Brake antiskid control device and aircraft

Abstract

The utility model relates to a brake anti-skid control device which comprises a fluid supply pipeline. The anti-skid valve comprises a first-stage valve and a second-stage valve, the first-stage valve comprises a flow adjusting device and a fluid containing cavity, and the second-stage valve comprises a sliding valve, a pressure control cavity and a pressure feedback cavity, and the pressure control cavity and the pressure feedback cavity are formed in the two opposite sides of the sliding valve; a fluid output line; the control device comprises a brake instruction input part, a pressure monitoring device and a non-instruction brake detection module communicated to the pressure monitoring device, the brake instruction input part controls the flow adjusting device, the pressure monitoring device detects the pressure in the pressure feedback cavity of the second-stage valve, and the non-instruction brake detection module is communicated to the pressure monitoring device. And the non-command brake detection module receives and processes data from the pressure monitoring device and the brake command input part. The brake anti-skid control device can judge whether a fault state that the brake pressure is higher than the command pressure occurs or not, and the reliability of a brake system is improved.

Description

Technical Field

[0001] The utility model belongs to the field of aircraft hydraulic control design, and relates to a brake anti-skid control device, and more specifically, to a self-cleaning and highly reliable aircraft brake anti-skid control device. In addition, the utility model also relates to an aircraft. Background Art

[0002] In hydraulic brake (braking) systems, such as aircraft brake systems, the brake control (anti-skid) device is the interface between the low-power electronic control circuit and the high-power hydraulic brake system.

[0003] According to SAE AIR 1739 "Anti-skid System Information", the schematic diagram of a typical brake anti-skid control device is shown in Figure 1 . A typical brake control device may include a two-stage valve, wherein the first stage includes a flapper / nozzle and the second stage includes a valve core and sleeve. A permanent magnet torque motor in the first stage operates the flapper, while a three-way primary valve is used. In this three-way valve, the electrical signal applied by the brake control unit to the torque motor causes the flapper to move from its zero command position to the return nozzle. The movement of the flapper causes the hydraulic pressure in the pressure control chamber and the pressure feedback chamber to be unbalanced, thereby generating the command pressure of the second-stage spool valve. The force on the spool valve acts to position the spool valve until the equilibrium position is reached, and the port pressure of the pressure feedback chamber can balance the command pressure. The output of the brake control valve provides the control pressure for the brake device. In the latest brake electronic control anti-skid system, the pressure application and reduction functions are provided by a single brake control valve, and the brake control command is input into the brake control unit, combined with the anti-skid and other control functions, and the control command is applied to the torque motor through the control signal connector. In this case, the movement of the flapper from the relaxed position can be used to increase the pressure of the brake device, and increasing the current flowing to the brake control valve increases the brake braking pressure.

[0004] Since the brake anti-skid control valve and its internal nozzle baffle are extremely delicate and easily affected by contaminants, the baffle of the control valve may be blocked. In this way, even if there is no control current (command), the brake pressure will still be output, which will cause abnormalities in the brake system. If this abnormality occurs on an aircraft using this control valve, it may cause the aircraft's tires to wear or even burst, increase repair and maintenance costs, and may affect flight safety.

[0005] Therefore, there is still a need to provide an improved brake anti-skid control device that can overcome one or more disadvantages of the prior art. Utility Model Content

[0006] The purpose of the utility model is to provide a brake anti-skid control device, which is self-cleaning and has high reliability, eliminates or at least reduces the influence of pollutants on the hydraulic brake control system, and avoids or at least reduces the problems such as reduced reliability of the brake system and non-command operation of the brake caused thereby.

[0007] According to one aspect of the utility model, a brake anti-skid control device is proposed, which may include: a fluid supply line, the fluid supply line is used to supply hydraulic fluid to the brake anti-skid control device; an anti-skid valve, the anti-skid valve includes a first-stage valve and a second-stage valve, wherein the first-stage valve includes a flow regulating device and a fluid receiving chamber, the flow regulating device regulates the flow of fluid entering the fluid receiving chamber via the fluid supply line; and wherein the second-stage valve includes a slide valve and a pressure control chamber and a pressure feedback chamber arranged on opposite sides of the slide valve, the pressure control chamber fluid is connected to the fluid receiving chamber; a fluid output line, the fluid output line is connected to the second-stage valve and is selectively connected to the fluid supply line according to the position of the slide valve; and a control device, the control device includes a brake command input part, a pressure monitoring device and a non-command brake detection module connected to the pressure monitoring device, wherein the brake command input part controls the flow regulating device, the pressure monitoring device detects the pressure in the pressure feedback chamber of the second-stage valve, and the non-command brake detection module receives and processes data from the pressure monitoring device and the brake command input part.

[0008] This brake anti-skid control device can determine whether a fault state occurs in which the brake pressure is higher than the command pressure, thereby improving the reliability of the brake system. With the help of data from the non-command brake detection module, the brake anti-skid control device can perform corresponding operations to automatically eliminate the fault state caused by the hydraulic brake control system being affected by contaminants.

[0009] According to the above aspects of the utility model, preferably, the flow regulating device may include: a nozzle, the nozzle is connected to a fluid supply line; a baffle, the baffle is arranged facing the nozzle; and an actuator, the actuator is used to actuate the baffle so that the baffle moves relative to the nozzle to change the flow rate of the hydraulic fluid flowing out of the nozzle.

[0010] Through this arrangement, a high-power hydraulic brake system can be controlled by a low-power electronic control circuit, so that the pressure of the hydraulic brake system can be accurately and reliably controlled, improving the reliability of the brake system.

[0011] According to the above aspects of the utility model, preferably, the actuator may include a torque motor and an electromagnetic coil, and the baffle is provided with a ferromagnetic material. Through this arrangement, the hydraulic pressure of the hydraulic brake system can be reliably controlled by means of the electromagnetic interaction force and the magnitude of the current fed to the electromagnetic coil. For example, the displacement degree of the baffle is controlled by changing the magnitude of the magnetic force, thereby changing the flow rate of the hydraulic fluid flowing out of the nozzle.

[0012] According to the above aspects of the present invention, preferably, the control device may further include a cleaning control module, which may be connected to the non-command brake detection module and the electromagnetic coil, and may supply high-frequency current pulses to the electromagnetic coil.

[0013] In this way, when a fault is detected in the flow regulating device, for example, when the duration of the fault state exceeds a predetermined first threshold time, a control instruction can be issued to the cleaning control module to supply a high-frequency current pulse to the electromagnetic coil, so that the distance between the oil inlet nozzle and the baffle is instantaneously increased and the baffle can be caused to vibrate reciprocatingly at a high frequency, thereby achieving the technical effect of automatically removing contaminants.

[0014] According to the above aspects of the utility model, preferably, the control device may also include a cut-off control module and a cut-off device, the cut-off control module is connected to the non-command brake detection module and the cut-off device, and the cut-off device is fluidly connected in the fluid supply line, wherein the cut-off control module controls the operation of the cut-off device to selectively disconnect the fluid supply line.

[0015] For example, when the fault state duration exceeds a predetermined second threshold time, a control instruction can be sent to the cut-off control module to disconnect the fluid supply line with the help of a cut-off device, thereby reducing the pressure of the hydraulic fluid in the pressure control chamber (or brake control chamber), thereby releasing the brake pressure and protecting the tire from wear or blowout.

[0016] According to the above aspects of the present invention, preferably, the sliding valve is able to move between a connected state and a closed state relative to the valve body of the second-stage valve, wherein, in the connected state, the fluid supply pipeline is fluidically connected to the fluid output pipeline, and in the closed state, the fluid supply pipeline is not fluidically connected to the fluid output pipeline.

[0017] In this way, whether the hydraulic fluid is supplied to the fluid output line (eg, the brake output oil circuit) is controlled by the slide valve, thereby achieving a desired braking operation.

[0018] According to the above aspects of the utility model, preferably, the slide valve may further include a pressure balancing pipeline, and the pressure balancing pipeline fluidly connects the pressure feedback chamber and the fluid output pipeline.

[0019] In this way, under the pressure balance state, the pressure of the fluid in the pressure control chamber and the pressure feedback chamber on both sides of the sliding valve remains approximately equal, and the pressure of the fluid in the pressure feedback chamber and the fluid output pipeline remains approximately equal, so that the pressure of the hydraulic fluid in the fluid output pipeline can be accurately controlled by controlling the pressure of the hydraulic fluid in the pressure control chamber to accurately control the fluid pressure in the brake oil circuit.

[0020] According to the above aspects of the utility model, preferably, a pressure control chamber can be formed between the slide valve and the valve body, and a biasing member can be provided in the pressure control chamber. The biasing member can help return the slide valve to its initial position, so that in the initial position, the fluid supply line is not fluidically connected to the fluid output line.

[0021] According to the above aspects of the utility model, preferably, the brake anti-skid control device may further include a filter device, which is arranged in the fluid supply pipeline. In this way, the brake anti-skid control device can be further prevented from being affected by contaminants that may exist in the hydraulic fluid, thereby improving the reliability of the brake system.

[0022] According to another aspect of the present invention, an aircraft is provided which includes the braking anti-skid control device according to the above aspects.

[0023] Therefore, the brake anti-skid control device of the utility model can meet the use requirements, overcome the shortcomings of the prior art and achieve the predetermined purpose. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to further clearly describe the ventilation system according to the utility model, the utility model will be described in detail below in conjunction with the accompanying drawings and specific embodiments. In the accompanying drawings:

[0025] Figure 1 shows a schematic diagram of a typical brake skid control device; and

[0026] Figure 2 A schematic diagram of a brake anti-skid control device according to a non-limiting embodiment of the present utility model is shown.

[0027] The above drawings are only schematic and not drawn strictly to scale. List of reference numerals in the drawings and embodiments: 100 - brake anti-skid control device, comprising:

[0028] 10- Fluid supply pipeline, including:

[0029] 11-first oil inlet;

[0030] 12- Nozzle oil inlet;

[0031] 20-Anti-skid valve, including:

[0032] 30-First stage valve, including:

[0033] 31-Flow regulating device, including:

[0034] 311-nozzle;

[0035] 312-Baffle, including:

[0036] 312A-Baffle suspension diaphragm;

[0037] 313-Actuator, including:

[0038] 313A-torque motor;

[0039] 313B-electromagnetic coil;

[0040] 32- fluid receiving chamber;

[0041] 40 - Second stage valve, including:

[0042] 41-Slide valve, including:

[0043] 41A-pressure balance line;

[0044] 41B- fluid guide portion;

[0045] 42-pressure control chamber;

[0046] 43-pressure feedback chamber;

[0047] 44-Valve body, including:

[0048] 44A-fluid communication portion;

[0049] 45- biasing member;

[0050] 50- fluid output pipeline;

[0051] 60- Control device, including:

[0052] 61- brake command input unit;

[0053] 62-pressure monitoring device;

[0054] 63- non-command brake detection module;

[0055] 64-cleaning control module;

[0056] 65-cut off the control module;

[0057] 66-cutting device;

[0058] 70- Filtering device. DETAILED DESCRIPTION

[0059] It should be understood that, unless explicitly stated otherwise, the present invention may adopt various alternative orientations and step sequences. It should also be understood that the specific devices shown in the drawings and described in the specification are merely exemplary embodiments of the utility model concepts disclosed and defined herein. Therefore, unless otherwise explicitly stated, the specific orientations, directions or other physical features involved in the various embodiments disclosed should not be considered as limitations.

[0060] Figure 2 FIG. 1 is a schematic diagram of a brake anti-skid control device 100 according to a non-limiting embodiment of the present invention.

[0061] As shown in the figure and as a non-limiting example, the brake anti-skid control device 100 may mainly include: a fluid supply line 10, an anti-skid valve 20, a fluid output line 50, a control device 60 and the like.

[0062] The fluid supply line 10 can be used to supply hydraulic fluid to the brake anti-skid control device 100. For example, the fluid supply line 10 can be fluidically connected to a fluid reservoir via a hydraulic pump and a corresponding control valve, etc., so as to supply a fluid such as oil to the fluid output line 50 via the anti-skid valve 20, thereby controlling the flow rate and / or pressure of the fluid input to the brake system.

[0063] exist Figure 2 In the illustrated embodiment, the fluid supply pipeline 10 may include a first oil inlet 11 and a nozzle oil inlet 12 arranged along the fluid flow direction, that is, the first oil inlet 11 may be arranged upstream of the nozzle oil inlet 12, and the nozzle oil inlet 12 may be connected to the nozzle 311 described in more detail below.

[0064] The anti-slip valve 20 may be a two-stage valve and may include a first-stage valve 30 and a second-stage valve 40. As an example, the first-stage valve 30 and the second-stage valve 40 may be integrated, and the first-stage valve 30 may be used to control the opening or closing of the second-stage valve 40. Figure 2 In the illustrated embodiment, the first stage valve 30 may be located above the second stage valve 40 .

[0065] like Figure 2 As shown, the first stage valve 30 may include a flow regulating device 31 and a fluid receiving chamber 32. The flow regulating device 31 may regulate the flow of the hydraulic fluid entering the fluid receiving chamber 32 via the fluid supply line 10.

[0066] exist Figure 2 In the example shown, the flow regulating device 31 may include a nozzle 311 , a baffle 312 , and an actuator 313 .

[0067] The nozzle 311 may be connected to the fluid supply line 10 to guide and spray the fluid (eg, hydraulic oil) from the fluid supply line 10 into the inner space of the fluid receiving chamber 32. As described above, the nozzle 311 may be connected to the nozzle oil inlet 12 of the fluid supply line 10.

[0068] The baffle 312 may be disposed facing the nozzle 311. As an example, the baffle 312 may be fixed to a baffle suspension diaphragm 312A, for example, one end of the baffle 312 may be fixed to the baffle suspension diaphragm 312A. The baffle suspension diaphragm 312A may constrain the displacement and movement of the baffle 312.

[0069] For example, the nozzle 311 may face the first side of the baffle 312 , and the flow rate of the hydraulic fluid flowing out of the nozzle 311 may be changed by changing the distance between the nozzle 311 and the first side of the baffle 312 , thereby adjusting the pressure inside the first stage valve 30 .

[0070] As an example, the actuator 313 may be used to actuate the flapper 312 such that the flapper 312 moves relative to the nozzle 311 to change the flow rate of the hydraulic fluid flowing out of the nozzle 311 .

[0071] like Figure 2 As schematically shown in FIG. 3 , the actuator 313 may include a torque motor 313A and an electromagnetic coil 313B, and the baffle 312 may be provided with a ferromagnetic material. The torque motor 313A may be used to receive a control instruction to drive the baffle 312 to move. The electromagnetic coil 313B may be used to provide an electromagnetic force to drive the baffle 312 by means of an electromagnetic interaction force (e.g., magnetic attraction or repulsion).

[0072] The second stage valve 40 may include a spool valve 41 and a pressure control chamber 42 and a pressure feedback chamber 43 disposed on opposite sides of the spool valve 41, and the pressure control chamber 42 is fluidically connected to the fluid receiving chamber 32. Figure 2 In the illustrated example, the spool valve 41 is movable in a substantially vertical direction relative to the valve body 44 of the second stage valve 40 between a communication state and a closed state, so that the second stage valve 40 is selectively communicated or closed.

[0073] In the connected state (e.g., the spool valve 41 may be located at the lower part relative to the valve body 44), the fluid supply line 10 may be fluidly connected to the fluid output line 50, and in the closed state (e.g., the spool valve 41 may be located at the upper part relative to the valve body 44), the fluid supply line 10 is not fluidly connected to the fluid output line 50. In this way, the fluid output line 50 may be connected to the second-stage valve 40 and selectively connected to the fluid supply line 10 according to the position of the spool valve 41.

[0074] The spool valve 41 may further include a pressure balancing line 41A that fluidly connects the pressure feedback chamber 43 and the fluid output line 50 to balance the fluid pressure therebetween.

[0075] like Figure 2 As shown in , the valve body 44 may be provided with a fluid communication portion 44A so that even in the closed state of the second-stage valve 40, the fluid communication portion 44A allows the fluid to communicate to the nozzle 311 via the valve body 44 via the fluid supply line 10. For example, the fluid communication portion 44A may be in the form of a circumferential groove around the body of the spool valve 41 to allow a flow passage to be formed between the spool valve 41 and the valve body 44.

[0076] The pressure control chamber 42 may be formed between the slide valve 41 and the valve body 44, and a biasing member 45 may be provided in the pressure control chamber 42, which may bias the slide valve 41 upward, that is, make the second stage valve 40 in a closed state by default. The biasing member 45 may be a coil spring, for example.

[0077] As the pressure of the hydraulic fluid in the pressure control chamber 42 increases, the spool valve 41 will be forced to move downward, so that the fluid supply line 10 is connected to the fluid output line 50 via the fluid guide portion 41B of the spool valve 41. At this time, the fluid pressure in the fluid output line 50 is balanced with the fluid pressure in the pressure feedback chamber 43 via the pressure balance line 41A, and after reaching a predetermined pressure threshold, the fluid pressure in the pressure feedback chamber 43 is substantially equal to the fluid pressure in the pressure control chamber 42 (the difference is determined by the spring force of the biasing member 45, the weight of the spool valve 41 itself, and the friction between the spool valve 41 and the valve body 44, etc.).

[0078] In this way, by controlling the movement of the baffle 312 close to or away from the nozzle 311, the flow of the nozzle 311 and the pressure of the hydraulic fluid in the fluid receiving chamber 32 and the pressure control chamber 42 can be controlled, thereby controlling the fluid pressure in the pressure feedback chamber 43 and the fluid output pipeline 50.

[0079] The control device 60 may be disposed at a lower portion of the second stage valve 40 , and may include a brake command input 61 , a pressure monitoring device 62 , and a non-commanded brake detection module 63 connected to the pressure monitoring device 62 .

[0080] As an example, the brake command input unit 61 can control the flow regulating device 31. For example, the brake command input unit 61 can include an electrical interface, and the magnitude of the current or voltage fed to the electromagnetic coil 313B of the flow regulating device 31 is controlled through the electrical interface, so as to adjust the distance between the baffle 312 and the nozzle 311 by controlling the magnitude of the electromagnetic force generated by the electromagnetic coil 313B, so as to adjust the magnitude of the flow of the hydraulic fluid entering the fluid receiving chamber 32 through the nozzle 311.

[0081] The pressure monitoring device 62 may detect the pressure of the hydraulic fluid in the pressure feedback chamber 43 of the second stage valve 40 and convert the sensed pressure into an electrical signal. As an example, the pressure monitoring device 62 may be a pressure sensor.

[0082] The non-command brake detection module 63 can be used to receive and process data from the pressure monitoring device 62 and the brake command input unit 61. For example, the non-command brake detection module 63 can receive a first pressure value in the pressure feedback chamber 43 indicated by the pressure monitoring device 62, and can receive a second pressure value of the hydraulic pressure of the expected command corresponding to the brake command input unit 61, and compare the difference between the first pressure value and the second pressure value to determine whether a fault state occurs in which the brake fluid pressure is higher than the commanded hydraulic pressure.

[0083] In addition, the control device 60 further includes a cleaning control module 64 , which can be connected to the non-commanded brake detection module 63 and the electromagnetic coil 313B, and can supply high-frequency current pulses to the electromagnetic coil 313B.

[0084] For example, if the non-command brake detection module 63 determines that a fault state occurs in which the brake pressure is higher than the commanded fluid pressure, then a control command can be issued through the cleaning control module 64 after the fault state lasts for a first threshold time t1, so that the high-frequency current pulse flowing through the electromagnetic coil 313B causes the high-frequency magnetic field (and the electromagnetic force generated thereby) to change, so that the baffle 312 made of ferromagnetic material can vibrate accordingly, especially high-frequency vibration, thereby cleaning the contaminants attached to the baffle 312 and achieving the purpose of cleaning.

[0085] As a preferred embodiment, the control device 60 may further include a cut-off control module 65 and a cut-off device 66. The cut-off control module 65 may be connected to the non-command brake detection module 63 and the cut-off device 66, and the cut-off device 66 is fluidically connected in the fluid supply line 10. As shown in the figure, the cut-off device 66 may be arranged between the first oil inlet 11 and the nozzle oil inlet 12. In this way, the cut-off device 66 may be used to control the connection or cut-off of the first oil inlet 11 and the nozzle oil inlet 12 after receiving the instruction of the cut-off control module 65.

[0086] The cut-off control module 65 may control the operation of the cut-off device 66 , for example, may send a corresponding control signal to an actuator of the cut-off device 66 , and the actuator is actuated to selectively disconnect the fluid supply line 10 .

[0087] Thus, for example, if the non-command brake detection module 63 determines that a fault state in which the brake pressure is higher than the command pressure occurs, a control instruction may be issued to the cut-off control module 65 after the fault state lasts for a second threshold time t2, so as to disconnect the fluid supply line 10. Preferably, the second threshold time t2 may be greater than the first threshold time t1 mentioned above.

[0088] The non-command braking detection module 63 can receive the electrical signal indicating the pressure of the hydraulic fluid in the pressure feedback chamber 43 from the pressure monitoring device 62 and the brake control command signal transmitted by the brake command input unit 61, and use a predetermined program to determine in real time whether the relationship between the electrical signal of the actual brake pressure and the brake control command signal reaches the non-command braking state.

[0089] Once it is detected that the non-command braking state meets a certain set first threshold time t1, an instruction is output to the cleaning control module 64 of the first-stage valve 30, so that it additionally sends a high-current pulse control signal to enhance the electromagnetic force of the electromagnetic coil 313B, thereby moving the baffle 312 away from the oil inlet of the nozzle 311. The oil inlet nozzle can instantly provide a larger flow and pressure, thereby cleaning the contaminants between the oil inlet nozzle 311 and the baffle 312.

[0090] When the non-command brake detection module 63 continuously detects the non-command brake state and satisfies a certain set second threshold time t2 (t2 can be longer than t1), a control instruction is output to the cut-off control module 65, so that the cut-off control module 65 is activated to cut off the first oil inlet path 11 of the oil inlet nozzle and the nozzle oil inlet path 12. At this time, the pressure of the fluid in the pressure control chamber 42 can be reduced, so that the slide valve 41 of the second-stage valve 40 returns to the position where there is no brake pressure output, thereby releasing the brake pressure and achieving the technical effect of protecting the tire.

[0091] Thus, the brake anti-skid control device 100 according to the utility model can self-clean the stuck contaminants, can self-release the non-command brake pressure, and has the non-command brake pressure monitoring function. In addition, the brake anti-skid control device 100 according to the utility model can selectively provide different protection measures for different non-command brake pressure durations.

[0092] According to the present invention, the modules such as the non-command brake detection module 63, the cleaning control module 64 and the control module 65 included in the control device 60 can be embodied as a dedicated integrated circuit chip and / or some other type of highly integrated circuit chip. Alternatively, these modules in the control device 60 can be in the form of a microprocessor or discrete electrical and electronic components. As schematically described above, these control modules can control the command signal sent to the cleaning control module 64 or the cut-off device 66 based on the signal received from the components such as the brake command input unit 61 or the pressure monitoring device 62 and the control program stored in the memory (not shown).

[0093] The memory may include a non-transitory storage medium that electronically stores information. The memory may include one or more of an optically readable storage medium, a charge-based storage medium (e.g., EEPROM, RAM, etc.), a solid-state storage medium (e.g., a flash drive, etc.), and / or other electronically readable storage medium. The electronic memory may store a control algorithm, a first threshold time t1 and a second threshold time t2 that may be set by a maintenance person, information determined by a processor, information received from a sensor, or other information that implements the functions described herein, etc.

[0094] In addition, if Figure 2 As shown in , the brake skid control device 100 may further include a filter device 70, and the filter device 70 may be disposed in the fluid supply line 10. For example, the filter device 70 may include a filter element that may be replaced regularly.

[0095] As a non-limiting example, the brake anti-skid control device 100 according to the present invention can be operated as follows:

[0096] First, the brake anti-skid control device 100 can receive a brake control signal transmitted from the brake command input unit 61 as an input signal. The brake control signal is applied to the electromagnetic coil 313B through the non-command brake detection module 63 and the cleaning control module 64 of the first-stage valve 30, so that the baffle 312 moves away from the oil inlet nozzle 311. At this time, the cut-off device 66 connected between the first oil inlet path 11 and the nozzle oil inlet path 12 can be in a conducting state, so that the first oil inlet path 11 and the nozzle oil inlet path 12 can be fluidically connected.

[0097] At this time, the flow rate of the nozzle 311 increases, and the pressure of the brake fluid in the pressure control chamber 42 increases, so that the slide valve 41 of the second-stage valve 40 can slide toward the pressure feedback chamber 43, and the fluid supply pipeline (oil inlet line) and the fluid output pipeline (brake output oil line) 50 are gradually connected. The fluid pressure in the pressure feedback chamber 43 increases until it reaches a balance with the fluid pressure in the pressure control chamber 42, thereby achieving brake pressure control.

[0098] If contaminants occur and the distance between the baffle 312 and the nozzle 311 cannot be adjusted as expected, after the brake control signal from the brake command input unit 61 is reduced, the pressure of the brake fluid in the pressure control chamber 42 and the pressure feedback chamber 43 cannot drop as expected.

[0099] At this time, the pressure monitoring device 62 converts the pressure of the brake fluid in the pressure feedback chamber 43 detected into an electrical signal and transmits it to the non-command brake detection module 63. The non-command brake detection module 63 can determine in real time through the circuit whether there is a difference between the actual brake pressure and the brake pressure corresponding to the brake control signal and the size of the difference. When the difference meets a certain threshold, the non-command brake detection module 63 can start timing. When a certain set first threshold time t1 is met, an instruction can be output to the cleaning control module 64 of the first-stage valve 30 to make it send out an additional high-current pulse control signal, which acts on the electromagnetic coil 313B to periodically enhance the electromagnetic force of the electromagnetic coil 313B, so that the position of the baffle 312 is periodically away from the nozzle 311.

[0100] The nozzle 311 can instantly provide a larger flow and pressure, thereby clearing the contaminants between the nozzle 311 and the baffle 312, and releasing the brake pressure in the pressure control chamber 42, thereby releasing the fluid pressure in the fluid output pipeline 50. If the high current pulse control signal fails to successfully clear the contaminants between the nozzle 311 and the baffle 312, the non-command brake detection module 63 can continue to time. When a certain set second threshold time t2 (the t2 can be longer than t1) is met, a control instruction is output to the cut-off control module 65, so that the cut-off control module 65 starts and controls the cut-off device 66 to cut off the first oil inlet path 11 and the nozzle oil inlet path 12 of the oil inlet nozzle 311, thereby cutting off the hydraulic fluid supplied to the nozzle 311, and then reducing the pressure of the fluid in the pressure control chamber 42, so that the slide valve 41 of the second stage valve 40 returns to the position without brake pressure output, thereby releasing the brake pressure of the fluid in the fluid output pipeline 50, and achieving the effect of releasing the non-command brake state.

[0101] As used herein, the terms "upper" or "lower" indicating position or orientation, and the terms "first", "second", etc. used to indicate order are only for the purpose of enabling those of ordinary skill in the art to better understand the concept of the present invention shown in the form of a preferred embodiment, and are not used to limit the present invention. Unless otherwise specified, all orders, positions or orientations are only used for the purpose of distinguishing one element / component / structure from another element / component / structure, and unless otherwise specified, do not represent any particular order, order of operation, direction or orientation. For example, in an alternative embodiment, the "first threshold time" may be the "second threshold time", and the "upper" may alternatively refer to the "lower".

[0102] In summary, the brake anti-skid control device 100 according to the embodiment of the utility model overcomes the shortcomings of the prior art and achieves the intended purpose of the utility model.

[0103] Although the brake anti-skid control device of the utility model is described above in combination with the preferred embodiments, those skilled in the art should recognize that the above examples are only for illustration and cannot be used as limitations on the utility model. Therefore, various modifications and variations can be made to the utility model within the spirit of the claims, and these modifications and variations will fall within the scope required by the claims of the utility model.

Claims

1. A brake anti-skid control device (100), characterized in that: The brake anti-skid control device (100) comprises: a fluid supply line (10) for supplying hydraulic fluid to the brake anti-skid control device (100); An anti-slip valve (20), comprising a first-stage valve (30) and a second-stage valve (40), The first-stage valve (30) comprises a flow regulating device (31) and a fluid receiving chamber (32), wherein the flow regulating device (31) regulates the flow of the fluid entering the fluid receiving chamber (32) via the fluid supply pipeline (10); and The second-stage valve (40) comprises a slide valve (41) and a pressure control chamber (42) and a pressure feedback chamber (43) arranged on opposite sides of the slide valve (41), and the pressure control chamber (42) is fluidically connected to the fluid receiving chamber (32); a fluid output line (50) connected to the second stage valve (40) and selectively connected to the fluid supply line (10) depending on the position of the spool valve (41); and A control device (60), comprising a brake command input unit (61), a pressure monitoring device (62), and a non-command brake detection module (63) connected to the pressure monitoring device (62), The brake command input unit (61) controls the flow regulating device (31), the pressure monitoring device (62) detects the pressure in the pressure feedback chamber (43) of the second-stage valve (40), and the non-command brake detection module (63) receives and processes data from the pressure monitoring device (62) and the brake command input unit (61).

2. The brake anti-skid control device (100) according to claim 1, characterized in that: The flow regulating device (31) comprises: a nozzle (311) connected to the fluid supply line (10); a baffle (312), the baffle being arranged facing the nozzle (311); and An actuator (313) is used to actuate the baffle (312) so that the baffle (312) moves relative to the nozzle (311) to change the flow rate of the hydraulic fluid flowing out of the nozzle (311).

3. The brake anti-skid control device (100) according to claim 2, characterized in that: The actuator (313) includes a torque motor (313A) and an electromagnetic coil (313B), and the baffle (312) is provided with a ferromagnetic material.

4. The brake anti-skid control device (100) according to claim 3, characterized in that: The control device (60) further comprises a cleaning control module (64) which is connected to the non-commanded brake detection module (63) and the electromagnetic coil (313B) and is capable of supplying high-frequency current pulses to the electromagnetic coil (313B).

5. The brake anti-skid control device (100) according to claim 4, characterized in that: The control device (60) further includes a cut-off control module (65) and a cut-off device (66), wherein the cut-off control module (65) is connected to the non-commanded brake detection module (63) and the cut-off device (66), and the cut-off device (66) is fluidically connected in the fluid supply pipeline (10), wherein the cut-off control module (65) controls the operation of the cut-off device (66) to selectively disconnect the fluid supply pipeline (10).

6. The brake anti-skid control device (100) according to any one of claims 1 to 5, characterized in that: The slide valve (41) is movable relative to the valve body (44) of the second-stage valve (40) between a connected state and a closed state, wherein in the connected state, the fluid supply line (10) is fluidically connected to the fluid output line (50), and in the closed state, the fluid supply line (10) is not fluidically connected to the fluid output line (50).

7. The brake anti-skid control device (100) according to claim 6, characterized in that: The slide valve (41) further comprises a pressure balancing pipeline (41A), wherein the pressure balancing pipeline fluidly connects the pressure feedback chamber (43) and the fluid output pipeline (50).

8. The brake anti-skid control device (100) according to claim 6, characterized in that: The pressure control chamber (42) is formed between the spool valve (41) and the valve body (44), and a biasing member (45) is provided in the pressure control chamber (42).

9. The brake anti-skid control device (100) according to any one of claims 1 to 5, characterized in that: The brake anti-skid control device (100) further comprises a filter device (70), which is arranged in the fluid supply pipeline (10).

10. An aircraft comprising a brake anti-skid control device (100) according to any one of claims 1-9.

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