Braking system for an aircraft actuated by a parking brake control member and a progressive brake control member and comprising an electrically actuated device

Abstract

Braking system (1, 1', 1'') for an aircraft comprising an electrically actuated device (2, 2', 2E, 2I) having a bi-stable operating mode and a progressive operating mode, and a parking brake control member (4) generating a parking command (Co / f) which activates the bi-stable operating mode, characterized in that the braking system (1, 1', 1'') comprises a progressive brake control member (OCFn1, OCFn2) generating a progressive brake command (Cp1, Cp1', Cp2, Cp2'), and in that the braking system (1, 1', 1'') comprises at least one system for inhibiting the operation of the electrically actuated device (2, 2', 2E, 2I) as a function of an operating state of a normal braking system, the progressive braking command (Cp1, Cp2) activating the progressive operating mode depending on the at least one inhibition system. Figure 1

Description

Title of the invention: Braking system for an aircraft actuated by a parking brake control member and a progressive brake control member and comprising an electrically actuated device Technical field

[0001] The invention relates to the field of aircraft and more particularly to a braking system and an aircraft equipped with such a braking system. 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 of the latter, and a parking braking system making it possible to keep the aircraft stationary.

[0003] The normal and emergency braking systems must allow a level of pressure 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 in 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, i.e. bi-stable, 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, also known by the English acronym PWM (pulse width modulation), makes it possible to transform this distributor into a proportional valve.

[0007] There is therefore a need for an electrically actuated braking system which allows for easy maintenance, easy installation, low cost, and robustness with respect to pilot behavior, and can be adapted to all types of aircraft. Description of the invention

[0008] 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 at least one 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 parking brake control member, a movement of the at least one parking brake control member generating a parking command which activates the bi-stable operating mode of the electrically actuated device,

[0009] characterized in that the braking system comprises: - at least one progressive brake control member, a movement of the at least one progressive brake control member generating at least one progressive brake command, and - in that the braking system also comprises at least one inhibition system configured to inhibit an operation of the at least one electrically actuated device as a function of at least one operating state of a normal braking system, the at least one progressive braking command being configured to activate the progressive operating mode of the electrically actuated device as a function of the at least one inhibition system.

[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, in which case the drawer is defined as being in a passive state, or - a feed port to increase the pressure of the hy- fluid draulic, 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 drawer 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 parking command issued by the parking brake 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 progressive brake control member. The progressive operating mode can be activated by a progressive brake 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] A movement of the parking brake control member or the progressive brake control member corresponds to the successive positions taken by the brake control member in space over time.

[0018] Each of the parking brake control member or the progressive brake 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 increase the hydraulic fluid pressure at the brake to the return pressure.

[0019] Each of the parking brake control member or the progressive brake control member may be positioned in at least one supply 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 supply pressure.

[0020] When the parking brake control member is actuated, a parking command is sent to a parking brake system comprising the electrically actuated device. The parking command activates the bi-stable operating mode and therefore a bringing the hydraulic fluid to supply pressure or return pressure.

[0021] When the progressive brake control member is actuated, a progressive braking command is generated. The progressive braking command preferentially activates a normal braking system, and in the event of failure of the latter, the progressive braking command activates an emergency braking system comprising the at least one electrically actuated device.

[0022] According to the invention, the progressive brake control member, and therefore the same movement of the latter, makes it possible to activate the normal braking system or the emergency braking system in a differentiated manner.

[0023] The emergency braking system includes elements, such as the electrically actuated device, which are common to the parking braking system.

[0024] According to the invention, the progressive brake command is transmitted simultaneously on the one hand to the normal braking system and on the other hand to the emergency braking system. In order to determine whether the progressive brake command must activate the normal braking system or the emergency braking system, the invention comprises an inhibition system.

[0025] The inhibition system is configured to inhibit, i.e. prevent, operation of the electrically actuated device as a function of at least one operating state of the normal braking system. In other words, the inhibition system authorizes or prevents operation of the emergency braking system on a progressive brake command.

[0026] The operating state of the normal braking system corresponds to a capacity of the normal braking system to provide a braking level requested by the progressive brake order.

[0027] When the requested braking level can be provided by the normal braking system, the normal braking system is said to be functional. The inhibition system then blocks activation of the emergency braking system by the progressive brake command so that the progressive brake command activates the normal braking system. The electrically actuated device is therefore not activated.

[0028] When the requested braking level cannot be provided by the normal braking system, the normal braking system is said to be faulty. The inhibition system then no longer blocks the operation of the electrically actuated device and braking is carried out by the emergency braking system. The progressive brake command, sent to the electrically actuated device, activates the progressive operating mode and therefore sets the hydraulic fluid to a variable value between the supply pressure and the return pressure.

[0029] Thus, the braking system according to the invention proposes an electrically actuated solution making it possible to pool a set of components which are part of both the emergency braking system and the parking braking system, while retaining a habit of an aircraft pilot by offering identical control between the normal braking system and the emergency braking system. The proposed solution is therefore simple, inexpensive, and allows for improved piloting comfort.

[0030] The subject matter of the present disclosure may also have one or more of the following characteristics taken alone or in combination.

[0031] In some embodiments, the at least one progressive brake control member is independent of the at least one parking brake control member.

[0032] The progressive brake control member and the parking brake control member are independent of each other. In other words, a real action exerted on the parking brake control member does not cause any action on the progressive brake control member. The parking command can therefore be issued independently of the progressive braking command. There is a complete dissociation between the parking and progressive braking commands.

[0033] In some embodiments, a type of the parking brake controller is different from a type of the progressive brake controller.

[0034] In certain embodiments, the parking brake and / or progressive brake control member may be a physical member, for example capable of being actuated manually or with a foot of the pilot of the aircraft.

[0035] In some embodiments, the parking brake and / or progressive brake control member may be positioned in the cockpit of the aircraft so as to be accessible to the pilot or co-pilot.

[0036] A type of control member corresponds to a set of physical characteristics making it possible to distinguish the control member.

[0037] The parking brake or progressive brake control member can be of any type such as: a lever, a trigger, a rotary button, a quarter-turn lever, also called “Pull and Tum”, or a pedal, i.e. a control member which is actuated with a foot.

[0038] For example, the parking brake control member is a push button that can be pressed relative to the reference frame in which the parking brake control member is in a usage situation. This action will generate the parking command and activate the bi-stable operating mode.

[0039] Independently, the progressive brake control member is a pedal that can be pressed relative to the reference frame in which the control member is in the usage situation. This action will generate the progressive brake order and can activate, depending on the inhibition system, the progressive operating mode.

[0040] The braking system according to the invention separates the parking and progressive brake control members and the parking or progressive brake commands generated to control each of the two operating modes of the electrically actuated device. There is therefore no risk of triggering the operating mode progressive before using the bi-stable operating mode, and vice versa. The control of the braking system is therefore more reliable.

[0041] In some embodiments, the at least one progressive brake control member and the at least one parking brake control member are physically merged.

[0042] In other words, a single control member corresponds to the progressive brake and parking brake control member.

[0043] However, the control member can have two movements: a progressive brake movement which generates a progressive brake command and a parking brake movement which generates a parking brake command.

[0044] 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.

[0045] The control member may be positioned in at least one supply 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 supply pressure.

[0046] 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.

[0047] The progressive brake and parking brake movements may have the same direction and the same sense. In this case, a first range of the movement generates a progressive brake command, for example a range of the movement between [0% - 90%], and a second range of the movement generates a parking brake command, for example a range of the movement between [90% - 100%].

[0048] Alternatively, the progressive brake movement and the parking brake movement may have the same direction and an opposite direction. In this case, for example, the return positions of the progressive brake movement and the parking brake movement are the same. The parking movement in a first direction generates the parking brake command, and a second direction of the progressive brake movement generates the progressive brake command.

[0049] In some embodiments, the at least one inhibition system receives at least one inhibition command.

[0050] For example, the inhibition order is issued by at least one computer of the normal braking system, or by a computer of the aircraft, or by a computer of flight control.

[0051] The normal braking system comprises, for example, at least one computer which determines the operating state of the normal braking system.

[0052] In some embodiments, the at least one inhibit command is issued when the normal braking system is operational.

[0053] In some embodiments, no inhibit command is issued when the normal braking system fails.

[0054] Thus, in the event of loss of the normal braking system, when no more inhibition orders are issued, the electrically actuated device will be activated by a progressive brake order.

[0055] In certain embodiments, the normal braking system comprises two redundant computers. Thus, each of the computers issues at least one inhibition order.

[0056] The emergency braking system is inhibited when it receives an inhibition order from each of the computers, or at least one inhibition order from one of the two computers.

[0057] In some embodiments, the at least one inhibiting system comprises at least one isolation device having an open state and a closed state, the at least one isolation device being configured to isolate an electrical or hydraulic power supply from the electrically actuated device based on the at least one inhibiting command.

[0058] Depending on the inhibition order received by the inhibition system, the isolation device changes state so as to electrically or hydraulically power or isolate the electrically actuated device.

[0059] In some embodiments, the at least one inhibition system comprises at least one logic gate receiving the at least one inhibition command.

[0060] A logic gate is an electronic circuit performing at least one logical operation, i.e. a Boolean operation.

[0061] For example, the inhibition system may comprise at least one NOR gate, i.e. NOT OR, or an AND gate or an OR gate.

[0062] In some embodiments, the at least one inhibition system comprises at least one electromechanical relay, or a coil of a hydraulic isolation valve, or an electromagnetic coil receiving the at least one inhibition order.

[0063] An electromechanical relay, also called an electronic relay or electrical switch made using an electronic transistor, is an electrical component allowing an electrical signal to be passed on or interrupted depending on a received order, in this case the inhibition order.

[0064] The coil of a hydraulic isolation valve, or an electromagnetic coil allow an isolation valve to be opened or closed by moving a slide or flap.

[0065] In some embodiments, the at least one progressive brake control member comprises at least a first progressive brake control member and at least a second progressive brake control member, a movement of the at least one first progressive brake control member generating a first progressive brake command and a movement of the at least one second progressive brake control member generating a second progressive brake command, the progressive brake command being determined as a function of the first and second progressive brake commands.

[0066] The progressive brake control member is therefore composed of a first progressive brake control member and a second progressive brake control member, each generating respectively a first progressive brake order and a second progressive brake order. This makes it possible to determine different components of the progressive brake order, and more precisely a first component and a second component of the progressive brake order. In other words, the components of the progressive brake order are the different input data which, by their combination, make it possible to obtain the progressive brake order.

[0067] For example, the first progressive brake control member is a right progressive brake control member generating a right progressive brake command, while the second progressive brake control member is a left progressive brake control member generating a left progressive brake command.

[0068] The progressive brake order then comprises a right progressive brake component and a left progressive brake component so as to achieve differentiated braking between a right brake and a left brake of the aircraft. Or alternatively, the progressive brake order is determined as a function of the right progressive brake component and the left progressive brake component so as to determine a more precise and / or safer brake order by redundancy.

[0069] According to another example, the first progressive brake control member is a main progressive brake control member generating a main progressive brake command, while the second progressive brake control member is a redundant progressive brake control member generating a redundant progressive brake command. The progressive brake command is then determined as a function of the main progressive brake component and the redundant progressive brake component so as to determine a more precise and / or safer brake command by redundancy.

[0070] Finally, the progressive brake control member may comprise: - a main right progressive brake control member generating an order

[0071]

[0072]

[0073]

[0074]

[0075]

[0076] main right progressive brake, - a main left brake control unit generating a main left progressive brake command, - a redundant right progressive brake control member generating a redundant right progressive brake command, and - a redundant left brake control unit generating a redundant left progressive brake command. The progressive brake order is determined based on each of the above progressive brake orders, for example: - the progressive brake order is equal to the maximum among the brake orders listed above; - the progressive brake order is equal to the maximum chosen between, on the one hand, the average of the main and redundant right progressive brake order, and on the other hand, the average of the main and redundant left progressive brake order; - the progressive brake order is equal to the maximum chosen between on the one hand the average of the main right and left progressive brake order, and on the other hand the average of the redundant right and left progressive brake order; - the progressive brake order is equal to the average or the sum of the brake orders listed above; - the progressive brake order is equal to the maximum chosen between on the one hand the minimum of the main right and left progressive brake order, and on the other hand the minimum of the redundant right and left progressive brake order; - the progressive brake order is equal to the average between on the one hand the sum of the main and redundant right progressive brake order, and on the other hand the sum of the main and redundant left progressive brake order, etc. In some embodiments, the at least one progressive brake control member comprises at least one normal measurement sensor and at least one backup measurement sensor, the at least one normal measurement sensor and the at least one backup measurement sensor respectively generating a normal progressive brake command and a backup progressive brake command. The normal and backup measurement sensors are configured to detect a position or force exerted on the progressive brake control member. Thus, the progressive brake order depends on the position or force exerted on the progressive brake control member. The dependency may be, for example, a proportional, or multi-slope, relationship, or any other function, between a value of the braking order, and the position or force exerted on the progressive brake control member. The driver can therefore easily vary the progressive braking by modifying more or less minus the position of, or the force exerted on, the progressive brake control member.

[0077] The progressive brake order can be determined based on the normal progressive brake order and the emergency progressive brake order.

[0078] Alternatively, the normal progressive brake command allows the normal braking system to be controlled while the emergency progressive brake command allows the emergency braking system to be controlled.

[0079] In some embodiments, the parking brake control member includes at least one mechanical locking device configured to prevent movement of the parking brake control member.

[0080] The mechanical locking device comprises a locked state in which a position of the parking brake control member cannot be changed. Preferably, in the locked state, the mechanical locking device locks the parking brake control member in a current position.

[0081] The mechanical locking device comprises an unlocked state in which a position of the parking brake control member can be modified so as to generate a parking command.

[0082] Another aspect of the invention relates to an aircraft equipped with a braking system according to the invention. Brief description of the drawings

[0083] 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:

[0084] [Fig.l] is a schematic representation of a braking system according to a first embodiment of the invention;

[0085] [Fig.2] is a representation of an inhibition system according to a first embodiment;

[0086] [Fig.3] is a representation of an inhibition system according to a second embodiment;

[0087] [Fig.4] is a schematic representation of a braking system according to a second embodiment of the invention;

[0088] [Fig.5] is a schematic representation of a braking system according to a third embodiment of the invention; Description of the embodiments

[0089] 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.

[0090] The invention relates to a braking system 1, 1', 1” for an aircraft.

[0091] In a first embodiment illustrated in [Fig.l], the aircraft comprises wheels right and left wheels L, R, each group of right or left wheels being connected to brake cavities 3R, 3L. During braking, said cavities 3L, 3R are filled with a hydraulic fluid Fn, Fs.

[0092] 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.

[0093] 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.

[0094] When a pressure of the hydraulic fluid 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 carried out, in other words braking varying between 0% and 100%.

[0095] The braking system 1 comprises a normal braking system which has the purpose of ensuring braking at a variable level, that is to say between 0% and 100%. For this, the normal braking system comprises a control part which controls a normal hydraulic part SFn, the normal hydraulic part SFn comprising a plurality of elements Fnel, Fne2 making it possible to vary the pressure of the hydraulic fluid Fn at the cavities 3L, 3R of the brakes between 0% and 100%.

[0096] There are many ways to implement the normal braking system, the elements described are only an example.

[0097] The braking system 1 also comprises emergency and parking braking systems which have 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.

[0098] For this purpose, the emergency and parking braking systems include in particular an emergency hydraulic part SFs which is in particular equipped with an electrically actuated device 2.

[0099] 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 - 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.

[0100] The electrically actuated device 2 may further comprise an actuator electrical, such as an electric coil or an electric motor, allowing the state of the drawer to be changed.

[0101] 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.

[0102] 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 parking command Co / f issued by a parking brake control member 4; - a progressive operating mode in which the pressure of the hydraulic fluid Fs at the brake cavity 3R, 3L is between the return pressure and the supply pressure. The pressure of the hydraulic fluid Fs at the brake being dependent on the movement applied by a pilot to at least one progressive brake control member OCFni, OC Fn2. The progressive operating mode can be activated, under certain conditions, by a progressive brake command Cpi, Cp2.

[0103] The progressive operating mode can be obtained by a PWM command.

[0104] For example, the electrically actuated device 2 may be of the type described in document FR3 082 503.

[0105] The braking system according to the first embodiment of the invention comprises the parking brake control member 4, a movement of which generates the parking command Co / f which activates the bi-stable operating mode of the electrically actuated device 2.

[0106] A movement of the parking brake control member 4 corresponds to the successive positions taken by the parking brake control member 4 in space over time.

[0107] When the parking brake control member 4 is actuated, a parking command Co / f is sent to the electrically actuated device 2. The parking command 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.

[0108] The parking brake control member 4 is a physical member positioned in the cockpit of the aircraft which can be manually operated by the pilot of the aircraft.

[0109] The parking brake control member 4 illustrated in [Fig. 1] is a quarter-turn lever, also called a “Pull and Turn”, which can be depressed relative to the reference frame in which the parking brake control member 4 is in a situation usage. This action will generate the Co / f park order and unlock the bi-stable operating mode.

[0110] In some embodiments, the parking brake control member 4 comprises at least one mechanical locking device configured to prevent movement of the parking brake control member 4.

[0111] The mechanical locking device comprises a locked state in which a position of the parking brake control member 4 cannot be changed. Preferably, in the locked state, the mechanical locking device locks the parking brake control member 4 in a current position.

[0112] The mechanical locking device comprises an unlocked state in which a position of the parking brake control member 4 can be modified so as to generate the parking command Co / f.

[0113] The braking system according to the first embodiment of the invention also comprises a progressive brake control member OCFni, OCFn2 composed of a main progressive brake control member OCFni, and a redundant progressive brake control member OCFn2.

[0114] The progressive brake control member OCFni, OCFn2 is independent of the parking brake control member 4. In other words, a real action exerted on the parking brake control member 4 does not cause any action on the progressive brake control member OCFni, OCFn2.

[0115] The progressive brake control member OCFni, OCFn2 illustrated in [Fig. 1] is a physical member positioned in the cockpit of the aircraft which can be actuated with a foot of the pilot of the aircraft.

[0116] The progressive brake control member OCFni, OCFn2 illustrated in [Fig. 1] is a pedal that can be compressed relative to the reference frame in which the control member is in the usage situation.

[0117] The main progressive brake control member OCFni comprises a normal measurement sensor and a backup measurement sensor which are configured to detect a position or a force exerted on the main progressive brake control member OCFni.

[0118] The normal measuring sensor generates a normal main progressive brake order C Pr-

[0119] The backup measuring sensor generates a main progressive brake backup order C pi-

[0120] The normal or emergency order of the main progressive brake CpF, Cpi depends, for example proportionally, on the position or the force exerted on the main progressive brake control member OCFni.

[0121] The pilot can therefore easily vary the progressive braking by modifying more or less minus the position of, or the force exerted on, the main progressive brake control member OCFni.

[0122] Redundantly, the redundant progressive brake control member OCFn2 comprises a normal measurement sensor and a backup measurement sensor which are configured to detect a position or a force exerted on the redundant progressive brake control member OCFn2.

[0123] The normal measuring sensor generates a normal redundant progressive brake order C p2'*

[0124] The backup measurement sensor generates a redundant progressive brake backup order Cp2.

[0125] The normal or emergency order of the redundant progressive brake Cp2-, Cp2 depends, for example proportionally, on the position or the force exerted on the redundant progressive brake control member OCFn2.

[0126] The pilot can therefore easily vary the progressive braking by modifying more or less the position of, or the force exerted on, the redundant progressive brake control member OCFn2.

[0127] The normal main progressive brake order CpF and the normal redundant progressive brake order Cp2' are each transmitted to the normal braking system, and more precisely to a main computer CFn1 and to a redundant computer CFn2.

[0128] The main computer CFnl and the redundant computer CFn2 control the normal braking system so as to vary the pressure of the hydraulic fluid Fn between 0% and 100%.

[0129] The main computer CFn1 and the redundant computer CFn2 also determine an operating state of the normal braking system, i.e. a capacity of the normal braking system to ensure a braking level requested by the normal progressive brake command CpF and redundant Cp2'. When the requested braking level can be ensured by the normal braking system, the normal braking system is said to be functional, whereas when this is not the case, the normal braking system is said to be faulty.

[0130] Thus, depending on the operating state of the normal braking system, and more particularly when the normal braking system is functional, the main computer CFn1 and the redundant computer CFn2 transmit, to an inhibition system, respectively a main inhibition order Cn and a redundant inhibition order Ci2. Thus, no inhibition order is transmitted when the normal braking system is faulty, such as for example if each computer is faulty.

[0131] The inhibition system can be produced according to different embodiments.

[0132] A first embodiment is illustrated in [Fig.2]. In this embodiment, the inhibition system comprises an electrical isolation device having an open state. and a closed state, which is configured to isolate a power supply El from the electrically actuated device 2 according to the main inhibition order Cn and the redundant inhibition order Ci2.

[0133] The main inhibition command Cn and the redundant inhibition command Ci2 are input signals of a NOR type logic gate. Thus, when the logic gate receives at least one of the main inhibition command Cn and the redundant inhibition command Ci2, that is to say that at least one of the computers detects that the normal braking system is functional, the electrical isolation device 11 is in the open state and the electrically actuated device 2 cannot operate.When the logic gate receives neither the main inhibition order Cn nor the redundant inhibition order Ci2, that is to say that the two computers detect a failure of the normal braking system, the electrical isolation device lel is in the closed state and the electrically actuated device 2 can operate, that is to say that the electrically actuated device 2 will be activated according to the redundant progressive brake backup order Cp2, and the main progressive brake backup order Cpi.

[0134] A second embodiment is illustrated in [Fig. 3]. In this embodiment, the inhibition system comprises a hydraulic isolation device Ihy having an open state and a closed state, which is configured to isolate a hydraulic supply Fs from the electrically actuated device 2 according to the main inhibition order C ü and the redundant inhibition order Ci2.

[0135] The main inhibition command Cn and the redundant inhibition command Ci2 are input signals of a NOR type logic gate. Thus, when the logic gate receives at least the main inhibition command Cn or the redundant inhibition command Ci2, the hydraulic isolation device Ihy is in the open state and the electrically actuated device 2 cannot therefore vary the pressure of the hydraulic fluid in the brake cavity. When the logic gate receives neither the main inhibition command Cn nor the redundant inhibition command Ci2, the hydraulic isolation device Ihy is in the closed state and the electrically actuated device 2 can operate, that is to say that the electrically actuated device 2 will be activated on the redundant progressive brake backup command Cp2, or on the main progressive brake backup command Cpi allowing the supply pressure of the hydraulic fluid to be applied.

[0136] Another embodiment of the inhibition system consists in replacing the NOR logic gate of the first or second embodiment described above with a first mechanical or electronic relay, also called an electronic switch and a second mechanical or electronic relay positioned in series. Each mechanical or electronic relay is in an open state when it receives the main inhibition order Cn or the redundant inhibition order Ci2, and in a closed state otherwise.

[0137] In the embodiment of [Fig. 1], the electrically actuated device 2 receives the redundant progressive brake backup order Cp2, and the main progressive brake backup order Cpi.

[0138] When the inhibition device does not block the operation of the electrically actuated device 2, the latter will be activated according to the redundant progressive brake backup order Cp2, and the main progressive brake backup order Cpi. For example, the progressive brake order activating the electrically actuated device 2 may be equal: - at most among the redundant progressive brake backup order Cp2, and the main progressive brake backup order Cpi; - the average of the redundant progressive brake backup order Cp2, and the main progressive brake backup order Cpi; - to the sum of the redundant progressive brake backup order Cp2, and the main progressive brake backup order Cpi

[0139] Alternatively, the main progressive brake control members OCFni and redundant OCFn2 each comprise on the one hand a right progressive brake control member generating a component of the normal and emergency orders of the main and redundant progressive brake, and on the other hand a left progressive brake control member generating a component of the normal and emergency orders of the main and redundant progressive brake.

[0140] The redundant progressive brake backup order Cp2, and the main progressive brake backup order Cpi, the normal redundant progressive brake order Cp2-, and the normal main progressive brake order CpF are then determined as a function of the different components of the normal and backup main and redundant progressive brake orders.

[0141] The braking system according to the embodiment of [Fig.l] dissociates the parking brake control members 4 and progressive brake OCFni, OCFn2 and the parking commands Co / f or progressive brake emergency commands Cpi, Cp2 generated allowing each of the two operating modes of the electrically actuated device 2 to be controlled.

[0142] Alternatively, the progressive brake control member and the parking brake control member are physically merged. In other words, a single control member corresponds to the progressive brake and parking brake control member.

[0143] The control member can have two movements: a progressive brake movement which generates a progressive brake command and a parking brake movement which generates a parking brake command.

[0144] The control member can be positioned in at least one return position in which the control member sends a command to the actuating device. electric to put the hydraulic fluid pressure at the brake to the return pressure.

[0145] The control member can be positioned in at least one supply position in which the control member sends an order to the electrically actuated device to bring the pressure of the hydraulic fluid at the brake to the supply pressure.

[0146] 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.

[0147] The progressive brake and parking brake movements may have the same direction and sense. In this case, a first range of the movement generates a progressive brake command, for example a range of the movement between [0% - 90%], and a second range of the movement generates a parking brake command, for example a range of the movement between [90% - 100%].

[0148] Alternatively, the progressive brake and parking brake movement may have the same direction and an opposite direction. In this case, for example, the return positions of the progressive brake movement and the parking brake movement are the same. The parking movement in a first direction generates the parking brake command, and a second direction of the progressive brake movement generates the progressive brake command.

[0149] A second embodiment is illustrated in [Fig.4]. This embodiment is identical to the first embodiment in the presence of the wheels R, L, the normal hydraulic part SFn, the parking brake control member 4, a movement of which generates the parking order Co / f, the progressive brake control member OCFni, OCFn2 composed of the main progressive brake control member OCFni, and the redundant progressive brake control member OCFn2, each being provided with a normal measuring sensor and a backup measuring sensor.

[0150] In the second embodiment, the main progressive brake control member OCFni, and the redundant progressive brake control member OCFn2 each comprise a right progressive brake control member, and a left progressive brake control member. Thus, the progressive brake control member OCFni, OCFn2 according to the second embodiment generates the following orders: - the normal main progressive brake order CpF, comprising the normal order of right main progressive brake and left main progressive brake normal order; - the main progressive brake emergency order Cpi, including the emergency order right main progressive brake and left main progressive brake emergency order; - the normal redundant progressive brake order Cp2-, comprising the normal right redundant progressive brake order, and the normal left redundant progressive brake order; - the redundant progressive brake emergency order Cp2, comprising the right redundant progressive brake emergency order and the left redundant progressive brake emergency order.

[0151] The second embodiment differs from the first embodiment by the emergency hydraulic part SFs' which is in particular provided with two electrically actuated devices 2, 2'. Each electrically actuated device 2, 2' is identical to that described in the first embodiment.

[0152] Each electrically actuated device 2, 2' comprises a bi-stable operating mode which is activated by the parking order Co / f issued by the parking brake control member 4, and a progressive operating mode which can be activated, under certain conditions, by the progressive emergency brake order Cpi, Cp2.

[0153] Furthermore, operation of each electrically actuated device 2, 2' is enabled or inhibited by an inhibition system similar to one of the variants described above.

[0154] In the emergency hydraulic part SFs' of the second embodiment, a first electrically actuated device 2 supplies only the cavities 3L of the brakes of the left wheels L while a second electrically actuated device 2' supplies only the cavities 3R of the brakes of the right wheels R.

[0155] The first electrically actuated device 2 modifies a pressure of the hydraulic fluid Fs as a function of the left main progressive brake emergency command and the left redundant progressive brake emergency command, while the second electrically actuated device 2' modifies a pressure of the hydraulic fluid Fs as a function of the right main progressive brake emergency command and the right redundant progressive brake emergency command.

[0156] In this embodiment, a differentiated control of the right brakes and the left brakes is carried out in particular during braking with the emergency braking system.

[0157] A third embodiment is illustrated in [Fig.5]. This embodiment differs from the first and second embodiments by the presence of inner right wheels and outer right wheels as well as inner left wheels and outer left wheels, each group of wheels being connected to brake cavities 3RE, 3RI, 3LE, 3LI.

[0158] Alternatively, this embodiment may include inner front wheels and inner rear wheels as well as outer front wheels and outer rear wheels. rear outer, each group of wheels being connected to 3RE, 3RI, 3LE, 3LI brake cavities.

[0159] The third embodiment also comprises an inner normal hydraulic part SFni which supplies the cavities of the inner wheels and an outer normal hydraulic part SFne which supplies the cavities of the outer wheels, an inner emergency hydraulic part SFsi which supplies the cavities of the inner wheels and an outer emergency hydraulic part SFse which supplies the cavities of the outer wheels. Each emergency hydraulic part is identical to that of the first embodiment. The third embodiment therefore comprises an outer electrically actuated device 2E and an inner electrically actuated device 21.

[0160] The third embodiment is identical to the first embodiment on the parking brake control member 4, a movement of which generates the parking order Co / f which is received by each electrically actuated device 2E, 21.

[0161] In the third embodiment, the progressive brake control member OC Fni, OCFn2 is composed of the main progressive brake control member OCFni, and the redundant progressive brake control member OCFn2, each being provided with a normal measuring sensor and a backup measuring sensor and each comprising an external progressive brake control member, and an internal progressive brake control member, thus generating the following orders: - the normal main progressive brake order CpF, comprising the normal outer main progressive brake order and the normal inner main progressive brake order; - the main progressive brake emergency order Cpi, comprising the main external progressive brake emergency order and the main internal progressive brake emergency order; - the normal redundant progressive brake order Cp2-, comprising the normal external redundant progressive brake order, and the normal internal redundant progressive brake order; - the redundant progressive brake emergency order Cp2, comprising the external redundant progressive brake emergency order and the internal redundant progressive brake emergency order.

[0162] The inner electrically actuated device 21 changes a pressure of the hydraulic fluid according to the inner main progressive brake emergency command and the inner redundant progressive brake emergency command, while the second electrically actuated device 21 changes a pressure of the hydraulic fluid according to the outer main progressive brake emergency command and the outer redundant progressive brake emergency command.

[0163] Furthermore, an operation of each electrically actuated device 21, 2E is enabled or inhibited by an inhibition system which can: - be similar to one of the variants described above. In other words, a failure of one of the two computers does not result in braking by the emergency braking system; - prevent operation of the emergency braking system only when both computers issue an inhibition command. In other words, a failure of at least one of the two computers results in braking by the emergency braking system; - prevent operation of only one of the electrically operated devices 2E, 21.

[0164] The braking system according to the invention proposes an electrically actuated solution making it possible to pool a set of components which are part of both the emergency braking system and the parking braking system, while retaining the aircraft pilot's familiarity by proposing identical control between the normal braking system and the emergency braking system. The proposed solution is therefore simple, inexpensive, and allows for improved piloting comfort.

[0165] 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.

[0166] It is also obvious that all the characteristics described with reference to a method 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 method.

Claims

Claims

1. Braking system (1, 1', 1”) for an aircraft comprising at least one electrically actuated device (2, 2', 21, 2E) configured to fill at least one cavity (3L, 3R, 3LE, 3RE, 3RI, 3LI) of at least one brake of the aircraft with a hydraulic fluid (Fs), said electrically actuated device (2, 2', 21, 2E) having on the one hand a bi-stable operating mode in which the hydraulic fluid (Fs) of the at least one cavity (3L, 3R, 3LE, 3RE, 3RI, 3LI) 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, 3LE, 3RE, 3RI, 3LI) of the brake is between the return pressure and the supply pressure, and at least one parking brake control member (4),a movement of the at least one parking brake control member (4) generating a parking command (Co / f) which activates the bi-stable operating mode of the electrically actuated device (2, 2', 2E, 21), characterized in that the braking system (1, 1', 1”) comprises at least one progressive brake control member (OCFni, OCFn2), a movement of the at least one progressive brake control member (OCFni, OCFn2) generating at least one progressive brake command (Cpi, CpF, Cp2, Cp2 ), and in that the braking system (1, 1', 1”) also comprises at least one inhibition system configured to inhibit an operation of the at least one electrically actuated device (2, 2', 2E, 21) depending on at least one operating state of a normal braking system, the at least one progressive braking command (Cpi, Cp2) being configured to activate the progressive operating mode of the electrically actuated device (2, 2', 2E,21) depending on at least one inhibition system.,

2. Braking system (1, 1', 1”) according to claim 1, wherein the at least one progressive brake control member (OCFni, OCFn2) is independent of the at least one parking brake control member (4).

3. Braking system according to claim 1, in which the at least one progressive brake control member and the at least one parking brake control member are physically merged.

4. Braking system (1, 1', 1”) according to any one of the preceding claims, wherein the at least one inhibition system receives at least one inhibition order (Cn, Ci2).

5. A braking system (1, 1', 1”) according to claim 4, wherein the at least one inhibition system comprises at least one isolating device having an open state and a closed state, the at least one isolating device (lel, Ihy) being configured to isolate an electrical (El) or hydraulic power supply from the electrically actuated device (2, 2', 2E, 21) as a function of the at least one inhibition order (Cn, Ci2).

6. Braking system (1, 1', 1”) according to claim 4 or 5, wherein the at least one inhibition system comprises at least one logic gate receiving the at least one inhibition order (Cn, Ci2).

7. Braking system (1, 1', 1”) according to claim 4 or 5, wherein the at least one inhibition system comprises at least one electromechanical relay, or a coil of a hydraulic isolation valve, or an electromagnetic coil, receiving the at least one inhibition order (Cn, Ci2).

8. A braking system (1, 1', 1”) according to any preceding claim, wherein the at least one progressive brake control member (OCFni, OCFn2) comprises at least one first progressive brake control member (OCFni) and at least one second progressive brake control member (OCFn2), a movement of the at least one first progressive brake control member (OCFni) generating a first progressive brake command (Cpi, CpF) and a movement of the at least one second progressive brake control member (OCFn2) generating a second progressive brake command (Cp2, Cp2), the progressive brake command being determined as a function of the first (Cpi, CpF) and second (Cp2, Cp2) progressive brake commands.

9. Braking system (1, 1', 1”) according to any one of the preceding claims, in which the at least one progressive brake control member (OCFni, OCFn2) comprises at least one normal measuring sensor and at least one emergency measuring sensor, the at least one normal measuring sensor and the at least one emergency measuring sensor respectively generating a normal progressive brake command (CpF, Cp2) and a progressive brake emergency command (Cpi, Cp2).

10. Aircraft provided with a braking system (1, 1', 1”) according to any one of the preceding claims.

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