds to the continuous position of the control component in space over time.

[0088] The control member 4 can be positioned in at least one return position, in which the control member 4 sends a command to the electric actuator 2 to cause the pressure of the hydraulic fluid Fs at the brake to reach the return pressure. In other words, the return position of the control member 4 corresponds to a command to maintain the hydraulic fluid Fs in at least one chamber 3L, 3R of the brake at the return pressure.

[0089] The control member 4 can be positioned in at least one oil supply position, in which the control member 4 sends a command to the electric actuator 2 to make the pressure of the hydraulic fluid Fs at the brake reach the oil supply pressure.

[0090] In other words, the oil supply position corresponds to the command to maintain the hydraulic fluid Fs in at least one chamber 3L, 3R of the brake at the oil supply pressure.

[0091] Finally, the control member 4 can be positioned in a stationary position, in which no command is sent to the electric actuator 2. In other words, when the control member 4 is in the stationary position, the operating modes of the electric actuator 4 are not activated.

[0092] The movement of control component 4 is specifically defined by the following: - The direction of motion, which corresponds to a curve formed by a set of consecutive positions, and - The direction of motion, which corresponds to the orientation of a curve formed by a set of consecutive positions.

[0093] According to the present invention, the control member 4 can be actuated according to a first movement and a second movement, the first movement having at least one direction different from the direction of the second movement. In other words, the first movement and the second movement may have the same direction, but they differ at least in their direction of movement from the return position to the supply position. In this case, the direction of the first movement and the second movement is defined as from the return position to the supply position. In other words, the return position corresponds to the upstream position of the movement, and the supply position corresponds to the downstream position of the movement of the control member 4, and the direction of the movement is defined as from upstream to downstream.

[0094] According to the present invention, the first movement of the control member 4 generates a parking command Co / f to activate the bistable operating mode, and the second movement of the control member 4 generates an emergency braking command Cv to activate the progressive operating mode. The first movement has at least one direction between the return position and the supply position, which is different from the second movement has one direction between the return position and the supply position.

[0095] When the control component 4 is actuated according to the first motion, the parking command Co / f is sent to the electric actuator 2. The parking command Co / f activates the bistable operating mode, thereby causing the hydraulic fluid Fs to reach the supply pressure or return pressure.

[0096] When control component 4 is actuated according to the second motion, an emergency braking command Cv is sent to the electric actuator 2. The emergency braking command Cv activates the progressive operating mode, thereby causing the hydraulic fluid Fs to reach a variable value between the supply pressure and the return pressure.

[0097] Therefore, the motion and parking commands Co / f associated with the bistable operating mode differ from the motion and emergency braking commands Cv associated with the progressive operating mode. More specifically, the braking system 1 according to the invention separates motion and commands, allowing control of each of the two operating modes.

[0098] Therefore, there is no risk of triggering the asymptotic operating mode before using the bistable operating mode, and vice versa. Thus, the control of the braking system is more reliable.

[0099] According to some embodiments, the return oil positions of the first and second movements coincide.

[0100] According to some embodiments, the return oil position of the first movement is different from the return oil position of the second movement.

[0101] According to some embodiments, the oil supply position of the first movement is different from the oil supply position of the second movement.

[0102] According to some embodiments, the rest position of the first movement and the second movement of the control component 4 coincide with the oil return position.

[0103] Therefore, motion relative to a reference frame in the operating position of control member 4 can be distinguished, and this motion has a linear direction and points forward, backward, right, left, up, or down. Motion relative to a reference frame in the operating position of control member 4 can also be distinguished, and this motion has a circular direction and points of rotation clockwise or counterclockwise.

[0104] In some embodiments, the first motion and the second motion are selected from linear motion and circular motion.

[0105] Therefore, the direction of movement is either straight or circular.

[0106] In some embodiments, the control member 4 includes a measuring sensor configured to detect the position or force applied to the control member 4.

[0107] In some embodiments, the measuring sensor detects the position or force applied to the control member 4, particularly during the second movement.

[0108] Therefore, the control component 4 can generate and transmit an emergency braking command Cv through a measuring sensor, which depends on the position or force applied to the control component 4.

[0109] This relationship can be a proportional relationship or a slope relationship between the value of the emergency braking command Cv and the position or force of the control element 4.

[0110] Therefore, the pilot can easily change the progressive braking by altering the position of control element 4 or the force applied to it to a greater or lesser extent.

[0111] According to some embodiments, the direction of the first movement and / or the second movement is linear.

[0112] According to some embodiments, the direction of the first movement and / or the second movement is circular.

[0113] In some embodiments, the direction of the first motion is opposite to the direction of the second motion.

[0114] Therefore, the directions of motion can be the same, such as linear or circular, but the two directions are opposite. In other words, the control member moves in the first direction to generate the parking command Co / f in the actuation bistable operating mode, while in the second direction opposite to the first direction, the control member generates the emergency braking command Cv in the actuation progressive operating mode.

[0115] For example, such as Figure 1 As shown, when control component 4 is pulled upward, it generates an emergency braking command Cv varying between 0% and 100%, which activates the progressive operating mode and thus activates the emergency brake. When control component 4 is pushed downward, it generates a parking command Co / f varying between 0% and -10%. Any parking command Co / f between -10% and -5% is interpreted as a request to activate the parking brake, that is, to bring the hydraulic fluid Fs to the supply pressure; while any parking command Co / f between -5% and 0% is interpreted as a request to deactivate the parking brake, that is, to bring the hydraulic fluid Fs to the return pressure.

[0116] In some embodiments, the braking system 1 further includes at least one activation device 6 configured to energize or de-energize the electric actuator 2.

[0117] Activation device 6 is a safety device that ensures that simple malfunctions in the braking system do not lead to unexpected braking.

[0118] Therefore, the activation device 6 includes an activation state and a deactivation state. In the activation state, the electric actuator 2 is energized, and in the deactivation state, the electric actuator 2 is de-energized.

[0119] When the electric actuator 2 is energized, it can change the pressure of the hydraulic fluid Fs according to the received parking command Co / f or emergency braking command Cv.

[0120] When the electric actuator 2 is de-energized, the electric actuator cannot be controlled. In other words, the electric actuator 2 cannot change the pressure of the hydraulic fluid Fs according to the received parking command Co / f or emergency braking command Cv.

[0121] In some embodiments, at least one activation device 6 is positioned on the control member 4.

[0122] In some embodiments, at least one activation device 6 is a trigger or a knob.

[0123] In some embodiments, such as Figure 2 As shown, at least one activation device 6 serves as an electrical switch 61.

[0124] Therefore, when the activation device 6 is activated, that is, when it enters the activated state, it powers the electric actuator 2, that is, it connects the power supply E1 to the electric actuator 2.

[0125] When the activation device 6 is deactivated, that is, when it enters the deactivated state, it de-energizes the electric actuator 2, that is, it disconnects the connection between the power supply E1 and the electric actuator 2.

[0126] For example, the activated state is obtained by applying pressure to the activation device 6, while the deactivated state is the state when no force is applied to the activation device 6 or after continuous pressing.

[0127] In some embodiments, at least one activation device 6 is configured to generate an activation command Ca, such that the electrical switch 62 can be controlled, for example... Figure 3 As shown.

[0128] Then, at least one activation device 6 generates an activation command Ca, which actuates an electric switch 62, allowing power to be supplied to the electric actuator 2, that is, connecting it to the power supply E1.

[0129] In some embodiments, at least one activation device 6 is implemented by a flight computer.

[0130] The flight computer energizes or de-energizes (all or part) the electric actuator 2 based on, for example, the aircraft operation phase or the pilot's request.

[0131] In some embodiments, the braking system further includes at least one mechanical or electromagnetic locking device configured to prevent movement of the control member 4.

[0132] Mechanical or electromagnetic locking devices can prevent the first and / or second movements of the control component 4.

[0133] A mechanical or electromagnetic locking device can hold the control component 4 in its position.

[0134] The mechanical or electromagnetic locking device includes a locked state in which the position of the control member 4 cannot be changed. Preferably, in the locked state, the mechanical or electromagnetic locking device locks the control member 4 in a stationary position.

[0135] The mechanical or electromagnetic locking device includes an unlocked state, wherein the position of the control member 4 can be changed to activate one of the operating modes of the electro-actuator 2.

[0136] In some embodiments, the activation device 6 is combined with a mechanical or electromagnetic locking device, that is, an action on the activation device 6 also causes the mechanical or electromagnetic locking device to enter an unlocked state.

[0137] Another aspect of the present invention relates to a braking method for an aircraft including a braking system 1 according to the present invention, the method being implemented as follows: - The steps for controlling the parking brake, wherein the pilot actuates the control component 4 according to the second motion actuation; - The steps for controlling emergency braking, wherein the pilot actuates control component 4 according to the first motion actuation.

[0138] Although the invention has been described with reference to specific embodiments, it will be apparent that modifications and changes can be made to these examples without departing from the general scope of the invention as defined by the claims. In particular, various features of the illustrated / described embodiments may be combined in other embodiments. Therefore, the specification and drawings should be considered illustrative rather than restrictive.

[0139] It is also evident that all features described by the reference method can be applied individually or in combination to the apparatus, and conversely, all features described by the reference apparatus can be applied individually or in combination to the method.

Claims

1. A braking system (1) for an aircraft, comprising: At least one electro-actuating device (2) configured to fill at least one cavity (3L, 3R) of an aircraft brake with hydraulic fluid (Fs), the electro-actuating device (2) having, on the one hand, a bistable operating mode in which the hydraulic fluid (Fs) of the at least one cavity (3L, 3R) of the brake is maintained at either a return pressure or a supply pressure, and on the other hand, a progressive operating mode in which the pressure of the hydraulic fluid (Fs) of the at least one cavity (3L, 3R) of the brake is between the return pressure and the supply pressure, and at least one control member (4) of the electro-actuating device (2), characterized in that the first of the control member (4) The movement generates a parking command (Co / f) to activate the bistable operating mode, and the second movement of the control member (4) generates an emergency braking command (Cv) to activate the progressive operating mode. The first movement is at least one direction between the return position and the supply position of the control member (4), which is different from the second movement is at one direction between the return position and the supply position. The return position corresponds to a command to maintain the hydraulic fluid (Fs) of at least one chamber (3L, 3R) of the brake at the return pressure, and the supply position corresponds to a command to maintain the hydraulic fluid (Fs) of at least one chamber (3L, 3R) of the brake at the supply pressure.

2. The braking system (1) according to claim 1, wherein, The direction of the first movement is opposite to the direction of the second movement.

3. The braking system (1) according to any one of the preceding claims, wherein, The first motion and the second motion are selected from linear motion and circular motion.

4. The braking system (1) according to any one of the preceding claims, wherein, The control member (4) includes a measuring sensor configured to detect the position or force applied to the control member (4).

5. The braking system (1) according to any one of the preceding claims further includes at least one activation device (6) configured to energize the electric actuator (2).

6. The braking system (1) according to claim 5, wherein, The at least one activation device (6) serves as an electrical switch (61).

7. The braking system (1) according to claim 5, wherein, The at least one activation device (6) is configured to generate an activation command (Ca) that enables control of the electrical switch (62).

8. The braking system (1) according to claim 5, wherein, The at least one activation device is implemented by a flight computer.

9. The braking system (1) according to any one of the preceding claims further includes at least one mechanical or electromagnetic locking device configured to prevent movement of the control member (4).

10. A braking method for an aircraft, the aircraft comprising a braking system (1) according to any one of the preceding claims, the method being carried out as follows: - Steps for controlling the parking brake, wherein the pilot actuates the control component (4) according to the second movement. - Steps for controlling emergency braking, wherein the pilot actuates the control component (4) according to the first movement.

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