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

Abstract

The invention relates to 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 a brake of the aircraft with hydraulic fluid (Fs), wherein the electrically actuated device (2) has a bistable operating mode and a progressive operating mode, and at least one first control member (4) for controlling the electrically actuated device (2), characterised in that the braking system comprises at least one second control member (5) for controlling the electrically actuated device (2), wherein the first control member (4) generates a parking command (Co / f) that activates the bistable operating mode, and the second control member (5) generates an emergency braking command (Cv) that activates the progressive operating mode, and wherein the at least one first control member (4) is independent of the at least one second control member (5).

Description

[0001] DESCRIPTION

[0002] TITLE: Braking system for an aircraft comprising an electrically actuated device controlled by a first and a second control member

[0003] Technical Field

[0004] The invention relates to the field of aircraft and more particularly to a braking system and a braking method for an aircraft.

[0005] State of the prior art

[0006] 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.

[0007] The emergency braking system must allow a level of pressure in the brakes which is variable depending on a driver's order.

[0008] The parking braking system must allow the pressure level in the brakes to be maintained when the aircraft is stopped and when it is switched off.

[0009] There is a hydro-mechanical solution offering a set of components that are 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 an aircraft cockpit to a main landing gear hold, 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 wiring system and its attachments. There is also an electrically actuated solution described by document FR3082503 in which the emergency braking system is at least partly merged with the parking braking system. In this solution, a distributor provides both progressive emergency braking and on-off parking braking.The said distributor is controlled by an action on a control lever equipped with a device capable of delivering a voltage proportional to its position. The 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.

[0010] 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. There is therefore a need for an electrically actuated emergency and parking brake solution that allows for easy maintenance, easy installation, low cost, and robustness with regard to driver behavior.

[0011] Statement of the invention

[0012] 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 first control member of the electrically actuated device, characterized in that the braking system comprises at least one second control member of the electrically actuated device,a movement of the first control member generating a parking order which activates the bi-stable operating mode, and a movement of the second control member generating an emergency braking order which activates the progressive operating mode, the at least one first control member being independent of the at least one second control member.,

[0013] 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.

[0014] 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 decreased, in which case the spool is defined as being in a passive state, or a supply port allowing the pressure of the hydraulic fluid to be increased, in which case the spool is defined as being in an active state.

[0015] The electrically actuated device may further comprise an electrical actuator, such as an electric coil or an electric motor, for changing the state of the drawer.

[0016] The electrically actuated device may also include a return spring for returning the spool to the passive state when the electrical actuator is no longer powered.

[0017] 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 pressure of the hydraulic fluid at the brake to be set to the return pressure or to the supply pressure. The bi-stable operating mode is activated by a parking order issued by the first control member; the progressive operating mode in which the pressure of the hydraulic fluid at the brake is between the return pressure and the supply pressure, the pressure of the hydraulic fluid at the brake being dependent on the movement applied by a pilot to the second control member. The progressive operating mode is activated by an emergency braking order.

[0018] The progressive operating mode can be achieved by a PWM command.

[0019] For example, the electrically actuated device may be of the type described in document FR3 082 503.

[0020] The first and second control members are independent of each other. In other words, an action, real or virtual, exerted on the first control member does not cause any action on the second control member. The parking command is therefore issued independently of the emergency braking command. There is a complete dissociation between the parking and emergency braking commands, which can therefore be of a different nature.

[0021] The first and / or second control member may be a virtual control member. Preferably, the first and / or second control member may be a physical member, for example one that can be held manually by the pilot of the aircraft. Thus, the at least one first control member is physically independent of the at least one second control member.

[0022] The first and / or second control member may be positioned in the cockpit of the aircraft so as to be accessible to the pilot.

[0023] A movement of the control member corresponds to the successive positions taken by the first and / or second control member in space over time.

[0024] Each of the first control member and the second control member is positionable in at least one return position in which the control member sends a command to the electrically actuated device to apply hydraulic fluid pressure at the brake to the return pressure.

[0025] Each of the first control member and the second 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 set the hydraulic fluid pressure at the brake to the supply pressure. When the first control member is actuated, a park command is sent to the electrically actuated device. The park command activates the bi-stable operating mode and thus sets the hydraulic fluid to the supply pressure or the return pressure.

[0026] When the second control unit is actuated, 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.

[0027] According to some embodiments, the first and / or second 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.

[0028] The braking system according to the invention separates the control devices and the generated orders allowing each of the two operating modes to be controlled. 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.

[0029] The subject matter of this disclosure may also exhibit one or more of the following characteristics, taken alone or in combination.

[0030] In some embodiments, a type of the first controller is different from a type of the second controller.

[0031] A type of the first and / or second control member corresponds to a set of physical characteristics making it possible to distinguish the first and / or second control member.

[0032] The first and / or second control member may be of any type such as: a lever, a trigger, a rotary button, a quarter-turn lever, also called "Pull and Turn". For example, the first control member is a push button that can be pressed relative to the reference frame in which the control member is in the usage situation. This action will generate the park command and activate the bi-stable operating mode. Independently, the second control member may be a lever that can be pulled upwards relative to the reference frame in which the control member is in the usage situation. This action will generate the emergency braking command and activate the progressive operating mode.

[0033] In some embodiments, the first and / or second control member comprises a measurement sensor configured to detect a position or force exerted on the control member.

[0034] Preferably, the second control member comprises the measuring sensor. Thus, the second control member, by means of the measuring sensor, can generate and transmit the emergency braking command dependent on the position or the force exerted on the second control member.

[0035] The dependency can be a proportional or multi-slope relationship between a value of the emergency braking order, and the position or force exerted on the second control member.

[0036] The pilot can therefore easily vary the progressive braking by modifying more or less the position of, or the force exerted on, the second control organ.

[0037] In some embodiments, the braking system also includes at least one activation device configured to fully or partially energize the electrically actuated device.

[0038] The activation device is a safety device that ensures that a simple failure of the braking system does not produce unwanted braking.

[0039] For this, the activation device comprises an activated state in which the electrically actuated device is energized and a deactivated state in which the electrically actuated device is partially or completely de-energized.

[0040] When the electrically actuated device is energized, the electrically actuated device can change the hydraulic fluid pressure based on the park command or emergency braking command received.

[0041] When the electrically actuated device is completely or partially powered down, the electrically actuated device cannot be controlled. In other words, the electrically actuated device cannot change the hydraulic fluid pressure according to the park command or the emergency braking command received.

[0042] Each of the first and second control members may include an activation device.

[0043] The braking system therefore includes two activation devices.

[0044] Alternatively, the first or second control member comprises an activation device.

[0045] Alternatively, the braking system comprises an activation device common to the first and second control members.

[0046] In some embodiments, the at least one activation device is a trigger, or a button.

[0047] In some embodiments, the at least one activation device has a function of an electrical switch.

[0048] Thus, when the activation device is activated, i.e., put into the activated state, it energizes the electrically actuated device. When the activation device is deactivated, i.e., put into the deactivated state, it completely or partially de-energizes the electrically actuated device.

[0049] 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.

[0050] In some embodiments, the at least one activation device is configured to generate an activation command for controlling an electrical switch.

[0051] The 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 powered up.

[0052] In some embodiments, the at least one activation device is implemented by a flight computer.

[0053] The flight computer generates a power-up or power-down (total or partial) of the electrically actuated device depending, for example, on an aircraft operating phase or a pilot request.

[0054] In some embodiments, the activation device is positioned on the first and second control members.

[0055] 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.

[0056] In some embodiments, each of the first and second actuators may include a mechanical or electromagnetic locking device.

[0057] The braking system therefore includes two mechanical or electromagnetic locking devices.

[0058] Alternatively, the first or second control member comprises a mechanical or electromagnetic locking device.

[0059] Alternatively, the braking system comprises a mechanical or electromagnetic locking device common to the first and second control members.

[0060] The mechanical or electromagnetic locking device can hold the first and / or the second control member in its position.

[0061] The mechanical or electromagnetic locking device comprises 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.

[0062] The mechanical or electromagnetic locking device includes 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.

[0063] In some 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.

[0064] Another aspect of the invention relates to a braking method for an aircraft comprising a braking system according to the invention, implementing:

[0065] A step of controlling a parking brake in which a pilot actuates the first control member;

[0066] A step of controlling emergency braking in which the pilot operates the second control member.

[0067] Brief description of the drawings

[0068] 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:

[0069] [FIG. 1] is a schematic representation of a braking system according to the invention;

[0070] [FIG. 2] is a representation of an activation device according to a first embodiment; [FIG. 3] is a representation of an activation device according to a second embodiment.

[0071] Description of the embodiments

[0072] 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.

[0073] It should be noted that in this document, the terms "forward", "backward", "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 situation of use relative to a pilot of the aircraft.

[0074] The invention relates to a braking system 1 for an aircraft.

[0075] In Figure 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. When a pressure of the hydraulic fluid Fn, Fs at 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 hydraulic fluid pressure Fn, Fs at the cavities 3L, 3R of the brakes is equal to a supply pressure, braking at a maximum level is carried out, in other words, braking at 100%. When a hydraulic fluid pressure 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%.

[0077] 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 SFn, 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 OCrni which generates an order transmitted by a first computer CFn1 to the normal hydraulic part. Redundantly in the event of failure of the first control member OOF and / or the first computer CFn1, 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.

[0078] The normal hydraulic part SFn comprises a plurality of elements Fne1, Fne2, making it possible to vary the pressure of the hydraulic fluid Fn at the level of the cavities 3L, 3R of the brakes between the supply pressure and the return pressure.

[0079] There are many ways to implement the normal braking subsystem, the elements described are just an example.

[0080] The braking system 1 also includes an emergency and parking braking subsystem which has the purpose of providing, 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 and park braking 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 comprise a distributor in which a spool 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, making it possible to reduce the pressure of the hydraulic fluid Fs, it is then defined that the spool is in a passive state, or a supply port of the emergency hydraulic part SFs, making it possible to increase the pressure of the hydraulic fluid Fs, it is then defined that the spool is in an active state.

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

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

[0085] 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 which is issued by a first control member 4; a progressive operating mode in which the pressure of the hydraulic fluid Fs at the cavity of the brake 3R, 3L is between the return pressure and the supply pressure. The progressive operating mode is activated by an emergency braking command C vwhich is emitted by a second control member 5.

[0086] The progressive operating mode can be achieved by a PWM command.

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

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

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

[0090] Preferably, the first 4 and / or the second 5 control member may be a physical member as illustrated in FIG. 1, for example capable of being held manually by a pilot of the aircraft. The first 4 and / or the second 5 control member may be positioned in a cockpit 7 of the aircraft 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 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, 5 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] 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 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, each of the first control member 4 and the second control member 5 can be positioned in a rest position in which no command to the electrically actuated device 2 is sent. 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 is activated.

[0095] According to the invention, the first control member 4 generates a parking command Co / f which activates the bi-stable operating mode, and the second control member 5 generates an emergency braking command C v 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. When the first control member 4 is actuated, the parking order Co / f is sent to the electrically actuated device 2. The parking order Co / f activates the bistable operating mode and therefore a setting of the hydraulic fluid Fs at the supply pressure or at the return pressure.

[0096] When the second control member 5 is actuated, the emergency braking order Cv is sent to the electrically actuated device 2. The emergency braking order C vactivates the progressive operating mode and therefore sets the hydraulic fluid Fs to a variable value between the supply pressure and the return pressure.

[0097] Thus, the braking system 1 according to the invention separates the control members and the commands allowing each of the two operating modes to be controlled. 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.

[0098] In some embodiments, a type of the first control member 4 is different from a type of the second control member 5.

[0099] A type of the first 4 and / or second 5 control member corresponds to a set of physical characteristics making it possible to distinguish the first 4 and / or second 5 control member.

[0100] The first 4 and / or the second 5 control member can be of any type such as: a lever, a trigger, a rotary button, a quarter-turn lever, also called “Pull and Turn”.

[0101] 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, 5.

[0102] Preferably, the second control member 5 comprises the measuring sensor. Thus, the second control member 5, by means of the measuring sensor, can generate and transmit the emergency braking command C v depending on the position or the force exerted on the second control member 5.

[0103] The dependence can be a proportional or multi-slope relationship between a value of the emergency braking order Cv and the position or the force exerted on the second control member 5. The pilot can therefore easily vary the progressive braking by modifying more or less the position of, or the force exerted on, the second control member 5.

[0104] For example, and as illustrated in figure 1, the second control member 5 is a lever which can be pulled upwards, the second control member 5 generates the emergency braking order C vvarying between 0% and 100% which activates the progressive operating mode and therefore emergency braking. Independently, the first control member 4 is a push button that can be pressed, the first control member 4 generates the parking order Co / f varying over a range between 0% and -10%, any parking order 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 order 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,

[0105] In some embodiments, the braking system 1 also comprises at least one activation device 6 configured to de-energize or energize the electrically actuated device 2.

[0106] The activation device 6 is a safety device ensuring that a simple failure of the braking system does not produce unwanted braking.

[0107] For this purpose, the activation device 6 comprises 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 completely de-energized.

[0108] When the electrically actuated device 2 is energized, 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 C v received.

[0109] 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 modify the hydraulic fluid pressure Fs according to the parking command Co / f or the emergency braking command C v received.

[0110] Each of the first 4 and second 5 control members may comprise an activation device. In the figure illustrated in Figure 1, only the second control member 5 comprises an activation device 6. Alternatively, the first 4 or the second 5 control member comprises an activation device 6.

[0111] Alternatively, the braking system 1 comprises an activation device common to the first 4 and the second 5 control members.

[0112] In some embodiments, the at least one activation device 6 is a trigger, or a button.

[0113] In some embodiments, the at least one activation device 6 has a function of an electrical switch 61 as illustrated in Figure 2.

[0114] 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.

[0115] When the activation device 6 is deactivated, i.e. put into the deactivated state, it switches off the electrically actuated device 2, i.e. it cuts the link between the power supply E1 and the electrically actuated device 2.

[0116] 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.

[0117] 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.

[0118] 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.

[0119] In certain embodiments, the at least one activation device 6 is implemented by a flight computer.

[0120] The flight computer generates a partial or total powering up or powering down of the electrically actuated device 2 depending, for example, on an operational phase of the aircraft, or a request from the pilot.

[0121] 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.

[0122] The mechanical or electromagnetic locking device can prevent movement of the first 4 and / or the second 5 control member.

[0123] In some embodiments, each of the first 4 and second 5 actuators may comprise a mechanical or electromagnetic locking device. For example, the mechanical or electromagnetic locking device of the first actuator 4 may be a cover that must be removed to operate said actuator. Alternatively, the first 4 or second 5 actuator comprises a mechanical or electromagnetic locking device.

[0124] Alternatively, the braking system 1 comprises a mechanical or electromagnetic locking device common to the first 4 and the second 5 control members.

[0125] The mechanical or electromagnetic locking device can hold the first 4 and / or the second 5 control member in its position.

[0126] The mechanical or electromagnetic locking device comprises a locked state in which a position of the control member 4, 5 in question cannot be modified. Preferably, in the locked state, the mechanical or electromagnetic locking device blocks the control member 4, 5 in question in the rest position.

[0127] The mechanical or electromagnetic locking device comprises an unlocked state in which a position of the control member 4, 5 in question can be modified so as to activate one of the operating modes of the electrically actuated device 2.

[0128] In certain embodiments, the activation device 6 and the mechanical or electromagnetic blocking device are combined, i.e. an action on the activation device 6 also puts the mechanical or electromagnetic blocking device in the unlocked state.

[0129] Another aspect of the invention relates to a braking method for an aircraft comprising a braking system 1 according to the invention, implementing:

[0130] A step of controlling a parking brake in which a pilot actuates the first control member 4;

[0131] A step of controlling emergency braking in which the pilot actuates the second control member 5.

[0132] 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.

[0133] 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) 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 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 member (4) generating a parking order (Co / f) which activates the bi-stable operating mode, and a movement of the second control member (5) generating an emergency braking order (C, v ) 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).

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, in which the first (4) and / or the second (4) control member comprises a measuring sensor configured to detect a position or a 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 the at least one activation device (6) has a function of an electrical switch (61).

6. Braking system (1) according to claim 4, wherein the at least one activation device (6) is configured to generate an activation order (Ca) making it possible to control an electrical switch (62).

7. Braking system (1) according to claim 4, wherein the 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 step of controlling a parking brake in which a pilot actuates the first control member (4); A step of controlling emergency braking in which the pilot actuates the second control member (5).

Images