Motor-brake unit, high-lift system, aircraft and procedure

Abstract

The present invention relates to a motor-brake unit, in particular for an aircraft, comprising a motor, a brake, an output and a control unit, which is designed and arranged to actuate the brake, wherein the control unit is designed to open the brake when a torque is applied to the motor and / or the output and / or to close or keep the brake closed when no torque is applied to the motor and / or the output, wherein the control unit has a motor-side and an output-side control disk, wherein at least one of the control disks has one or more control ramps.

Description

[0001] The present invention relates to a motor-brake unit, in particular for an aircraft, comprising a motor, a brake, an output and a control unit, which is designed and arranged to actuate the brake, wherein the control unit is designed to open the brake when a torque is applied to the motor and / or the output and / or to close or keep the brake closed when no torque is applied to the motor and / or the output.

[0002] It is known from the prior art that holding functions for the control surfaces of a high-lift aircraft system are exercised by separate, independent brakes. These brakes are released by heavy electromagnets while the control surfaces are being positioned.

[0003] It is also known that some aircraft types use backstops that hold the respective control surface in any position as long as the engine driving the control surface is off. A disadvantage of these backstops is that they employ constant brakes, meaning that additional energy must be expended each time they are activated to overcome the braking force of the constant brakes and move the backstop, generating a significant amount of heat and energy loss in the process.

[0004] Prior art is also known from EP 4 250 540 A1. This patent discloses a brake that is opened by a force induced by the electric motor. A disadvantage of this invention is that an electric motor which, when driven, still generates enough energy to open a brake in the axial direction is too inefficient for aviation. Or, put another way, an electric motor optimized for aviation or other propulsion applications does not possess sufficient magnetic force to open a brake disclosed in EP 4 250 540 A1.

[0005] Against this background, the present invention aims to improve a motor-brake unit of the type mentioned above, particularly with regard to weight and efficiency.

[0006] This problem is solved by the subject matter with the features of independent claim 1. Advantageous embodiments of the invention are the subject of the dependent claims.

[0007] According to the invention, the control unit has a motor-side and an output-side control disc, wherein at least one of the control discs has one or more control ramps.

[0008] Within the scope of this invention, the term "controlling" is preferably to be understood as meaning that the respective controlled component is opened or closed by means of, in particular, a movement of the controlling component.

[0009] In a closed state of the brake, a force and / or torque flow through the brake is preferably possible. In an open state of the brake, a force and / or torque flow through the brake is preferably not possible.

[0010] The formulation that a torque is applied to the motor preferably includes the case that the motor generates a torque.

[0011] The control discs can be disc-shaped, but they can also have a different shape.

[0012] The control ramp can be a ball or roller ramp.

[0013] The brake is preferably a motor-triggered brake.

[0014] Preferably, a control ramp mechanism is linked to a spring-loaded friction-locked or positive-locking brake.

[0015] Preferably, the motor-brake unit can perform a positioning and / or holding function for an element of a system that can be positioned by any motor.

[0016] Preferably, one or more transmission elements, in particular balls, are arranged between the motor-side and the output-side control disk.

[0017] The transmission element can be a ball or a roller.

[0018] Preferably, the control unit is provided to have a spring element, wherein the spring element is designed and arranged in such a way as to press the control discs against each other and / or to exert a closing force on the brake.

[0019] Preferably, the brake has two brake elements, one of which is connected to a housing and / or the other brake element to the output-side control disc.

[0020] Preferably, the brake elements are provided to have one or no friction lining and / or a positive locking profile, in particular a face toothing.

[0021] Preferably, the brake unit is provided to have one or more travel limiting elements, wherein the travel limiting element or elements are designed and arranged in such a way as to limit a travel and / or movement of the control disc or discs.

[0022] Preferably, the path limiting element or elements are integrated into the control ramp or control ramps in the form of a control ramp stop, forming a stop, in particular an axial and / or radial stop, and / or having or representing a shaped element.

[0023] Preferably, one or more control discs have one or more openings, wherein one or more path limiting elements are designed and arranged to penetrate or enter the opening or openings, or one or more openings. The opening or openings can be fully or partially opaque.

[0024] Preferably, the travel of the control ramp mechanism is limited by a stop in a control ramp.

[0025] Preferably, the travel of the control ramp mechanism is limited by an axial stop.

[0026] Preferably, the travel of the control ramp mechanism is limited by shaped elements, finger elements and / or stops etc. on the outside and / or inside of the control disc or discs.

[0027] Preferably, the motor-brake unit has or has no backstop and / or a constant brake.

[0028] Preferably, the brake is provided to have a friction lining package.

[0029] Preferably, the braking and / or holding force of the brake is significantly increased by using a friction lining package.

[0030] Preferably, the motor is an electric motor.

[0031] Preferably, the control ramp or at least one of the control ramps is designed and arranged in such a way that the braking force of the brake is increased in one, in particular rotation, movement and / or position of the control disc compared to the braking force of the brake in the other, in particular rotation, movement and / or position of the control disc.

[0032] Preferably, the components of the motor-brake unit are arranged and the control ramp is designed asymmetrically in such a way that the braking force increases when actuated in one direction.

[0033] The invention also relates to a high-lift system, in particular for an aircraft, with a motor-brake unit according to the invention as defined in any one of claims 1 to 12.

[0034] Preferably, the motor-brake unit can be used for any system that has elements which are driven and / or positioned by a motor and then held by a brake.

[0035] Preferably, the high-buoyancy system has one or more actuators for controlling a control surface, with a backstop being arranged on each actuator, and the motor-brake unit being designed and arranged to keep the control surface in its current position in the event of the failure of one or more backstops.

[0036] Preferably, the motor-brake unit can be used as an additional safety brake in a system equipped with backstops. In the event of a backstop failure, the motor-brake unit can prevent the slipping backstop from opening the entire drive system via the system's drive train.

[0037] Preferably, the high-buoyancy system includes actuators with backstops on the actuators and a motor-brake unit that can hold the system in the event of failure of at least one backstop, without requiring an additional constant brake or separately switchable brake.

[0038] Preferably, the high-buoyancy system does not have an additional brake unit, preferably not a constant brake and / or a separately switchable brake unit.

[0039] The motor-brake unit can be part of any motor-driven positioning system that can be moved by the motor and that should also remain stationary under load once the motor has stopped or is without energy, in the form of electricity and / or hydraulics, etc.

[0040] The invention also relates to an aircraft, in particular an airplane, with an engine-brake unit according to the invention and / or a high-lift system according to the invention.

[0041] The motor-brake unit is particularly preferred for the electromechanical drive of one or more landing flaps of an aircraft.

[0042] The invention also relates to a method for operating a motor-brake unit according to the invention, comprising the following steps: - Applying torque to the motor and / or the output, in particular by the motor, and releasing the brake; and / or - Applying no torque to the motor and / or the output and closing or keeping the brake closed.

[0043] The terms "motor-side" and "output-side" are preferably to be interpreted such that, in the case of a motor-side element, a drive can be effected by a motor, particularly via a rigid connection, and / or that, in the case of an output-side element, an output can be driven by the output-side element, particularly via a rigid connection. A geometric orientation is therefore not necessarily associated with these terms, although this is also possible.

[0044] It should be noted here that the terms "a" and "an" do not necessarily refer to exactly one of the elements, although this is a possible interpretation, but can also denote a plurality of elements. Likewise, the use of the plural also includes the presence of the element in question in the singular, and conversely, the singular also includes several of the elements in question. Furthermore, all features of the invention described herein can be combined with one another or claimed separately from one another as desired.

[0045] Further advantages, features, and effects of the present invention will become apparent from the following description of preferred embodiments with reference to the figures, in which identical or similar components are designated by the same reference numerals. These figures show: Fig. 1: a sectional view of a first embodiment of a motor-brake unit according to the invention, in which the brake is closed. Fig. 2: a sectional view of a first embodiment of a motor-brake unit according to the invention, in which the brake is open. Fig. 3: a schematic view of a control ramp of a motor-brake unit according to the invention. Fig. 4: a sectional view of a second embodiment of a motor-brake unit according to the invention. Fig. 5: a sectional view of a third embodiment of a motor-brake unit according to the invention. Fig. 6: a sectional view of a fourth embodiment of a motor-brake unit according to the invention. Fig. 7: a sectional view of a fifth embodiment of a motor-brake unit according to the invention.

[0046] Fig. 1 and Fig. Figure 2 shows a basic design with the first embodiment of a motor-brake unit according to the invention. Fig. Figure 1 shows the motor-brake unit in a closed brake state and Fig. Figure 2 shows the motor-brake unit in an open brake position.

[0047] The motor-brake unit made of Fig. 1 and Fig. 2 comprises a motor 1, in the form of an electric motor, a motor-side control disc 2, an output-side control disc 3, brake elements 4, a transmission element 5, in the form of a ball, a spring element 6 and an output 7. The motor-brake unit also includes a housing.

[0048] The motor-side control disc 2, the output-side control disc 3, the transmission element 5, and the spring element 6 are components of a control unit. The brake elements 4 are components of a brake.

[0049] The control unit and the brake are located between the motor 1 and the output 7.

[0050] The motor-side control disc 2 is connected to a shaft of the motor 1. The output-side control disc 3 is connected to a shaft of the output 7.

[0051] Control ramps in the form of ball ramps are arranged in or on the motor-side control disk 2 and the output-side control disk 3, respectively. It is also conceivable that one or more control ramps are arranged in or on only one control disk 2 or 3.

[0052] The motor-side control disc 2 can be rotatably connected to the output-side control disc 3 via the transmission element 5, so that the control discs 2 and 3 can drive each other or one control disc 2, 3 can drive the other control disc 2, 3.

[0053] There can also be several transmission elements 5, in particular three transmission elements 5. Each transmission element is arranged in or on a control ramp of the motor-side control disk 2 and the output-side control disk 3.

[0054] A spring element 6, for example in the form of a disc spring, presses the output-side control disc 3 against the motor-side control disc 2. There may also be several spring elements 6, or the spring element 6 may have several springs.

[0055] Likewise, the spring element 6 presses the output-side control disc 3 against a brake element 4 that is rigidly connected to the housing. The brake is therefore closed, as shown in Fig. 1 is shown.

[0056] Another brake element 4 is rigidly connected to the output-side control disc 3. Several brake elements 4 can also be arranged on the housing and / or the output-side control disc.

[0057] The brake elements 4 can be designed to engage with each other in a frictional or form-fit manner.

[0058] The motor-side and / or output-side control disc 2, 3 can each have axial and / or radial play.

[0059] As soon as motor 1 is driven and a system-side counterforce is applied to output 7, the brake is opened, as described in Fig. 2 is shown.

[0060] The brake is opened by compressing the spring element 6 via the control ramp mechanism, which consists in particular of components 2, 3 and 5.

[0061] The control discs 2 and 3 are driven apart by the transmission element 5 or transmission elements 5, which are moved along ramps of the control ramps, and the output-side control disc 3 or the brake element 4 rigidly connected to the output-side control disc 3 lifts off or detaches from the brake element 4 or brake elements 4 rigidly connected to the housing.

[0062] The control ramps are preferably arranged symmetrically so that the motor 1 can move the system or the control unit in both directions.

[0063] The brake preferably also opens in the case of forward system loads, provided that motor 1 brakes or counteracts.

[0064] As soon as there is no torque on the motor side, the brake closes again, triggered by the spring element 6.

[0065] It is also conceivable that the motor-brake unit has a constant or trigger brake that is not shown.

[0066] In order for motor 1 to release or open the brake, a counterload at output 2 is preferably necessary. This counterload is preferably present when loads such as weight or air loads are applied to the system or output 7. Furthermore, mechanical backstops may also be present in the system, against which motor 1 drives. If none of these conditions are met, the necessary counterload can be compensated for by an additional constant brake. This can, for example, be designed as a friction-based, spring-loaded brake or as a hysteresis brake.

[0067] Preferably, a travel limitation is achieved in the axial and / or radial direction of a path and / or movement of the motor-side control disk 2 and / or the output-side control disk 3. The travel limitation is preferably achieved by means of one or more travel limitation elements.

[0068] Preferably, the control ramps are limited, e.g. by a path limiting element in the form of a stop in one or all control ramps.

[0069] The control ramp mechanism, which consists in particular of components 2, 3 and 5, preferably has a fixed stop to prevent the transmission elements 5 from leaving the respective control ramps. For this purpose, the control ramp itself can have a stop at its end, as shown in Fig. 3 is shown.

[0070] The transmission element 5 in the form of a ball sits in its rest position, i.e., in particular when the brake is closed, at or in the base of the control ramp 2a of the control ramp.

[0071] In particular, when the brake is to be opened, the transmission element 5 can move onto or is moved onto the ramp 2b of the control ramp.

[0072] At the end of ramp 2b a control ramp stop 2c is arranged, which is designed in such a way that the transmission element 5 cannot move further in the direction of the control ramp stop 2c.

[0073] The control ramp can have a ramp 2b and a control ramp stop 2c on only one side, or on both sides, as shown in Fig. 3 is shown.

[0074] Preferably, the ramps 2b of the control ramp can be arranged asymmetrically.

[0075] By designing the gradients of ramps 2b asymmetrically, it is possible to design the switching point differently in the two directions of rotation.

[0076] Preferably, axial travel can be limited. Alternatively, the axial travel of the output-side control disk 3 or the spring travel of the spring element 6 can be limited, as shown in Fig. 2 is shown.

[0077] In the Fig. In the embodiment of the motor-brake unit shown in Figure 4, this unit has a shaped element 8 as a travel limiting element.

[0078] The path limitation can be achieved via one or more form elements 8 that limit a rotation between the two control disks 2 and 3.

[0079] Here, a form element 8 is rigidly connected to the output 7. The form element 8 is slidably connected to the output-side control disk 3, allowing axial relative movement but not rotation. Furthermore, the form element 8 is movably arranged in a pocket or opening 2d of the motor-side control disk 2, enabling a defined rotation.

[0080] The form element 8 can be arranged radially further outwards than the transmission element 5, as shown in Fig. Figure 4 shows that the form element(s) 8 can therefore be arranged on the outside of the control disc(s).

[0081] Fig. Figure 5 shows an arrangement of the form element 8 radially further inwards than the transmission element 5. The form element(s) 8 can therefore be arranged inside the control disk(s) 2, 3 or within the control disk(s) 2, 3.

[0082] The in the Fig. 4 and Fig. The embodiments shown in Figure 5 have the same components as those shown in Figure 5. Fig. 1 and Fig. 2 shows an embodiment in a different arrangement. The spring element 6 and the output-side control disc 3 are in Fig. 4 oriented opposite the motor-side control disc 2, with the output-side control disc 3 in Fig. 1 and Fig. 2 are oriented outwards opposite the motor-side control disc 2.

[0083] In the Fig. In the embodiment shown in Figure 6, the brake has several brake elements 4 in the form of a friction lining pack. The brake can therefore have several friction linings to increase the braking force. Otherwise, the arrangement of the components is as shown in Figure 6. Fig. 6 embodiment as in the one shown in Fig. 1 and Fig. 2 embodiment shown.

[0084] By introducing one or more drivers 9 distributed around the circumference of the output-side control disc 3, several friction pairs can be connected to the output-side control disc 3 in such a way that the braking force is increased.

[0085] In the Fig. 7 embodiment shown, which is one of the embodiments shown in Fig. 4 and Fig. In a similar arrangement of components, one or both of the control discs 2 or 3, or both control discs 2 and 3, each have an asymmetrical control ramp. In particular, this eliminates the need to completely release or open the brake.

[0086] By arranging the components, as shown in Fig. As shown in Figure 7, with an asymmetrical control ramp, where the gradients of ramps 2b are asymmetrical, it is conceivable to use the control ramp to increase the braking force in one direction of rotation. When one or both control discs or the control ramp move, the spring element 6 is compressed, thus increasing the force on the brake element 4.

[0087] Direction-dependent brake force amplification through the control ramp mechanism is conceivable.

[0088] The advantages of the invention lie primarily in the fact that: - The holding function for an element of a system with the motor-brake unit, which can be positioned by a motor, is given as soon as the motor is not driving; - No heavy holding magnet is required for the holding function to open or release the brake; - No additional functionality is required in the system control, such as engine electronics and / or a system computer; - No additional plugs and cables are needed to control the brake; - The brake is purely mechanical; - The brake is highly reliable; - The functionality of the brake can be checked at any time by sensors in a system with the motor-brake unit; - In drive mode, no additional brake is applied in a system with the motor-brake unit, so the motor does not have to exert any additional force; - A system with the motor-brake unit and with backstops can be secured in such a way that one or more backstops may wear out or slip without the system moving uninitiated. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 4 250 540 A1

[0004]

Claims

[1] Motor-brake unit, in particular for an aircraft, comprising a motor, a brake, an output and a control unit configured and arranged to actuate the brake, wherein the control unit is configured to open the brake when a torque is applied to the motor and / or the output and / or to close or keep the brake closed when no torque is applied to the motor and / or the output, characterized by that the control unit has a motor-side and an output-side control disk, wherein at least one of the control disks has one or more control ramps. [2] Motor-brake unit according to claim 1, characterized by , that one or more transmission elements, in particular balls, are arranged between the motor-side and the output-side control disk. [3] Motor-brake unit according to claim 1 or 2, characterized bythat the control unit has a spring element, wherein the spring element is designed and arranged to press the control discs against each other and / or to exert a closing force on the brake. [4] Motor-brake unit according to one of the preceding claims, characterized by that the brake has two brake elements, one of which is connected to a housing and / or the other brake element is connected to the output-side control disc. [5] Motor-brake unit according to claim 4, characterized by that the brake elements each have one or no friction lining and / or a positive locking profile, in particular a face toothing. [6] Motor-brake unit according to one of the preceding claims, characterized bythat the brake unit has one or more travel limiting elements, wherein the travel limiting element or elements are designed and arranged to limit a travel and / or movement of the control disc or discs. [7] Motor-brake unit according to claim 6, characterized by that the path limiting element or elements are integrated into the control ramp or control ramps in the form of a control ramp stop, form a stop, in particular an axial and / or radial stop, and / or have or represent a shaped element. [8] Motor-brake unit according to one of claims 6 or 7, characterized by that one or more control discs have one or more openings, wherein one or more path limiting elements are designed and arranged to penetrate or enter the opening or openings. [9] Motor-brake unit according to any of the preceding claims, characterized by that the motor-brake unit has or has no backstop and / or a constant brake or no constant brake. [10] Motor-brake unit according to any one of the preceding claims, characterized by that the brake has a friction lining package. [11] Motor-brake unit according to one of the preceding claims, characterized by that the motor is an electric motor. [12] Motor-brake unit according to one of the preceding claims, characterized by that the control ramp or at least one of the control ramps is designed and arranged in such a way that the braking force of the brake is increased in one, in particular rotation, movement and / or position of the control disc compared to the braking force of the brake in the other, in particular rotation, movement and / or position of the control disc. [13] High-lift system, in particular for an aircraft, comprising a motor-brake unit according to any one of claims 1 to 12. [14] High-buoyancy system according to claim 13, characterized by that the high-buoyancy system has one or more actuators for controlling a control surface, wherein a backstop is arranged on each actuator, and wherein the motor-brake unit is designed and arranged to hold the control surface in the current position in the event of the failure of one or more backstops. [15] High-buoyancy system according to claim 13 or 14, characterized by that the high-buoyancy system does not have an additional brake unit, preferably not a constant brake and / or a separately switchable brake unit. [16] Aircraft, in particular airplane, with an engine-brake unit according to any one of claims 1 to 12 and / or a high-lift system according to any one of claims 13 to 15. [17] Method for operating a motor-brake unit according to any one of claims 1 to 12, characterized by the following steps: - Applying torque to the motor and / or the output, in particular by the motor, and releasing the brake; and / or - Applying no torque to the motor and / or the output and closing or keeping the brake closed.

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