Braking system for an aircraft, the system being actuated by a control device and comprising an electrically actuated device

Abstract

The invention relates to a 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 at least one control device (OCF n 1, OCF n2) capable of generating a park command (Co / f), which activates the bi-stable operating mode of the electrically actuated device (2, 2', 2E, 2I), and a progressive braking command (Cp1, Cp1', Cp2, Cp2'), characterised in that the system comprises at least one inhibition system configured to inhibit an operation of the electrically actuated device (2, 2', 2E, 2I) according to at least one operating state of a normal braking system, the at least one progressive braking command (Cp1, Cp2) being configured to activate the progressive operating mode of the electrically actuated device (2, 2', 2E, 2I) according to the at least one inhibition system.

Description

[0001] DESCRIPTION

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

[0003] Technical Field

[0004] The invention relates to the field of aircraft and more particularly to a braking system and an aircraft equipped with such a braking system.

[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 pressure level in the brakes which is variable depending on an order from a pilot or a flight control computer.

[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 cable 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] There is therefore a need for an electrically actuated braking system that allows for easy maintenance, easy installation, is inexpensive, robust with respect to pilot behavior, and can be adapted to all types of aircraft.

[0011] Disclosure of the invention 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 control device capable of generating on the one hand at least one parking command which activates the bi-stable operating mode of the electrically actuated device, and on the other hand at least one progressive brake command,characterized in that the braking system 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 order being configured to activate the progressive operating mode of the electrically actuated device as a function of the at least one inhibition system.,

[0012] 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.

[0013] 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.

[0014] 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.

[0015] 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.

[0016] 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 control device; 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 progressive brake control member. The progressive operating mode can be activated by a progressive brake order.

[0017] The progressive operating mode can be achieved by a PWM command.

[0018] For example, the electrically actuated device may be of the type described in document FR3 082 503.

[0019] Each of the at least one park command and the progressive brake command has a return value for setting the hydraulic fluid pressure at the brake to the return pressure and a supply value for setting the hydraulic fluid pressure at the brake to the supply pressure. The progressive brake command may also take at least one value between the return value and the supply value.

[0020] The park command activates the bi-stable operating mode and therefore sets the hydraulic fluid to the supply pressure or the return pressure.

[0021] The progressive braking order preferentially activates a normal braking system, and in the event of failure of the latter the progressive braking order activates an emergency braking system comprising at least one electrically actuated device.

[0022] According to the invention, the control device, and therefore the same progressive brake order, 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 is to 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 depending on 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 the ability of the normal braking system to provide a braking level requested by the progressive brake command. 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.

[0027] When the required braking level cannot be adequately 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.

[0028] The braking system according to the invention proposes an electrically actuated solution allowing the pooling of a set of components which are part of both the emergency braking system and the parking braking system. The proposed solution is therefore simple, inexpensive, and allows for improved driving comfort.

[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, the at least one control device is a computer.

[0031] For example, the computer is a flight control computer or a braking system control computer.

[0032] Preferably and for availability aspects, redundancy of the control device is achieved. The braking system according to the invention then comprises at least two control devices.

[0033] Preferably, we distinguish between the active control device and the passive control device.

[0034] Thus, the braking system according to the invention can be used in an unmanned aircraft, or in an aircraft whose normal, emergency and parking braking orders are transmitted from the control device.

[0035] In some embodiments, the at least one park command has a value within a first range of a control signal, and the at least one soft brake command has a value within a second range of the control signal.

[0036] The first range and second range of the control signal each include a return value and a supply value.

[0037] In some embodiments, the return value of the first range and the second range of the control signal are the same. For example, the first range of the control signal may range from [-10% to 0%], while the second range of the control signal may range from [0% to 100%].

[0038] In some embodiments, the at least one inhibiting system receives at least one inhibiting command.

[0039] For example, the inhibition order is issued by at least one computer of the normal braking system, or by an aircraft computer, or by a flight control computer.

[0040] The normal braking system includes, for example, at least one computer which determines the operating state of the normal braking system.

[0041] In some embodiments, the at least one inhibit command is issued when the normal braking system is operational.

[0042] In some embodiments, no inhibit command is issued when the normal braking system fails.

[0043] 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.

[0044] In some embodiments, the normal braking system comprises two redundant computers. Thus, each of the computers issues at least one inhibition order.

[0045] The emergency braking system is inhibited when it receives an inhibition order from each of the computers, or at least an inhibition order from one of the two computers.

[0046] 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.

[0047] 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.

[0048] In some embodiments, the at least one inhibition system comprises at least one logic gate receiving the at least one inhibition command.

[0049] A logic gate is an electronic circuit performing at least one logical operation, that is, a Boolean operation.

[0050] For example, the inhibition system may comprise at least one NOR gate, i.e. NOT OR, or an AND gate or an OR gate.

[0051] 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.

[0052] An electromechanical relay, also called an electronic relay or electrical switch made using an electronic transistor, is an electrical device that allows an electrical signal to be passed on or interrupted depending on a received order, in this case the inhibition order.

[0053] The coil of a hydraulic isolation valve, or an electromagnetic coil, allows the opening or closing of an isolation valve by moving a slide or flap.

[0054] In some embodiments, the at least one control device generates at least one first progressive brake command and at least one second progressive brake command, the progressive brake command being determined as a function of the first and second progressive brake commands. The control device generates on the one hand a first progressive brake command and on the other hand a second progressive brake command. This makes it possible to determine different components of the progressive brake command, and more precisely a first component and a second component of the progressive brake command. In other words, the components of the progressive brake command are the different input data which, by their combination, make it possible to obtain the progressive brake command.

[0055] For example, the first component of the progressive brake command is a right progressive brake command, while the second progressive brake component is a left progressive brake command.

[0056] The progressive brake order can therefore comprise two components 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.

[0057] Finally, the control device can issue: a right progressive brake order, a left progressive brake order,

[0058] 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 average or sum of the brake orders listed above;

[0059] In some embodiments, the at least one control device determines a normal progressive brake command configured to control the normal braking system and a secondary progressive brake command configured to control the at least one electrically actuated device.

[0060] 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. Another aspect of the invention relates to an aircraft equipped with a braking system according to the invention.

[0061] Brief description of the drawings

[0062] 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:

[0063] [FIG. 1] is a schematic representation of a braking system according to a first embodiment of the invention;

[0064] [FIG. 2] is a representation of an inhibition system according to a first embodiment; [FIG. 3] is a representation of an inhibition system according to a second embodiment; [FIG. 4] is a schematic representation of a braking system according to a second embodiment of the invention;

[0065] [FIG. 5] is a schematic representation of a braking system according to a third embodiment of the invention;

[0066] Description of the embodiments

[0067] 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.

[0068] The invention relates to a 1, 1', 1” braking system for an aircraft.

[0069] In a first embodiment illustrated in FIG. 1, the aircraft comprises a group of right wheels and a group of left wheels L, R, each being connected to brake cavities 3R, 3L. During braking, said cavities 3L, 3R are filled with a hydraulic fluid Fn, Fs.

[0070] 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.

[0071] 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.

[0072] 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%.

[0073] 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 Fne1, 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%.

[0074] There are many ways to implement the normal braking system, the elements described are only an example.

[0075] The braking system 1 also includes emergency and parking braking systems which are intended to provide, on the one hand, emergency braking at a variable level, and on the other hand, parking braking at the supply pressure.

[0076] 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.

[0077] 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.

[0078] The electrically actuated device 2 may further comprise an electrical actuator, such as an electric coil or an electric motor, for modifying the state of the drawer.

[0079] 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.

[0080] 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 at least one control device OOF, OCFn2; 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 can be activated, under certain conditions, by a progressive brake command C P i, C P 2 issued by at least one control device OCrni, OCFn2.

[0081] The progressive operating mode can be achieved by a PWM command.

[0082] For example, the electrically actuated device 2 may be of the type described in document FR3 082 503. Each of the at least one parking order Co / f and the progressive brake order C P i, C P 2, C P r, C P 2' has a return value to set the hydraulic fluid pressure at the brake to the return pressure and a supply value to set the hydraulic fluid pressure at the brake to the supply pressure. The progressive brake order C P i, C P 2, C P i', C P 2' can also take at least one value between the return value and the supply value.

[0083] The braking system according to the first embodiment of the invention comprises a main control device OCrni, and a redundant control device OCFn2.

[0084] Each control device is a computer, for example a flight computer.

[0085] Each control device generates a Co / f park order enabling the bi-stable operating mode of the electrically actuated device 2 to be activated and therefore the hydraulic fluid Fs to be brought to the supply pressure or to the return pressure.

[0086] The control devices OCpni, OCFn2 also each generate a normal progressive brake order C P r, C P 2', configured to control the aircraft's normal brake system and a progressive emergency brake command C P i, C P 2 configured to control the aircraft's emergency brake system.

[0087] Thus, the main control device OCpni generates a normal main progressive brake order C P r and a main progressive brake emergency order C P i, while the redundant control device OCFn2 generates a normal redundant progressive brake order C P 2' and a redundant progressive brake emergency order C P 2. In some embodiments, the normal main progressive brake order C P r and a main progressive brake emergency order C Pi are confused, and the normal order of progressive brake redundant C P 2' and a redundant progressive brake emergency order C P 2 Are confused.

[0088] The normal main progressive brake order C P r and the normal redundant progressive brake order C P 2' are each transmitted to the normal braking system, and more precisely to a main computer CFn1 and to a redundant computer CFn2.

[0089] The main computer CFn1 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%.

[0090] 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 main progressive brake order C P r and redundant C P 2'. When the required level of braking can be provided 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.

[0091] 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 Cii and a redundant inhibition order Ci2. Thus, no inhibition order is transmitted when the normal braking system is faulty, for example if both computers CFn1, CFn2 are faulty.

[0092] The inhibition system can be implemented in different ways.

[0093] A first embodiment is illustrated in Figure 2. In this mode, the inhibition system comprises an electrical isolation device 11 having an open state and a closed state, which is configured to isolate a power supply E1 from the electrically actuated device 2 according to the main inhibition order Cii and the redundant inhibition order Ci2.

[0094] The main inhibition command Cii 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 Cii and the redundant inhibition command Ci2, i.e. at least one of the computers detects that the normal braking system is functional, the electrical isolation device lel is in the open state and the electrically actuated device 2 cannot operate. When the logic gate receives neither the main inhibition command Cii nor the redundant inhibition command Ci2, i.e. both 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, i.e. the electrically actuated device 2 will be activated according to the redundant progressive brake backup command C P2, and the main progressive brake emergency order C P i .

[0095] A second embodiment is illustrated in Figure 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 Cii and the redundant inhibition order Ci2. The main inhibition order Cii and the redundant inhibition order Ci2 are input signals of a NOR type logic gate. Thus, when the logic gate receives at least the main inhibition order Cii or the redundant inhibition order 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 order Cii nor the redundant inhibition order Ci2, the hydraulic isolation device Ihy is in the closed state and the electrically actuated device 2 can operate, i.e. the electrically actuated device 2 will be activated on the redundant progressive brake backup order C. P 2, or on the main progressive brake emergency order C Pi allowing the hydraulic fluid supply pressure to be applied.

[0096] 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 relay is in an open state when it receives the main inhibition order Cii or the redundant inhibition order Ci2, and in a closed state otherwise.

[0097] In the embodiment of Figure 1, the main control device OOF is determined as the active or master control device and the redundant control device OCFn2 is determined as the passive control device. As long as the main control device OCrni is functional, the electrically actuated device 2 receives only the main progressive brake emergency command C Pi. When the main control device OOF fails, the electrically actuated device 2 then receives the redundant progressive brake emergency order C P 2.

[0098] When the inhibition device does not block the operation of the electrically actuated device 2, the latter will be activated according to the progressive brake emergency order received.

[0099] The parking order Co / fa a value included in a first range of a control signal, and the at least one progressive braking order C P i, C P r, C P 2, C P 2' has a value included in a second range of the control signal.

[0100] The first range and second range of the control signal each include a return value and a supply value.

[0101] In some embodiments, the return value of the first range and the second range of the control signal are merged.

[0102] For example, the first control signal range can be from [-10% to 0%], while the second control signal range can be from [0% to 100%].

[0103] A second embodiment is illustrated in Figure 4. This embodiment is identical to the first embodiment in the presence of two groups of wheels R, L, the normal hydraulic part SFn, the main control device OOF and the redundant control device OCFn2, the main computer CFn1, and the redundant computer CFn2.

[0104] In the second embodiment, the main control device OCpni, and the redundant control device OCFn2 each determine a right progressive brake order, and a left progressive brake order. Thus, the control device OCpni, OCFn2 according to the second embodiment generates the following orders: the normal main progressive brake order C P r, including the normal right main progressive brake order and the normal left main progressive brake order; the emergency main progressive brake order C P i, including the right main progressive brake emergency order and the left main progressive brake emergency order; the normal redundant progressive brake order C P 2', including the normal right redundant progressive brake order, and the normal left redundant progressive brake order; the emergency redundant progressive brake order C P2, including the right redundant progressive brake emergency order and the left redundant progressive brake emergency order.

[0105] 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.

[0106] Each electrically actuated device 2, 2' comprises a bi-stable operating mode which is activated by the parking order Co / f issued by the control device, and a progressive operating mode which can be activated, under certain conditions, by the progressive emergency brake order C P i, C P 2.

[0107] 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.

[0108] 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 group of left wheels L while a second electrically actuated device 2' supplies only the cavities 3R of the brakes of the group of right wheels R.

[0109] The first electrically actuated device 2 modifies a pressure of the hydraulic fluid Fs according to the left main progressive brake emergency order or the left redundant progressive brake emergency order, while the second electrically actuated device 2' modifies a pressure of the hydraulic fluid Fs according to the right main progressive brake emergency order or the right redundant progressive brake emergency order.

[0110] In this embodiment, a differentiated control of the right brakes and the left brakes is carried out, in particular when braking with the emergency braking system.

[0111] A third embodiment is illustrated in Figure 5. This embodiment differs from the first and second embodiments by the presence of a group of inner right wheels and a group of outer right wheels as well as a group of inner left wheels and a group of outer left wheels, each group of wheels being connected to brake cavities 3RE, 3RI, 3LE, 3LI.

[0112] Alternatively, this embodiment may include inner front wheels and inner rear wheels as well as outer front wheels and outer rear wheels, each group of wheels being connected to brake cavities 3RE, 3RI, 3LE, 3LI.

[0113] 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.

[0114] The third embodiment is identical to the second embodiment on the control device OCFn2, OCpni.

[0115] The inner electrically actuated device 21 changes a hydraulic fluid pressure according to the inner main progressive brake emergency command or the inner redundant progressive brake emergency command, while the second electrically actuated device 2E changes a hydraulic fluid pressure according to the outer main progressive brake emergency command or the outer redundant progressive brake emergency command.

[0116] In addition, operation of each electrically actuated device 2E, 21 is permitted or inhibited by an inhibition system which may: 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 actuated devices 21, 2E.

[0117] The braking system according to the invention proposes an electrically actuated solution allowing the pooling of a set of components which are part of both the emergency braking system and the parking braking system. The proposed solution is therefore simple, inexpensive, and allows for improved driving comfort.

[0118] 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.

[0119] 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', 2E, 2I) 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', 2E, 2I) 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 return pressure and the supply pressure, and at least one control device (OCFni, OCFn2) capable of generating on the one hand at least one park command (Co / f) which activates the bi-stable operating mode of the electrically actuated device (2,2', 2E, 21), and on the other hand at least one progressive brake order (C, P i, C P r, C P 2, C P 2'), characterized in that the braking system (1, T, 1”) comprises at least one inhibition system configured to inhibit an operation of the at least one electrically actuated device (2, 2', 2E, 2I) as a function of at least one operating state of a normal braking system, the at least one progressive braking order (C P i, C P 2) being configured to activate the progressive operating mode of the electrically actuated device (2, 2', 2E, 2I) depending on the at least one inhibition system.

2. Braking system (1, T, 1”) according to claim 1, wherein the at least one control device (OOF, OCFn2) is a computer.

3. Braking system (1, 1', 1”) according to any one of the preceding claims, in which the at least one parking command (Co / f) has a value included in a first range of a control signal, and the at least one progressive braking command has a value included in a second range of the control signal.

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 (Ci1, Ci2).

5. Braking system (1, T, 1”) according to claim 4, wherein the at least one inhibition system comprises at least one isolation device having an open state and a closed state, the at least one isolation device (lel, Ihy) being configured to isolate an electrical (El) or hydraulic power supply from the electrically actuated device (2, 2', 2E, 2I) depending on the at least one inhibition order (CM, G2).

6. Braking system (1, T, 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 (CM, C2).

7. Braking system (1, T, 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 (C, C2).

8. Braking system (1, 1', 1”) according to any one of the preceding claims, wherein the at least one control device (OCrni, OCFn2) generates at least one first progressive brake order and at least one second progressive brake order, the progressive brake order (C P i, C P 2) being determined as a function of the first and second progressive brake orders.

9. Braking system (1, 1', 1”) according to any one of the preceding claims, wherein the at least one control device (OCrni, OCFn2) determines a normal progressive brake order (C P -r, C P 2) configured to control the normal braking system and a progressive emergency brake order (C P i, C P 2) configured to control the at least one electrically actuated device (2, 2', 2E, 2I).

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

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