Braking system for an aircraft comprising an electrically actuated device controlled by a first and a second control element

Abstract

A braking system (1) for an aircraft comprising at least one electrically actuated device (2) configured to fill at least one cavity (3L, 3R) of an aircraft brake with a hydraulic fluid (Fs), said electrically actuated device (2) having a bistable operating mode and a progressive operating mode, and at least one first control element (4) of the electrically actuated device (2), characterized in that the braking system comprises at least one second control element (5) of the electrically actuated device (2), the first control element (4) generating a park command (Co / f) that activates the bistable operating mode, and the second control element (5) generating an emergency braking command (Cv) that activates the progressive operating mode, the at least one first control element (4) being independent of the at least one second control element (5). Figure 1

Description

Title of the invention: Braking system for an aircraft comprising an electrically actuated device controlled by a first and a second 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 Prior art

[0002] An aircraft braking system must include 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 to keep the aircraft stationary.

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

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

[0005] A hydro-mechanical solution exists that offers 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, the cable having to run from an aircraft cockpit to a main landing gear bay, no possibility of monitoring potential failures during aircraft operation (jamming or breakage of a cable element), the need for regular maintenance operations (monitoring, greasing a cable sheath, etc.), and the significant mass of the cable system and its attachments.

[0006] There is also an electrically actuated solution described in document FR3082503 in which the emergency braking system is at least partially combined with the parking braking system. In this solution, a distributor provides both progressive emergency braking and on / off parking braking. This 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 allows this distributor to be transformed into a proportional valve.

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

[0008] There is therefore a need for an emergency braking and parking solution with ac- electrical operation which allows for easy maintenance, easy installation, low cost, and robustness with respect to pilot behavior. Description 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 an aircraft brake with hydraulic fluid, said electrically actuated device having, on the one hand, a bistable operating mode in which the hydraulic fluid of 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 at least one cavity of the brake is between the return pressure and the supply pressure, and at least one first control element of the electrically actuated device, characterized in that the braking system comprises at least one second control element of the electrically actuated device,a movement of the first control element generating a park command that activates the bistable operating mode, and a movement of the second control element generating an emergency braking command that activates the progressive operating mode, the at least one first control element being independent of the at least one second control element.

[0010] The electrically actuated device makes it possible to fill at least one cavity of the aircraft brake with a hydraulic fluid so as to vary a hydraulic fluid pressure 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 include a distributor in which a distributor spool connects an output port to at least one brake cavity at: - a return port allowing the hydraulic fluid pressure to decrease; the spool is then defined as being in a passive state, or - a supply port allowing the hydraulic fluid pressure to be increased, the spool is then defined as being in an active state.

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

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

[0014] The electrically actuated device can operate, according to the command received, in two modes: - the bistable operating mode, i.e., on / off. In this operating mode, the electrically actuated device allows the hydraulic fluid pressure at the brake to be set to either the return pressure or the supply pressure. The bistable operating mode is activated by a parking command issued by the first control unit; - 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 movement applied by a pilot to the second control element. 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 first and second control elements are independent of each other. In other words, an action, real or virtual, exerted on the first control element does not result in any action on the second control element. The park command is therefore issued independently of the emergency braking command. There is a complete separation between the park and emergency braking commands, which can therefore be of a different nature.

[0018] The first and / or second control element may be a virtual control element.

[0019] Preferably, the first and / or second control element can be a physical element, for example, one that can be held manually by the aircraft pilot. Thus, at least one first control element is physically independent of at least one second control element.

[0020] The first and / or second control unit can be positioned in the aircraft cockpit so as to be accessible to the pilot.

[0021] A movement of the control member corresponds to the successive positions taken by the first and / or second control member in space over time.

[0022] Each of the first control member and the second control member can 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.

[0023] Each of the first control member and the second control member can be positioned in at least one power supply position in which the control member sends a command to the electrically actuated device to put the hydraulic fluid pressure at the brake at the supply pressure.

[0024] When the first control element is actuated, a park command is sent to the electrically actuated device. The park command activates the bistable operating mode and thus brings the hydraulic fluid to the supply pressure or the return pressure.

[0025] When the second control element is actuated, an emergency braking command is sent to the electrically actuated device. The emergency braking command activates the progressive operating mode and thus sets the hydraulic fluid to a variable value between the supply pressure and the return pressure.

[0026] According to certain embodiments, the first and / or second control element can be positioned in a rest position in which none of the operating modes of the electrically actuated device are activated. In other words, in the rest position, the electrically actuated device is not activated.

[0027] The braking system according to the invention separates the control elements and the generated commands that control each of the two operating modes. Therefore, there is no risk of triggering the progressive operating mode before using the bistable operating mode, and vice versa. The control of the braking system is thus more reliable.

[0028] The object of this presentation may also have one or more of the following characteristics taken alone or in combination.

[0029] In some embodiments, one type of the first control element is different from one type of the second control element.

[0030] A type of the first and / or second control element corresponds to a set of physical characteristics allowing the first and / or second control element to be distinguished.

[0031] The first and / or second control element can be of any type such as: a lever, a trigger, a rotary knob, a quarter-turn lever, also called "Pull and Turn".

[0032] For example, the first control element is a push button that can be pressed relative to the reference frame in which the control element is in use. This action will generate the park command and activate the bistable operating mode. Independently, the second control element can be a lever that can be pulled upward relative to the reference frame in which the control element is in use. This action will generate the emergency braking command and activate the progressive operating mode.

[0033] In certain embodiments, the first and / or second control element comprises a measuring sensor configured to detect a position or a effort exerted on the control device.

[0034] Preferably, the second control element includes the measuring sensor.

[0035] Thus, the second control element, by means of the measuring sensor, can generate and transmit the emergency braking order depending on the position or the force exerted on the second control element.

[0036] The dependence can be a proportional or multi-slope relationship between a value of the emergency braking command, and the position or force exerted on the second control element.

[0037] The pilot can therefore easily vary the progressive braking by modifying more or less the position of, or the effort exerted on the second control element.

[0038] In some embodiments, the braking system also includes at least one activation device configured to fully or partially energize the electrically actuated device.

[0039] The activation device is a safety device to ensure that a simple failure of the braking system does not produce unwanted braking.

[0040] For this purpose, the activation device includes an activated state in which the electrically actuated device is energized and a deactivated state in which the electrically actuated device is partially or totally de-energized.

[0041] When the electrically actuated device is energized, the electrically actuated device can modify the hydraulic fluid pressure according to the park command or the emergency braking command received.

[0042] When the electrically actuated device is completely or partially de-energized, the electrically actuated device cannot be controlled. In other words, the electrically actuated device cannot modify the hydraulic fluid pressure according to the park command or the emergency braking command received.

[0043] Each of the first and second control organs may include an activation device.

[0044] The braking system therefore includes two activation devices.

[0045] Alternatively, the first or second control unit includes an activation device.

[0046] Alternatively, the braking system includes an activation device common to the first and second control elements.

[0047] In some embodiments, at least one activation device is a trigger, or a button.

[0048] In some embodiments, at least one activation device has the function of an electrical switch.

[0049] Thus, when the activation device is activated, that is, put into the activated state, it energizes the electrically actuated device. When the device When the activation is deactivated, i.e., put in the deactivated state, it totally or partially turns off the electrically actuated device.

[0050] For example, the activated state is obtained by pressure 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 or following successive presses.

[0051] In some embodiments, at least one activation device is configured to generate an activation command to control an electrical switch.

[0052] At least one activation device then generates an activation command which actuates an electrical switch, the electrical switch enabling the electrically actuated device to be energized.

[0053] In some embodiments, at least one activation device is implemented by a flight computer.

[0054] The flight computer generates a power-on or power-off (total or partial) of the electrically actuated device according to, for example, a phase of aircraft operation, or a request from the pilot.

[0055] In some embodiments, the activation device is positioned on the first and second control elements.

[0056] In some embodiments, the braking system also includes at least one mechanical or electromagnetic locking device configured to prevent movement of the first and / or second control member.

[0057] In some embodiments, each of the first and second control members may include a mechanical or electromagnetic locking device.

[0058] The braking system therefore includes two mechanical or electromagnetic locking devices.

[0059] Alternatively, the first or second control element includes a mechanical or electromagnetic locking device.

[0060] Alternatively, the braking system includes a mechanical or electromagnetic locking device common to the first and second control elements

[0061] The mechanical or electromagnetic locking device can hold the first and / or second control member in its position.

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

[0063] The mechanical or electromagnetic locking device includes an unlocked state in which a position of the control element can be changed so as to generate a park command or an emergency braking command to activate one of the operating modes of the electrically actuated device.

[0064] In some embodiments, the activation device and the mechanical or electromagnetic blocking device are combined, i.e. an action on the activation device also puts the mechanical or electromagnetic blocking device in the unlocked state.

[0065] Another aspect of the invention relates to a braking method for an aircraft comprising a braking system according to the invention, implementing: - A parking brake control step in which a pilot actuates the first control device; - A step in activating emergency braking in which the pilot operates the second control device. Brief description of the drawings

[0066] The invention will be better understood from the following description, which relates to several embodiments according to the present invention, given by way of non-limiting examples and explained with reference to the accompanying schematic drawings, in which:

[0067] [Fig-1] is a schematic representation of a braking system according to the invention;

[0068] [Fig.2] is a representation of an activation device according to a first mode of realization ;

[0069] [Fig.3] is a representation of an activation device according to a second embodiment. Description of the implementation methods

[0070] Only the elements necessary for understanding the invention have been shown. To facilitate reading the drawings, the same elements bear the same reference numerals from one figure to another.

[0071] It should 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 use relative to an aircraft pilot.

[0072] The invention relates to a braking system 1 for an aircraft.

[0073] In [Fig. 1], the aircraft comprises two wheels L, R, each connected to a brake cavity 3R, 3L. During braking, said cavities 3L, 3R are filled with a hydraulic fluid Fn, Fs.

[0074] When a hydraulic fluid pressure Fn, Fs is applied at the level of cavities 3L, 3R of the brakes is equal to a return pressure, no braking is carried out, in other words a braking at 0%.

[0075] When a hydraulic fluid pressure 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 achieved, in other words, 100% braking.

[0076] When a hydraulic fluid pressure Fn, Fs at the level of the cavities 3L, 3R of the brakes is between the supply pressure and the return pressure, braking at a variable level is achieved, in other words, braking varying between 0% and 100%.

[0077] The braking system 1 includes a normal braking subsystem designed to provide braking at a variable level, i.e., between 0% and 100%. To this end, the normal braking subsystem includes a normal control section that generates a command to operate a normal hydraulic section SFn. The normal hydraulic section SFn varies the hydraulic fluid pressure Fn between 0% and 100%. The normal control section includes at least one first control element OCFni that generates a command transmitted by a first control unit CFnl to the normal hydraulic section. Redundantly, in case of failure of the first control element OCFni and / or the first control unit CFnl, the normal control section also includes a backup control element OCFn2 that can generate a command transmitted by a backup control unit CFn2 to the normal hydraulic section.

[0078] The normal hydraulic part SFn comprises a plurality of elements Fnel, Fne2, allowing the hydraulic fluid pressure Fn to be varied at the level of the brake cavities 3L, 3R between the supply pressure and the return pressure.

[0079] There are many ways to implement the normal braking subsystem; the elements described are only one example.

[0080] The braking system 1 also includes an emergency and parking braking subsystem which is intended to provide, on the one hand, emergency braking at a variable level, and on the other hand, parking braking at the supply pressure.

[0081] For this purpose the emergency braking and parking subsystem includes in particular an emergency hydraulic part SFs which is equipped with an electrically actuated device 2.

[0082] The electrically actuated device 2 may include a distributor in which a distributor spool connects an output port of the emergency hydraulic section SFs to at least one cavity 3L, 3R of the brake to: - a return port for the emergency hydraulic section SFs, allowing the hydraulic fluid pressure Fs to be reduced; the spool is then defined as being in a passive state, or - a supply port for the emergency hydraulic section SFs, allowing the hydraulic fluid pressure Fs to be increased; the spool is then defined is in an active state.

[0083] The electrically actuated device 2 may further include an electric actuator, such as an electric coil or an electric motor, for changing the state of the drawer.

[0084] The electrically actuated device 2 may also include a return spring to return the drawer to the passive state when the electric actuator is no longer powered.

[0085] The electrically actuated device 2 can operate in two modes: - a bistable operating mode, i.e., on / off. In this operating mode, the electrically actuated device 2 allows the hydraulic fluid pressure Fs at the level of the brake cavity 3R, 3L to be set to the return pressure or the supply pressure. The bistable operating mode is activated by a park command Co / f which is issued by a first control element 4; - 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 which is issued by a second control device 5.

[0086] The progressive operating mode can be obtained by a PWM control.

[0087] For example, the electrically actuated device 2 may be of the type described in document FR3 082 503.

[0088] The first control element 4 and the second control element 5 are independent of each other. In other words, an action, real or virtual, exerted on the first control element 4 does not result in any action on the second control element 5. The park command Co / f is therefore issued independently of the emergency braking command Cv. There is a complete dissociation between the park command Co / f and the emergency braking command Cv, which can therefore be of a different nature.

[0089] The first 4 and / or the second 5 control element may be a virtual control element.

[0090] Preferably, the first 4 and / or the second 5 control element can be a physical element as illustrated in [Fig. 1], for example, one that can be held manually by an aircraft pilot. The first 4 and / or the second 5 control element can be positioned in an aircraft cockpit 7 so as to be accessible to the pilot.

[0091] A movement of the control member 4 corresponds to the successive positions taken by the first 4 and / or the second 5 control member in space over time.

[0092] Each of the first control member 4 and the second control member 5 can be positioned in at least one return position in which the control member 4, 5 sends a command to the electrically actuated device 2 to set the hydraulic fluid pressure Fs at the brake to the return pressure. In other words, the return position of the control member 4, 5 corresponds to a command to maintain the hydraulic fluid Fs in at least one cavity 3L, 3R of the brake at the return pressure.

[0093] Each of the first control member 4 and the second control member 5 can be positioned in at least one supply position in which the control member 4, 5 sends a command to the electrically actuated device 2 to set the hydraulic fluid pressure Fs at the brake to the supply pressure. In other words, the supply position corresponds to a command to maintain the hydraulic fluid Fs in at least one cavity 3L, 3R of the brake at the supply pressure.

[0094] Finally, each of the first control member 4 and the second control member 5 can be positioned in a rest position in which no command is sent to the electrically actuated device 2. In other words, when the control member 4, 5 is in the rest position, none of the operating modes of the electrically actuated device 4 are activated.

[0095] According to the invention, the first control member 4 generates a park command Co / f which activates the bistable operating mode, and the second control member 5 generates an emergency braking command Cv which activates the progressive operating mode, the at least one first control member 4 being independent of the at least one second control member 5.

[0096] When the first control element 4 is actuated, the park command Co / f is sent to the electrically actuated device 2. The park command Co / f activates the bistable operating mode and thus brings the hydraulic fluid Fs to the supply pressure or the return pressure.

[0097] When the second control member 5 is actuated, the emergency braking command Cv is sent to the electrically actuated device 2. The emergency braking command Cv activates the progressive operating mode and thus sets the hydraulic fluid Fs to a variable value between the supply pressure and the return pressure.

[0098] Thus, the braking system 1 according to the invention separates the control elements and the commands used to control each of the two operating modes. Therefore, there is no risk of triggering the progressive operating mode before using the bistable operating mode, and vice versa. The control of the braking system is thus more reliable.

[0099] In some embodiments, one type of the first control member 4 is different from one type of the second control member 5.

[0100] A type of the first 4 and / or the second 5 control element corresponds to a set of physical characteristics allowing the first 4 and / or the second 5 control element to be distinguished.

[0101] The first 4 and / or the second 5 control element can be of any type such as: a lever, a trigger, a rotary knob, a quarter-turn lever, also called "Pull and Turn".

[0102] In some embodiments, the control member 4 includes a measuring sensor configured to detect a position or force exerted on the control member 4, 5.

[0103] Preferably, the second control element 5 includes the measuring sensor.

[0104] Thus, the second control member 5, by means of the measuring sensor, can generate and transmit the emergency braking command Cv depending on the position or the force exerted on the second control member 5.

[0105] The dependence can be a proportional or multi-slope relationship between a value of the emergency braking command Cv and the position or force exerted on the second control member 5.

[0106] The pilot can therefore easily vary the progressive braking by modifying more or less the position of, or the effort exerted on the second control element 5.

[0107] For example, and as illustrated in [Fig.1], the second control member 5 is a lever that can be pulled upwards, the second control member 5 generates the emergency braking command Cv varying between 0% and 100% which activates the progressive operating mode and therefore an emergency braking.Independently, the first control element 4 is a push button that can be pressed; the first control element 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., to pressurize the hydraulic fluid supply Fs; whereas any parking command Co / f between -5% and 0% will then be interpreted as a request to deactivate the parking brake, i.e., to pressurize the hydraulic fluid return Fs.

[0108] In some embodiments, the braking system 1 also includes at least one activation device 6 configured to switch the electrically actuated device 2 on or off.

[0109] The activation device 6 is a safety device to ensure that a simple failure of the braking system does not produce unwanted braking.

[0110] For this purpose, the activation device 6 includes an activated state in which the electrically actuated device 2 is energized and a deactivated state in which the electrically actuated device 2 is partially or totally de-energized.

[0111] When the electrically actuated device 2 is switched on, the device electrical actuation 2 can modify the hydraulic fluid pressure Fs according to the park command Co / f or the emergency braking command Cv received.

[0112] When the electrically actuated device 2 is switched off, the electrically actuated device 2 cannot be controlled. In other words, the electrically actuated device 2 cannot change the hydraulic fluid pressure Fs according to the park command Co / f or the emergency braking command Cv received.

[0113] Each of the first 4 and second 5 control members may include an activation device. In the figure illustrated in [Fig. 1], only the second control member 5 includes an activation device 6.

[0114] Alternatively, the first 4 or the second 5 control unit includes an activation device 6.

[0115] Alternatively, the braking system 1 includes an activation device common to the first 4 and the second 5 control elements.

[0116] In some embodiments, at least one activation device 6 is a trigger, or a button.

[0117] In some embodiments, at least one activation device 6 has the function of an electrical switch 61 as illustrated in [Fig.2].

[0118] Thus when the activation device 6 is activated, that is to say put into the activated state, it energizes the electrically actuated device 2, that is to say it connects an electrical supply El to the electrically actuated device 2.

[0119] When the activation device 6 is deactivated, i.e. put in the deactivated state, it turns off the electrically actuated device 2, i.e. it cuts the link between the electrical supply El and the electrically actuated device 2.

[0120] For example, the activated state is obtained by pressure being 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.

[0121] In some embodiments, at least one activation device 6 is configured to generate an activation command Ca to control an electrical switch 62, as illustrated in [Fig.3].

[0122] 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 energized, i.e. its connection with the electrical supply El.

[0123] In some embodiments, at least one activation device 6 is implemented by a flight computer.

[0124] The flight computer generates a partial or total power-on or power-off of the electrically actuated device 2 according, for example, to an operating phase of the aircraft, or a request from the pilot.

[0125] In some embodiments, the braking system also includes at least one mechanical or electromagnetic locking device configured to prevent movement of the control member 4.

[0126] The mechanical or electromagnetic locking device can prevent movement of the first 4 and / or the second 5 control element.

[0127] In some embodiments, each of the first 4 and second 5 control members may include a mechanical or electromagnetic locking device.

[0128] For example, the mechanical or electromagnetic locking device of the first control member 4 may be a cover which must be removed in order to operate said control member.

[0129] Alternatively, the first 4 or the second 5 control member includes a mechanical or electromagnetic locking device.

[0130] Alternatively, the braking system 1 comprises a mechanical or electromagnetic locking device common to the first 4 and the second 5 control elements

[0131] The mechanical or electromagnetic locking device can hold the first 4 and / or the second 5 control member in its position.

[0132] The mechanical or electromagnetic locking device includes a locked state in which a position of the control member 4, 5 in question cannot be changed. Preferably, in the locked state, the mechanical or electromagnetic locking device locks the control member 4, 5 in question in the rest position.

[0133] The mechanical or electromagnetic locking device includes an unlocked state in which a position of the control member 4, 5 considered can be changed so as to activate one of the operating modes of the electrically actuated device 2.

[0134] In some embodiments, the activation device 6 and the mechanical or electromagnetic locking device are combined, i.e. an action on activation device 6 also puts the mechanical or electromagnetic locking device in the unlocked state.

[0135] Another aspect of the invention relates to a braking method for an aircraft comprising a braking system 1 according to the invention, implementing: - A parking brake control step in which a pilot actuates the first control member 4; - A step in activating emergency braking in which the pilot actuates the second control device 5.

[0136] Although the present invention has been described with reference to embodiments In particular, it is evident that modifications and changes can be made to these examples without departing from the general scope of the invention as defined by the claims. Specifically, individual features of the various embodiments illustrated / mentioned can be combined in additional embodiments. Therefore, the description and drawings should be considered illustrative rather than restrictive.

[0137] It is also evident that all the characteristics described with reference to a process are transposable, alone or in combination, to a device, and conversely, all the characteristics described with reference to a device are transposable, alone or in combination, to a process.

Claims

Demands

1. A braking system (1) for an aircraft comprising at least one electrically actuated device (2) configured to fill at least one cavity (3L, 3R) of an aircraft brake with a hydraulic fluid (Fs), said electrically actuated device (2) having, on the one hand, a bistable operating mode in which the hydraulic fluid (Fs) of at least one cavity (3L, 3R) of the brake is maintained at a return pressure or a supply pressure, and on the other hand, a progressive operating mode in which the pressure of the hydraulic fluid (Fs) of at least one cavity (3L, 3R) of the brake is between the return pressure and the supply pressure, and at least one first control member (4) of the electrically actuated device (2), characterized in that the braking system comprises at least one second control member (5) of the electrically actuated device (2),a movement of the first control element (4) generating a park command (Co / f) which activates the bistable operating mode, and a movement of the second control element (5) generating an emergency braking command (Cv) which activates the progressive operating mode, the at least one first control element (4) being independent of the at least one second control element (5).

2. Braking system (1) according to claim 1, wherein a type of the first control member (4) is different from a type of the second control member (5).

3. Braking system (1) according to any one of the preceding claims, wherein the first (4) and / or the second (4) control member comprises a measuring sensor configured to detect a position or force exerted on the control member (4, 5).

4. Braking system (1) according to any one of the preceding claims, also comprising at least one activation device (6) configured to energize the electrically actuated device (2).

5. Braking system (1) according to claim 4, wherein at least one activation device (6) has the function of an electrical switch (61).

6. A braking system (1) according to claim 4, wherein at least one activation device (6) is configured to generate an activation command (Ca) for controlling an electrical switch (62).

7. Braking system (1) according to claim 4, wherein at least one activation device is implemented by a flight computer.

8. Braking system (1) according to any one of claims 4 to 7, wherein the activation device (6) is positioned on the first and second control members (5).

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 first (4) and / or the second (5) control member (4).

10. Braking method for an aircraft comprising a braking system (1) according to any one of the preceding claims, implementing: - A parking brake control step in which a pilot actuates the first control element (4); - An emergency brake control step in which the pilot actuates the second control element (5).

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