Braking system for an aircraft comprising an electrically actuated device controlled by means of two different movements of a control member

Abstract

Braking system (1) for an aircraft comprising at least one electrically actuated device (2) configured to fill at least one cavity (3L, 3R) of a brake of the aircraft with a hydraulic fluid (Fs), said electrically actuated device (2) having a bi-stable operating mode, and a progressive operating mode, and at least one control member (4) of the electrically actuated device (2), characterized in that a first movement of the control member (4) generates a parking command (Co / f) which activates the bi-stable operating mode, and that a second movement of the control member (4) generates an emergency braking command (Cv) which activates the progressive operating mode, at least one direction of the first movement between a return position of the control member (4), and a supply position, being different from a direction of the second movement between the return position and the supply position.

Description

Title of the invention: Braking system for an aircraft comprising an electrically actuated device controlled by means of two different movements of a control member Technical field

[0001] The invention relates to the field of aircraft and more particularly to a braking system and a braking method for an aircraft. State of the prior art

[0002] A braking system of an aircraft must comprise a normal braking system, an emergency braking system, which supplements the normal braking system in the event of a failure, and a parking braking system enabling the aircraft to be kept stationary.

[0003] The emergency braking system must allow a pressure level in the brakes which is variable depending on an order from a pilot.

[0004] The parking braking system must allow the pressure level in the brakes to be maintained when stopped and when the aircraft is switched off.

[0005] There is a hydro-mechanical solution proposing a set of components forming part of both the emergency braking system and the parking braking system. This solution has disadvantages such as: difficulty of installation, cable having to pass from a cockpit of the aircraft to a hold of the main landing gear, lack of possible monitoring of possible failures during use of the aircraft (jamming or breakage of a cable element), need to carry out regular maintenance operations (monitoring, greasing of a cable sheath, etc.), significant mass of the cable system and its attachments.

[0006] There is also an electrically actuated solution described by document FR3082503 in which the emergency braking system is at least partly combined with the parking braking system. In this solution, a distributor provides both progressive emergency braking and all-or-nothing parking braking. Said distributor is controlled by an action on a control lever equipped with a device capable of delivering a voltage proportional to its position. PWM (Pulse Width Modulation) control makes it possible to transform this distributor into a proportional valve.

[0007] The disadvantage of this solution is that the parking brake is activated after a more or less prolonged period of activation of the emergency brake.

[0008] There is therefore a need for an emergency braking and parking solution. electrical operation which allows easy maintenance, easy installation, inexpensive, and robust with regard to pilot behavior. Statement of the invention

[0009] One embodiment relates to a braking system for an aircraft comprising at least one electrically actuated device configured to fill at least one cavity of a brake of the aircraft with a hydraulic fluid, said electrically actuated device having on the one hand a bi-stable operating mode in which the hydraulic fluid of the at least one cavity of the brake is maintained at a return pressure or at a supply pressure, and on the other hand a progressive operating mode in which the pressure of the hydraulic fluid of the at least one cavity of the brake is between the return pressure and the supply pressure, and at least one control member of the electrically actuated device, characterized in that a first movement of the control member generates a parking command which activates the bi-stable operating mode,and that a second movement of the control member generates an emergency braking command which activates the progressive operating mode, at least one direction of the first movement between a return position of the control member, corresponding to an order to maintain the hydraulic fluid of the at least one cavity of the brake at the return pressure, and a supply position, corresponding to an order to maintain the hydraulic fluid of the at least one cavity of the brake at the supply pressure, being different from a direction of the second movement between the return position and the supply position.

[0010] The electrically actuated device makes it possible to fill the at least one cavity of the aircraft brake with a hydraulic fluid so as to vary a pressure of the hydraulic fluid at the brakes between a return pressure corresponding to no braking, and a supply pressure corresponding to maximum braking.

[0011] The electrically actuated device may comprise a distributor in which a spool of the distributor connects an output port to the at least one cavity of the brake to: - a return port allowing the pressure of the hydraulic fluid to be reduced, we then define that the drawer is in a passive state, or at - a supply port allowing the pressure of the hydraulic fluid to be increased, we then define that the drawer is in an active state.

[0012] The electrically actuated device may further comprise an electrical actuator, such as an electric coil or an electric motor, for modifying the state of the drawer.

[0013] The electrically actuated device may also include a return spring for returning the spool to the passive state when the electric actuator is no longer powered.

[0014] The electrically actuated device can operate, depending on the order received, in two modes: - the bi-stable operating mode, i.e. all or nothing. In this operating mode, the electrically actuated device allows the hydraulic fluid pressure at the brake to be set to the return pressure or the supply pressure. The bi-stable operating mode is activated by a park command; - the progressive operating mode in which the hydraulic fluid pressure at the brake is between the return pressure and the supply pressure, the hydraulic fluid pressure at the brake being dependent on the second movement applied by a pilot to the control member. The progressive operating mode is activated by an emergency braking command.

[0015] The progressive operating mode can be obtained by a PWM control.

[0016] For example, the electrically actuated device may be of the type described in document FR3 082 503.

[0017] The control member may be a physical member, for example one that can be held manually by the pilot of the aircraft. The control member may be positioned in the cockpit of the aircraft so as to be accessible to the pilot. The control member may be of any type such as: a joystick, a trigger, a rotary knob.

[0018] A movement of the control member corresponds to the successive positions taken by the control member in space over time.

[0019] The control member may be positioned in at least one return position in which the control member sends a command to the electrically actuated device to bring the hydraulic fluid pressure at the brake to the return pressure.

[0020] The control member can be positioned in at least one supply position in which the control member sends a command to the electrically actuated device to bring the pressure of the hydraulic fluid at the brake to the supply pressure.

[0021] The movement of the control member is notably defined by: - a direction of movement which corresponds to a curve formed by all the successive positions, and - a direction of movement which corresponds to an orientation of the curve formed by all the successive positions.

[0022] In this case, the direction of the first movement and the second movement is defined from the return position to the feed position. In other words, the position of return corresponds to an upstream of the movement and the feed position corresponds to a downstream of the movement of the control member, the direction of the movement being defined from upstream to downstream.

[0023] When the control member is actuated according to the first movement, a parking command is sent to the electrically actuated device. The parking command activates the bi-stable operating mode and therefore a setting of the hydraulic fluid at the supply pressure or at the return pressure.

[0024] When the control member is actuated according to the second movement, an emergency braking command is sent to the electrically actuated device. The emergency braking command activates the progressive operating mode and therefore sets the hydraulic fluid to a variable value between the supply pressure and the return pressure.

[0025] According to certain embodiments, the return positions of the first movement and the second movement are merged.

[0026] According to certain embodiments, the return position of the first movement is distinct from the return position of the second movement.

[0027] According to certain embodiments, the feed position of the first movement is distinct from the feed position of the second movement.

[0028] According to some embodiments, the control member may be positioned in a rest position in which none of the operating modes of the electrically actuated device are actuated. In other words, in the rest position, the electrically actuated device is not activated.

[0029] According to certain embodiments, the rest position and the return positions of the first movement and the second movement of the control member are the same.

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

[0031] According to certain embodiments, the direction of the first movement and / or the second movement is circular.

[0032] Thus, it is possible to distinguish a movement, relative to a reference frame in which the control member is in a usage situation, having a rectilinear direction and a forward, backward, right, left, up, or down direction. It is also possible to distinguish a movement, relative to the reference frame in which the control member is in the usage situation, having a circular direction and a clockwise or counterclockwise direction of rotation.

[0033] According to the invention, the control member can be actuated according to the first movement and according to the 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 an identical direction but they are distinguished at least by their direction to move from the return position to the feed position.

[0034] Thus, the movement associated with the bi-stable operating mode, and the generated parking order, is different from the movement associated with the progressive operating mode, and the generated emergency braking order. More particularly, the braking system according to the invention dissociates the movement and the generated orders making it possible to control each of the two operating modes. There is therefore no risk of triggering the progressive operating mode before using the bi-stable operating mode, and vice versa. Control of the braking system is therefore more reliable.

[0035] The subject matter of the present disclosure may also have one or more of the following characteristics taken alone or in combination.

[0036] In some embodiments, the direction of the first movement is opposite to the direction of the second movement.

[0037] Thus, the direction of the movement may be identical, for example rectilinear or circular, but the direction of the two movements is opposite. In other words, a movement in a first direction of the control member generates the parking command which activates the bi-stable operating mode while in a second direction, opposite to the first direction, the control member generates the emergency braking command which activates the progressive operating mode.

[0038] For example, the control member pushed upwards relative to the reference frame in which the control member is in the usage situation will generate the parking order and activate the bi-stable operating mode while the control member pushed downwards relative to the reference frame in which the control member is in the usage situation will generate the emergency braking order and activate the progressive operating mode.

[0039] In certain embodiments, the first movement and the second movement are chosen from: a rectilinear movement, a circular movement.

[0040] The direction of movement is therefore rectilinear or circular.

[0041] In some embodiments, the control member comprises a measurement sensor configured to detect a position or a force exerted on the control member.

[0042] In certain embodiments, the measurement sensor detects the position or the force exerted on the control member, in particular during the second movement.

[0043] Thus, the control member, by means of the measuring sensor, can generate and transmit the emergency braking order depending on the position or the force exerted on the control member.

[0044] Dependence can be a proportional relationship between a value of the order of emergency braking, and the position or force of the control organ.

[0045] The pilot can therefore easily vary the progressive braking by modifying more or less the position of, or the force exerted on, the control member.

[0046] In some embodiments, the braking system also includes at least one activation device configured to energize the electrically actuated device.

[0047] The activation device is a safety device ensuring that a simple failure of the braking system does not produce unwanted braking.

[0048] For this, the activation device comprises an activated state in which the electrically actuated device is powered up and a deactivated state in which the electrically actuated device is powered down (partially or totally).

[0049] When the electrically actuated device is energized, the electrically actuated device may modify the pressure of the hydraulic fluid in accordance with the park command or the emergency braking command received.

[0050] When the electrically actuated device is switched off (partially or completely), the electrically actuated device cannot be controlled. In other words, the electrically actuated device cannot modify the pressure of the hydraulic fluid according to the parking command or the emergency braking command received.

[0051] In some embodiments, the at least one activation device is positioned on the control member.

[0052] In some embodiments, the at least one activation device is a trigger, or a button.

[0053] In some embodiments, the at least one activation device has a function of an electrical switch.

[0054] Thus when the activation device is activated, i.e. put into the activated state, it powers up the electrically actuated device. When the activation device is deactivated, i.e. put into the deactivated state, it powers down all or part of the electrically actuated device.

[0055] For example, the activated state is achieved by pressure being exerted on the activation device while the deactivated state is the state of the activation device when no force is exerted on the activation device.

[0056] In some embodiments, the at least one activation device is configured to generate an activation command for controlling an electrical switch.

[0057] The at least one activation device then generates an activation order which actuates an electrical switch, the electrical switch allowing the electrically actuated device to be powered up (totally or partially).

[0058] In some embodiments, the at least one activation device is provided by a flight computer.

[0059] The flight computer generates a power-up or power-down (total or partial) of the electrically actuated device according to, for example, an operational phase of the aircraft, or a request from the pilot.

[0060] In some embodiments, the braking system also includes at least one mechanical or electromagnetic locking device configured to prevent movement of the control member.

[0061] The mechanical or electromagnetic locking device can prevent the first movement and / or the second movement of the control member.

[0062] The mechanical or electromagnetic locking device can hold the control member in its position.

[0063] The mechanical or electromagnetic locking device comprises a locked state in which a position of the control member cannot be modified. Preferably, in the locked state, the mechanical or electromagnetic locking device locks the control member in the rest position.

[0064] The mechanical or electromagnetic locking device comprises an unlocked state in which a position of the control member can be modified so as to generate a parking command or an emergency braking command to activate one of the operating modes of the electrically actuated device.

[0065] In certain embodiments, the activation device and the mechanical or electromagnetic blocking device are merged, i.e. an action on the activation device also puts the mechanical or electromagnetic blocking device in the unlocked state.

[0066] Another aspect of the invention relates to a braking method for an aircraft comprising a braking system according to the invention, implementing: - A step of controlling parking braking in which a pilot actuates the control member following the second movement; - A step of controlling emergency braking in which the pilot operates the control member following the first movement. Brief description of the drawings

[0067] The invention will be better understood, thanks to the following description, which relates to several embodiments according to the present invention, given as non-limiting examples and explained with reference to the appended schematic drawings, in which:

[0068] [Fig-1] is a schematic representation of a braking system according to the invention;

[0069] [Fig.2] is a representation of an activation device according to a first mode of realization ;

[0070] [Fig.3] is a representation of an activation device according to a second embodiment. Description of the embodiments

[0071] Only the elements necessary for understanding the invention have been shown. To facilitate reading of the drawings, the same elements bear the same references from one figure to another.

[0072] It will be noted that in this document, the terms “front”, “back”, “right”, “left”, “up”, “down”, used to describe a direction of movement of the control member refer to the movement of the control member in a usage situation relative to a pilot of the aircraft.

[0073] The invention relates to a braking system 1 for an aircraft.

[0074] In [Fig. 1], the aircraft comprises two wheels L, R each being connected to a brake cavity 3R, 3L. During braking, said cavities 3L, 3R are filled with a hydraulic fluid Fn, Fs.

[0075] When a pressure of the hydraulic fluid Fn, Fs at the level of the cavities 3L, 3R of the brakes is equal to a return pressure, no braking is carried out, in other words 0% braking.

[0076] When a pressure of the hydraulic fluid Fn, Fs at the level of the cavities 3L, 3R of the brakes is equal to a supply pressure, braking at a maximum level is carried out, in other words 100% braking.

[0077] When a pressure of the hydraulic fluid Fn, Fs at the cavities 3L, 3R of the brakes is between the supply pressure and the return pressure, braking at a variable level is carried out, in other words braking varying between 0% and 100%.

[0078] The braking system 1 comprises a normal braking subsystem which has the purpose of ensuring braking at a variable level, i.e. between 0% and 100%. For this, the normal braking subsystem comprises a normal control part which generates an order intended to control a normal hydraulic part, the normal hydraulic part SFn varying the pressure of the hydraulic fluid Fn between 0% and 100%. The normal control part comprises at least a first control member OCFni which generates an order transmitted by a first computer CFnl to the normal hydraulic part. In a redundant manner in the event of failure of the first control member OCFni and / or the first computer CFnl, the normal control part also comprises a backup control member OCFn2 which can generate an order which will be transmitted by a backup computer CFn2 to the normal hydraulic part.

[0079] The normal hydraulic part comprises a plurality of elements Fnel, Fne2, making it possible to vary the pressure of the hydraulic fluid Fn at the level of the cavities 3L, 3R brakes between supply pressure and return pressure.

[0080] There are many ways to realize the normal braking subsystem, the elements described are only an example.

[0081] The braking system 1 also comprises an emergency and parking braking subsystem which has the purpose of ensuring on the one hand emergency braking at a variable level, and on the other hand parking braking at the supply pressure.

[0082] For this purpose, the emergency and park braking subsystem includes in particular an emergency hydraulic part SFs which is equipped with an electrically actuated device 2.

[0083] The electrically actuated device 2 may comprise a distributor in which a slide of the distributor connects an output port of the emergency hydraulic part SFs to the at least one cavity 3L, 3R of the brake to: - a return port of the emergency hydraulic part SFs, allowing the pressure of the hydraulic fluid Fs to be reduced, we then define that the drawer is in a passive state, or at - a supply port for the emergency hydraulic part SFs, allowing the pressure of the hydraulic fluid Fs to be increased, we then define that the drawer is in an active state.

[0084] The electrically actuated device 2 may further comprise an electrical actuator, such as an electric coil or an electric motor, making it possible to modify the state of the drawer.

[0085] The electrically actuated device 2 may also comprise a return spring making it possible to return the drawer to the passive state when the electric actuator is no longer powered.

[0086] The electrically actuated device 2 can operate in two modes: - a bi-stable operating mode, i.e. all or nothing. In this operating mode, the electrically actuated device 2 makes it possible to set the pressure of the hydraulic fluid Fs at the cavity 3R, 3L of the brake to the return pressure or to the supply pressure. The bi-stable operating mode is activated by a park command Co / f; - a progressive operating mode in which the hydraulic fluid pressure Fs at the brake cavity 3R, 3L is between the return pressure and the supply pressure. The progressive operating mode is activated by an emergency braking command Cv.

[0087] The progressive operating mode can be obtained by a PWM command.

[0088] For example, the electrically actuated device 2 may be of the type described in document FR3 082 503.

[0089] The emergency and park braking subsystem also comprises at least one member control 4 of the electrically actuated device 2,

[0090] The control member 4 may be a physical member as illustrated in [Fig. 1], for example capable of being held manually by a pilot of the aircraft. The control member 4 may be positioned in a cockpit 5 of the aircraft so as to be accessible to the pilot. The control member 4 may be of any type such as: a joystick, a trigger, a rotary button.

[0091] A movement of the control member 4 corresponds to the successive positions taken by the control member in space over time.

[0092] The control member 4 can be positioned in at least one return position in which the control member 4 sends an order to the electrically actuated device 2 to set the pressure of the hydraulic fluid Fs at the brake to the return pressure. In other words, the return position of the control member 4 corresponds to an order to maintain the hydraulic fluid Fs of the at least one cavity 3L, 3R of the brake at the return pressure,

[0093] The control member 4 can be positioned in at least one supply position in which the control member 4 sends an order to the electrically actuated device 2 to set the pressure of the hydraulic fluid Fs at the brake to the supply pressure. In other words, the supply position corresponds to an order to maintain the hydraulic fluid Fs of the at least one cavity 3L, 3R of the brake at the supply pressure.

[0094] Finally, the control member 4 can be positioned in a rest position in which no order is sent to the electrically actuated device 2. In other words, when the control member 4 is in the rest position, none of the operating modes of the electrically actuated device 4 are activated.

[0095] The movement of the control member 4 is notably defined by: - ​​a direction of movement which corresponds to a curve formed by all of the successive positions, and - a direction of movement which corresponds to an orientation of the curve formed by all the successive positions.

[0096] According to the invention, the control member 4 can be actuated according to a first movement and according to 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 can have an identical direction but they are distinguished at least by their direction for passing from the return position to the supply position. In the present case, the direction of the first movement and the second movement is defined from the return position to the supply position. In other words, the return position corresponds to an upstream of the movement and the supply position corresponds to a downstream of the movement of the control member 4, the direction of movement being defined from upstream to downstream.

[0097] According to the invention, the first movement of the control member 4 generates a parking command Co / f which activates the bi-stable operating mode, and the second movement of the control member 4 generates an emergency braking command Cv which activates the progressive operating mode, at least one direction of the first movement between the return position and the supply position being different from a direction of the second movement between the return position and the supply position.

[0098] When the control member 4 is actuated according to the first movement, the parking order Co / f is sent to the electrically actuated device 2. The parking order Co / f activates the bi-stable operating mode and therefore a setting of the hydraulic fluid Fs at the supply pressure or at the return pressure.

[0099] When the control member 4 is actuated according to the second movement, the emergency braking order Cv is sent to the electrically actuated device 2. The emergency braking order Cv activates the progressive operating mode and therefore a setting of the hydraulic fluid Fs to a variable value between the supply pressure and the return pressure.

[0100] Thus, the movement and the parking order Co / f associated with the bi-stable operating mode is different from the movement and the emergency braking order Cv associated with the progressive operating mode. More particularly, the braking system 1 according to the invention dissociates the movement and the orders making it possible to control each of the two operating modes. There is therefore no risk of triggering the progressive operating mode before using the bi-stable operating mode, and vice versa. The control of the braking system is therefore more reliable.

[0101] According to certain embodiments, the return positions of the first movement and the second movement are merged.

[0102] According to certain embodiments, the return position of the first movement is distinct from the return position of the second movement.

[0103] According to certain embodiments, the feed position of the first movement is distinct from the feed position of the second movement.

[0104] According to certain embodiments, the rest position and the return positions of the first movement and the second movement of the control member 4 are the same.

[0105] Thus, it is possible to distinguish a movement, relative to a frame of reference in which the control member 4 is in a usage situation, having a rectilinear direction and a forward, backward, right, left, up, or down direction. It is also possible to distinguish a movement, relative to the frame of reference in which the control member 4 is in the usage situation, having a circular direction and a clockwise or counterclockwise direction of rotation.

[0106] In certain embodiments, the first movement and the second movement are chosen from: a rectilinear movement, a circular movement.

[0107] The direction of movement is therefore rectilinear or circular.

[0108] In certain embodiments, the control member 4 comprises a measurement sensor configured to detect a position or a force exerted on the control member 4.

[0109] In certain embodiments, the measurement sensor detects the position or the force exerted on the control member 4 in particular during the second movement.

[0110] Thus, the control member 4, by means of the measuring sensor, can generate and transmit the emergency braking order Cv depending on the position or the force exerted on the control member 4.

[0111] The dependence may be a proportional or multi-slope relationship between a value of the emergency braking order Cv and the position or force of the control member 4.

[0112] The pilot can therefore easily vary the progressive braking by modifying more or less the position of, or the force exerted on, the control member 4.

[0113] According to certain embodiments, the direction of the first movement and / or the second movement is rectilinear.

[0114] According to certain embodiments, the direction of the first movement and / or the second movement is circular.

[0115] In some embodiments, the direction of the first movement is opposite to the direction of the second movement.

[0116] Thus, the direction of the movement can be identical, for example rectilinear or circular, but the direction of the two movements is opposite. In other words, a movement in a first direction of the control member generates the parking order Co / f which activates the bi-stable operating mode while in a second direction, opposite to the first direction, the control member generates the emergency braking order Cv which activates the progressive operating mode.

[0117] For example, and as illustrated in [Fig.l], when the control member 4 is pulled upwards, the control member 4 generates the emergency braking command Cv varying between 0% and 100% which activates the progressive operating mode and therefore emergency braking. When the control member 4 is pushed downwards, the control member 4 generates the parking command Co / f varying over a range between 0% and -10%, any parking command Co / f between -10% and -5% will then be interpreted as a request to activate the parking brake, i.e., a pressurization of the hydraulic fluid supply Fs, while any parking command Co / f between -5% and 0% will then be interpreted as a request to deactivate the parking brake, i.e., a pressurization of the hydraulic fluid return Fs,

[0118] In some embodiments, the braking system 1 also comprises at least at least one activation device 6 configured to turn off or on the electrically actuated device 2.

[0119] The activation device 6 is a safety device ensuring that a simple failure of the braking system does not produce unwanted braking.

[0120] For this, the activation device 6 comprises an activated state in which the electrically actuated device 2 is powered on and a deactivated state in which the electrically actuated device 2 is powered off.

[0121] When the electrically actuated device 2 is powered up, the electrically actuated device 2 can modify the pressure of the hydraulic fluid Fs according to the parking command Co / f or the emergency braking command Cv received.

[0122] When the electrically actuated device 2 is powered off, the electrically actuated device 2 cannot be controlled. In other words, the electrically actuated device 2 cannot modify the pressure of the hydraulic fluid Fs according to the parking command Co / f or the emergency braking command Cv received.

[0123] In certain embodiments, the at least one activation device 6 is positioned on the control member 4.

[0124] In some embodiments, the at least one activation device 6 is a trigger, or a button.

[0125] In some embodiments, the at least one activation device 6 has a function of an electrical switch 61 as illustrated in [Fig.2].

[0126] Thus when the activation device 6 is activated, that is to say put in the activated state, it energizes the electrically actuated device 2, that is to say it connects an electrical power supply E1 to the electrically actuated device 2.

[0127] When the activation device 6 is deactivated, i.e. put in the deactivated state, it switches off the electrically actuated device 2, i.e. it cuts the link between the electrical power supply E1 and the electrically actuated device 2.

[0128] For example, the activated state is obtained by pressure exerted on the activation device 6 while the deactivated state is the state of the activation device 6 when no force is exerted on the activation device 6 or following successive presses.

[0129] In certain embodiments, the at least one activation device 6 is configured to generate an activation order Ca making it possible to control an electrical switch 62, as illustrated in [Fig.3].

[0130] The at least one activation device 6 then generates an activation order Ca which actuates an electrical switch 62, the electrical switch 62 enabling the electrically actuated device 2 to be powered up, i.e. its connection with the electrical power supply El.

[0131] In certain embodiments, the at least one activation device 6 is produced by a flight computer.

[0132] The flight computer generates a power-up or power-down (total or partial) of the electrically actuated device 2 according to, for example, an operational phase of the aircraft, or a request from the pilot.

[0133] In some embodiments, the braking system also comprises at least one mechanical or electromagnetic locking device configured to prevent movement of the control member 4.

[0134] The mechanical or electromagnetic locking device can prevent the first movement and / or the second movement of the control member 4.

[0135] The mechanical or electromagnetic locking device can hold the control member 4 in its position.

[0136] The mechanical or electromagnetic locking device comprises a locked state in which a position of the control member 4 cannot be modified. Preferably, in the locked state, the mechanical or electromagnetic locking device blocks the control member 4 in the rest position.

[0137] The mechanical or electromagnetic locking device comprises an unlocked state in which a position of the control member 4 can be modified so as to activate one of the operating modes of the electrically actuated device 2.

[0138] In certain embodiments, the activation device 6 and the mechanical or electromagnetic blocking device are combined, that is to say that an action on the activation device 6 also puts the mechanical or electromagnetic blocking device in the unlocked state.

[0139] Another aspect of the invention relates to a braking method for an aircraft comprising a braking system 1 according to the invention, implementing: - A step of controlling parking braking in which a pilot actuates the control member 4 following the second movement; - A step of controlling emergency braking in which the pilot actuates the control member 4 following the first movement.

[0140] Although the present invention has been described with reference to specific embodiments, it is obvious that modifications and changes may be made to these examples without departing from the general scope of the invention as defined by the claims. In particular, individual features of the various illustrated / mentioned embodiments may be combined in additional embodiments. Therefore, the description and drawings should be considered in an illustrative rather than restrictive sense.

[0141] It is also obvious that all the characteristics described with reference to a method are transposable, alone or in combination, to a device, and vice versa, all the characteristics described with reference to a device are transposable, alone or in combination, to a process.

Claims

Claims

1. Braking system (1) for an aircraft comprising at least one electrically actuated device (2) configured to fill at least one cavity (3L, 3R) of a brake of the aircraft with a hydraulic fluid (Fs), said electrically actuated device (2) having on the one hand a bi-stable operating mode in which the hydraulic fluid (Fs) of the at least one cavity (3L, 3R) of the brake is maintained at a return pressure or at 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 electrically actuated device (2), characterized in that a first movement of the control member (4) generates a parking command (Co / f) which activates the bi-stable operating mode,and that a second movement of the control member (4) generates an emergency braking command (Cv) which activates the progressive operating mode, at least one direction of the first movement between a return position of the control member (4), corresponding to an order to maintain the hydraulic fluid (Fs) of the at least one cavity (3L, 3R) of the brake at the return pressure, and a supply position, corresponding to an order to maintain the hydraulic fluid (Fs) of the at least one cavity (3L, 3R) of the brake at the supply pressure, being different from a direction of the second movement between the return position and the supply position.,

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

3. Braking system (1) according to any one of the preceding claims, wherein the first movement and the second movement are chosen from: a rectilinear movement, a circular movement.

4. Braking system (1) according to any one of the preceding claims, wherein the control member (4) comprises a measuring sensor configured to detect a position or a force exerted on the control member (4).

5. A braking system (1) according to any preceding claim, also comprising at least one activation device (6) configured to energize the electrically actuated device (2).

6. Braking system (1) according to claim 5, wherein the at least one activation device (6) has a function of an electrical switch (61).

7. Braking system (1) according to claim 5, wherein the at least one activation device (6) is configured to generate an activation order (Ca) for controlling an electrical switch (62).

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

9. Braking system (1) according to any one of the preceding claims, also comprising at least one mechanical or electromagnetic locking device configured to prevent movement of the control member (4).

10. Braking method for an aircraft comprising a braking system (1) according to any one of the preceding claims, implementing: - A step of controlling parking braking in which a pilot actuates the control member (4) following the second movement; - A step of controlling emergency braking in which the pilot actuates the control member (4) following the first movement.

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