CA2500887C - Braking device for a high-lift system of an aircraft and aircraft with such a device - Google Patents
Braking device for a high-lift system of an aircraft and aircraft with such a device Download PDFInfo
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- CA2500887C CA2500887C CA2500887A CA2500887A CA2500887C CA 2500887 C CA2500887 C CA 2500887C CA 2500887 A CA2500887 A CA 2500887A CA 2500887 A CA2500887 A CA 2500887A CA 2500887 C CA2500887 C CA 2500887C
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- braking device
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- 239000012530 fluid Substances 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000006378 damage Effects 0.000 description 2
- 230000005284 excitation Effects 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000000740 bleeding effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/50—On board measures aiming to increase energy efficiency
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Aviation & Aerospace Engineering (AREA)
- Regulating Braking Force (AREA)
- Braking Arrangements (AREA)
Abstract
The present invention relates to a braking device for a high-lift system of an aircraft and an aircraft with such a device. The braking device comprises a hydraulic system, which directly or indirectly is coupled to the high-lift system and has its own hydraulic supply.
Description
Braking device for a high-lift system of an aircraft and aircraft with such a device FIELD OF THE INVENTION
The present invention relates to a braking device for a high-lift system of an aircraft and an aircraft with such a device.
BACKGROUND OF THE INVENTION
Different types of landing flaps are known. Independent of their concrete design and position, they must be raised or lowered, i.e. positioned, braked or held in a certain position, depending on the actual requirements. The movement of the landing flaps is effected for instance by means of an electric motor. The same must be able to rotate at relatively high speeds, in order to quickly accomplish the desired movement of the landing flaps. To stop the movement of the landing flaps in the desired position or to prevent the same from striking on adjoining parts of the aircraft towards the end of their range of movement and hence possibly causing damage to the aircraft or the landing flaps themselves, a means should be provided, which effects a quick braking of the system. This can furthermore serve as locking means, when the landing flaps are in their desired position and should be held in such position. Locking is meant to hold the landing flap with any means, for instance by means of a brake.
Here and in the following, the term landing flaps should be understood in a general sense and also includes any kind of high-lift means for increasing the lift of aircraft wings.
The high-lift system (e.g. front wing flaps, so-called Slats, or rear edge flaps, so-called Flaps) generally is moved by one central drive unit each accommodated in the fuselage. Upon reaching the desired position, the flaps are retained by the brakes incorporated in the drive unit.
Braking means are known, which include a stack of brake disks alternately designed as disks rotating with the motor and as stationary disks. Such means is known for instance from EP 1 061 281 B1 and from U.S. 4,921,078. For braking purposes, the brake disks rotating with the motor and the stationary brake disks are pressed against each other, so that a braking force acts on the motor and hence on the movement of the landing flaps. The required force can for instance be applied by means of a spring. The previously known braking means furthermore include an electromagnetic actuator with an excitation coil. When current flows through the excitation coil, the stationary brake disks, i.e.
those not rotatable with the motor, are removed from the rotatable brake disks, so that the braking force on the motor is reduced or eliminated. Now, the movement of the landing flaps or of other flaps, doors and the like can be effected.
Beside electrically moved braking means, there are furthermore known braking means which are controlled by means of the hydraulic supply of the aircraft-specific hydraulic systems. Braking, positioning and holding the landing flaps previously has been effected by one of two aircraft-specific hydraulic or electric systems.
SUMMARY OF THE INVENTION
It is the object of the present invention to develop a braking device for high-lift systems for aircraft as described above.
According to one aspect of the present invention, there is provided a braking device for a high-lift system of an aircraft, wherein the braking device comprises a hydraulic system which directly or indirectly is coupled to the high-lift system and has its own hydraulic supply.
According to another aspect of the present invention, there is provided a braking device for a high-lift system of an aircraft, wherein the braking device comprises a hydraulic system which directly or indirectly is coupled to the high-lift system.
The present invention relates to a braking device for a high-lift system of an aircraft and an aircraft with such a device.
BACKGROUND OF THE INVENTION
Different types of landing flaps are known. Independent of their concrete design and position, they must be raised or lowered, i.e. positioned, braked or held in a certain position, depending on the actual requirements. The movement of the landing flaps is effected for instance by means of an electric motor. The same must be able to rotate at relatively high speeds, in order to quickly accomplish the desired movement of the landing flaps. To stop the movement of the landing flaps in the desired position or to prevent the same from striking on adjoining parts of the aircraft towards the end of their range of movement and hence possibly causing damage to the aircraft or the landing flaps themselves, a means should be provided, which effects a quick braking of the system. This can furthermore serve as locking means, when the landing flaps are in their desired position and should be held in such position. Locking is meant to hold the landing flap with any means, for instance by means of a brake.
Here and in the following, the term landing flaps should be understood in a general sense and also includes any kind of high-lift means for increasing the lift of aircraft wings.
The high-lift system (e.g. front wing flaps, so-called Slats, or rear edge flaps, so-called Flaps) generally is moved by one central drive unit each accommodated in the fuselage. Upon reaching the desired position, the flaps are retained by the brakes incorporated in the drive unit.
Braking means are known, which include a stack of brake disks alternately designed as disks rotating with the motor and as stationary disks. Such means is known for instance from EP 1 061 281 B1 and from U.S. 4,921,078. For braking purposes, the brake disks rotating with the motor and the stationary brake disks are pressed against each other, so that a braking force acts on the motor and hence on the movement of the landing flaps. The required force can for instance be applied by means of a spring. The previously known braking means furthermore include an electromagnetic actuator with an excitation coil. When current flows through the excitation coil, the stationary brake disks, i.e.
those not rotatable with the motor, are removed from the rotatable brake disks, so that the braking force on the motor is reduced or eliminated. Now, the movement of the landing flaps or of other flaps, doors and the like can be effected.
Beside electrically moved braking means, there are furthermore known braking means which are controlled by means of the hydraulic supply of the aircraft-specific hydraulic systems. Braking, positioning and holding the landing flaps previously has been effected by one of two aircraft-specific hydraulic or electric systems.
SUMMARY OF THE INVENTION
It is the object of the present invention to develop a braking device for high-lift systems for aircraft as described above.
According to one aspect of the present invention, there is provided a braking device for a high-lift system of an aircraft, wherein the braking device comprises a hydraulic system which directly or indirectly is coupled to the high-lift system and has its own hydraulic supply.
According to another aspect of the present invention, there is provided a braking device for a high-lift system of an aircraft, wherein the braking device comprises a hydraulic system which directly or indirectly is coupled to the high-lift system.
2 There is also provided an aircraft with the braking system of the present invention.
In accordance with the invention it is provided that the braking device comprises a hydraulic system, which directly or indirectly is coupled to the high-lift system and has its own hydraulic supply. The hydraulic supply preferably serves to influence the braking or holding force directly or indirectly exerted on the landing flaps or the high-lift system. The hydraulic system or braking device of the invention does not require any aircraft-specific hydraulic sources. The force exerted on the part of the braking device of the invention is applied by means of a 2a separate hydraulic supply of the braking device. Thus, the hydraulic supply of the braking device of the invention is autarkic and independent of the hydraulic supply of a possibly existing aircraft-specific hydraulic system. If the latter fails and there is a pressure drop in the aircraft-specific hydraulic system, this will not impair the hydraulic system of the invention, as the same has its own hydraulic supply.
The braking device of the invention can also be used advantageously when there is no aircraft-specific hydraulic system ("More / All Electric Aircraft").
Such aspect of the braking device of the invention or of the aircraft of the invention with such a braking device has for its background that it is possible to construct aircraft whose systems are predominantly or only supplied with one form of energy, namely with electric energy. Instead of the previously attached hydraulic pump, generator and bleeding point, the engine then would only include generators for power generation.
The hydraulic system or braking device of the invention can directly or indirectly act on the landing flaps or the high-lift system.
What is conceivable is a direct action via a motor for driving the landing flaps, which is coupled to the landing flaps and the high-lift system and which is furthermore coupled to the hydraulic system such that the motor movement or the movement of the drive shaft can be braked by means of the hydraulic system or that the motor or the drive shaft can be released from a braked position by means of the hydraulic system. The force applied by the hydraulic system, which acts on the motor or on the drive shaft, is transmitted to the high-lift system or the landing flaps by means of the motor or its shaft, so that the movement thereof likewise is braked or released.
The hydraulic supply can comprise at least one delivery means for a hydraulic medium. Any delivery means can be used, such as gear pumps and the like. To increase the operational reliability, two or even more than two delivery means can
In accordance with the invention it is provided that the braking device comprises a hydraulic system, which directly or indirectly is coupled to the high-lift system and has its own hydraulic supply. The hydraulic supply preferably serves to influence the braking or holding force directly or indirectly exerted on the landing flaps or the high-lift system. The hydraulic system or braking device of the invention does not require any aircraft-specific hydraulic sources. The force exerted on the part of the braking device of the invention is applied by means of a 2a separate hydraulic supply of the braking device. Thus, the hydraulic supply of the braking device of the invention is autarkic and independent of the hydraulic supply of a possibly existing aircraft-specific hydraulic system. If the latter fails and there is a pressure drop in the aircraft-specific hydraulic system, this will not impair the hydraulic system of the invention, as the same has its own hydraulic supply.
The braking device of the invention can also be used advantageously when there is no aircraft-specific hydraulic system ("More / All Electric Aircraft").
Such aspect of the braking device of the invention or of the aircraft of the invention with such a braking device has for its background that it is possible to construct aircraft whose systems are predominantly or only supplied with one form of energy, namely with electric energy. Instead of the previously attached hydraulic pump, generator and bleeding point, the engine then would only include generators for power generation.
The hydraulic system or braking device of the invention can directly or indirectly act on the landing flaps or the high-lift system.
What is conceivable is a direct action via a motor for driving the landing flaps, which is coupled to the landing flaps and the high-lift system and which is furthermore coupled to the hydraulic system such that the motor movement or the movement of the drive shaft can be braked by means of the hydraulic system or that the motor or the drive shaft can be released from a braked position by means of the hydraulic system. The force applied by the hydraulic system, which acts on the motor or on the drive shaft, is transmitted to the high-lift system or the landing flaps by means of the motor or its shaft, so that the movement thereof likewise is braked or released.
The hydraulic supply can comprise at least one delivery means for a hydraulic medium. Any delivery means can be used, such as gear pumps and the like. To increase the operational reliability, two or even more than two delivery means can
3 be provided. The same can for instance be connected in parallel. Preferably, the delivery means is operated electrically. The detour of electric energy ¨
hydraulic energy ¨ braking force is made to be able to utilize the high power density of the hydraulic system. Purely electrically operated brakes with the same braking force as comparable hydraulic brakes are much heavier than these.
For influencing the movement or for locking, i.e. holding the landing flaps, any force applied on the part of the hydraulic medium can be utilized. It is for instance conceivable that the force is utilized to achieve a braking effect. In accordance with a preferred aspect it is provided that the force is utilized to reduce or eliminate the braking effect, i.e. to release the brakes.
In accordance with an advantageous aspect of the invention, the braking device of the invention is an emergency brake. In a preferred aspect of the invention, this brake usually is always open, hence also during cruise flight, but at least while the flaps are being raised and lowered. During normal operation of the flaps, the brake has no braking or holding function for the flap system. The brake is released at the beginning of the flight (no braking function) and will only be set again at the end of the flight (braking function), if there is no incident.
Only in a case of emergency, e.g. in the case of a shaft failure, power or hydraulic failure or runaway of the system, it must close within a few milliseconds and retain the flap system. Otherwise, the flaps released by the shaft system would run out of their position due to the wind loads, and the aircraft would no longer be controllable due to the asymmetric lift conditions.
Advantageously, the braking device of the invention is mounted in the direction of the wing tip in the transmission system of the flaps.
In accordance with a further aspect of the invention it is provided that the means includes at least one brake disk which is movable between a braking position and a release position. The same can be coupled to a piston-cylinder unit of the hydraulic system such that the position of the brake disk depends on the position
hydraulic energy ¨ braking force is made to be able to utilize the high power density of the hydraulic system. Purely electrically operated brakes with the same braking force as comparable hydraulic brakes are much heavier than these.
For influencing the movement or for locking, i.e. holding the landing flaps, any force applied on the part of the hydraulic medium can be utilized. It is for instance conceivable that the force is utilized to achieve a braking effect. In accordance with a preferred aspect it is provided that the force is utilized to reduce or eliminate the braking effect, i.e. to release the brakes.
In accordance with an advantageous aspect of the invention, the braking device of the invention is an emergency brake. In a preferred aspect of the invention, this brake usually is always open, hence also during cruise flight, but at least while the flaps are being raised and lowered. During normal operation of the flaps, the brake has no braking or holding function for the flap system. The brake is released at the beginning of the flight (no braking function) and will only be set again at the end of the flight (braking function), if there is no incident.
Only in a case of emergency, e.g. in the case of a shaft failure, power or hydraulic failure or runaway of the system, it must close within a few milliseconds and retain the flap system. Otherwise, the flaps released by the shaft system would run out of their position due to the wind loads, and the aircraft would no longer be controllable due to the asymmetric lift conditions.
Advantageously, the braking device of the invention is mounted in the direction of the wing tip in the transmission system of the flaps.
In accordance with a further aspect of the invention it is provided that the means includes at least one brake disk which is movable between a braking position and a release position. The same can be coupled to a piston-cylinder unit of the hydraulic system such that the position of the brake disk depends on the position
4 of the piston of the piston-cylinder unit. It can be provided that said brake disk is of the non-rotatable type and in the braking position acts on braking disks of the rotatable type, which are seated on the motor shaft or the drive shaft.
Usually, a stack of brake disks is provided, rotatable and non-rotatable brake disks being mounted in alternation. However, other designs are also conceivable.
The piston-cylinder unit can be directly adjacent to the brake disk(s) or also be spaced therefrom. It is also possible to provide a plurality of piston-cylinder units.
The at least one brake disk can be biased towards its braking position. This means that in the pressureless condition of the hydraulic system, a braking force is exerted. The same can for instance be applied by means of a spring.
In accordance with a further aspect of the invention, the at least one brake disk is coupled to the piston-cylinder unit such that the brake disk is moved into its release position, when the piston-cylinder unit is coupled to the delivery means for the hydraulic medium. When pressure is applied to the cylinder space of the piston-cylinder unit by means of the delivery means, the piston and hence the brake disk is moved. It can be provided that the movement of this brake disk (or plurality of brake disks) leads to the brake being released. The opposite case is also conceivable, i.e. said movement of the brake disk(s) causes a braking effect.
In accordance with a preferred aspect of the invention a control valve is provided, which can be switched into at least two different positions, and which in the first position connects the cylinder space of the piston-cylinder unit with the pressure side of the delivery means and in the second position provides for a discharge of the hydraulic medium from the cylinder space of the piston-cylinder unit. The control valve can for instance be designed as solenoid valve. In the first position, the cylinder space is pressurized, which leads to a corresponding discharge movement of the piston, and in the second position of the control valve the pressure is reduced, which leads to the piston being retracted.
Usually, a stack of brake disks is provided, rotatable and non-rotatable brake disks being mounted in alternation. However, other designs are also conceivable.
The piston-cylinder unit can be directly adjacent to the brake disk(s) or also be spaced therefrom. It is also possible to provide a plurality of piston-cylinder units.
The at least one brake disk can be biased towards its braking position. This means that in the pressureless condition of the hydraulic system, a braking force is exerted. The same can for instance be applied by means of a spring.
In accordance with a further aspect of the invention, the at least one brake disk is coupled to the piston-cylinder unit such that the brake disk is moved into its release position, when the piston-cylinder unit is coupled to the delivery means for the hydraulic medium. When pressure is applied to the cylinder space of the piston-cylinder unit by means of the delivery means, the piston and hence the brake disk is moved. It can be provided that the movement of this brake disk (or plurality of brake disks) leads to the brake being released. The opposite case is also conceivable, i.e. said movement of the brake disk(s) causes a braking effect.
In accordance with a preferred aspect of the invention a control valve is provided, which can be switched into at least two different positions, and which in the first position connects the cylinder space of the piston-cylinder unit with the pressure side of the delivery means and in the second position provides for a discharge of the hydraulic medium from the cylinder space of the piston-cylinder unit. The control valve can for instance be designed as solenoid valve. In the first position, the cylinder space is pressurized, which leads to a corresponding discharge movement of the piston, and in the second position of the control valve the pressure is reduced, which leads to the piston being retracted.
5 There can be provided a reservoir for the hydraulic medium, and in its second position the control valve connects the cylinder space of the piston-cylinder unit with the reservoir.
The reservoir can be coupled to the suction side of the delivery means for the hydraulic medium, so that the reservoir serves the withdrawal of hydraulic medium by the one or more delivery means and the supply of hydraulic medium from the cylinder space of the piston-cylinder unit.
In accordance with a preferred aspect of the invention, the control valve is biased towards its second position. This means that in the absence of an activation of the control valve a connection between the cylinder space of the piston-cylinder unit and the reservoir is effected. Depending on the arrangement of the brake disks, this can lead to a braking force being applied in this situation.
Between the delivery means for the hydraulic medium and the control valve, one or more non-return valves can be provided. Furthermore, a safety valve can be provided, which connects the pressure and suction lines of the delivery means with each other.
In accordance with a particularly preferred aspect of the invention, the braking device is designed such that in the case of emergency, in particular in the case of a shaft failure, in the currentless condition or in the case of a failure of the hydraulic supply, a braking force is exerted. As a result, the high-lift system can be locked in no time at all.
The present invention furthermore relates to an aircraft with a braking device as claimed in any of claims 1 to 15. The aircraft can have its own aircraft-specific hydraulic system, the braking device of the invention having its own hydraulic supply separate from the hydraulic supply of the aircraft-specific system.
Thus, the hydraulic system of the invention does not require any aircraft-specific
The reservoir can be coupled to the suction side of the delivery means for the hydraulic medium, so that the reservoir serves the withdrawal of hydraulic medium by the one or more delivery means and the supply of hydraulic medium from the cylinder space of the piston-cylinder unit.
In accordance with a preferred aspect of the invention, the control valve is biased towards its second position. This means that in the absence of an activation of the control valve a connection between the cylinder space of the piston-cylinder unit and the reservoir is effected. Depending on the arrangement of the brake disks, this can lead to a braking force being applied in this situation.
Between the delivery means for the hydraulic medium and the control valve, one or more non-return valves can be provided. Furthermore, a safety valve can be provided, which connects the pressure and suction lines of the delivery means with each other.
In accordance with a particularly preferred aspect of the invention, the braking device is designed such that in the case of emergency, in particular in the case of a shaft failure, in the currentless condition or in the case of a failure of the hydraulic supply, a braking force is exerted. As a result, the high-lift system can be locked in no time at all.
The present invention furthermore relates to an aircraft with a braking device as claimed in any of claims 1 to 15. The aircraft can have its own aircraft-specific hydraulic system, the braking device of the invention having its own hydraulic supply separate from the hydraulic supply of the aircraft-specific system.
Thus, the hydraulic system of the invention does not require any aircraft-specific
6 sources for the hydraulic medium. It is also conceivable that the aircraft does not have its own aircraft-specific hydraulic system ("All Electric Aircraft").
BRIEF DESCRIPTION OF THE DRAWINGS
Further details and advantages of the invention will be explained in detail with reference to an embodiment shown in the drawing, in which:
Fig. 1 shows a representation of the device of the invention in the braking position;
Fig. 2 shows a representation of the device of the invention in the release position (brake released);
Fig. 3 shows a representation of the device of the invention in a further embodiment in the braking position; and Fig. 4 shows a representation of the device of the invention as shown in Fig.
3 in the release position (brake released).
DETAILED DESCRIPTION OF THE DRAWINGS
The device of the invention as shown in Fig. 1 includes two pumps 40, which serve to deliver a hydraulic medium, for instance oil. These can be any kind of delivery units, for instance power-operated gear pumps. The pumps 40 are connected in parallel.
On the suction side, the pumps are coupled to a reservoir 30 of variable volume.
As can be taken from Fig. 1 and Fig. 2, the base plate of the reservoir 30 is spring-loaded and movably accommodated in the housing of the reservoir 30.
BRIEF DESCRIPTION OF THE DRAWINGS
Further details and advantages of the invention will be explained in detail with reference to an embodiment shown in the drawing, in which:
Fig. 1 shows a representation of the device of the invention in the braking position;
Fig. 2 shows a representation of the device of the invention in the release position (brake released);
Fig. 3 shows a representation of the device of the invention in a further embodiment in the braking position; and Fig. 4 shows a representation of the device of the invention as shown in Fig.
3 in the release position (brake released).
DETAILED DESCRIPTION OF THE DRAWINGS
The device of the invention as shown in Fig. 1 includes two pumps 40, which serve to deliver a hydraulic medium, for instance oil. These can be any kind of delivery units, for instance power-operated gear pumps. The pumps 40 are connected in parallel.
On the suction side, the pumps are coupled to a reservoir 30 of variable volume.
As can be taken from Fig. 1 and Fig. 2, the base plate of the reservoir 30 is spring-loaded and movably accommodated in the housing of the reservoir 30.
7 In the drawing, the volume of the hydraulic medium contained in the reservoir is designated with V2. The reservoir 30 is coupled to both suction sides of the pumps 40, so that the pumps 40 both can withdraw hydraulic medium from the reservoir. The suction line to one of the pumps 40 is branched off from the suction line of the other pump 40.
30 7a Hydraulic lines, in each of which a non-return valve 42 is provided, likewise extend on the pressure side of both pumps 40. Downstream of the non-return valves 42, the pressure-side hydraulic lines are joined and combined to one line.
Upstream of the non-return valves 42, one line each is branched off, which connects the suction line of the pumps 40 with the pressure line. In each of these connection lines, a spring-biased safety valve 44 is provided.
The common pressure line of the pumps 40 opens into the port P of the solenoid valve 20.
The solenoid valve 20 furthermore has the ports C and R. This valve is a 3/2-way valve. The solenoid valve 20 is movable in two positions, one of the positions being shown in Fig. 1 and the other position being shown in Fig. 2. In the position shown in Fig. 1, the valve 20 connects the line leading to and from the piston-cylinder unit 10 with the reservoir 30, and in the position shown in Fig. 2 with the pressure line of the pumps 40.
As can furthermore be taken from the drawing, there is also provided a piston-cylinder unit 10, which includes a cylinder in which a piston is movably guided, which is coupled to a movable brake disk 50. In the drawing, the volume of the hydraulic medium contained in the cylinder space is designated with V1.
The sum of volumes V1 + V2 is the same in both positions of the device shown in the Figures.
During a movement of the piston, the brake disk 50 performs a corresponding movement. As can also be taken from the drawing, a force F acting to the left is exerted on the brake disk 50. This force is applied for instance by means of a spring and serves to move the brake disk 50 into a position or hold the same in a position in which a braking action is performed. This can for instance be effected in that the brake disk 50 is pressed against a non-illustrated brake disk which is
30 7a Hydraulic lines, in each of which a non-return valve 42 is provided, likewise extend on the pressure side of both pumps 40. Downstream of the non-return valves 42, the pressure-side hydraulic lines are joined and combined to one line.
Upstream of the non-return valves 42, one line each is branched off, which connects the suction line of the pumps 40 with the pressure line. In each of these connection lines, a spring-biased safety valve 44 is provided.
The common pressure line of the pumps 40 opens into the port P of the solenoid valve 20.
The solenoid valve 20 furthermore has the ports C and R. This valve is a 3/2-way valve. The solenoid valve 20 is movable in two positions, one of the positions being shown in Fig. 1 and the other position being shown in Fig. 2. In the position shown in Fig. 1, the valve 20 connects the line leading to and from the piston-cylinder unit 10 with the reservoir 30, and in the position shown in Fig. 2 with the pressure line of the pumps 40.
As can furthermore be taken from the drawing, there is also provided a piston-cylinder unit 10, which includes a cylinder in which a piston is movably guided, which is coupled to a movable brake disk 50. In the drawing, the volume of the hydraulic medium contained in the cylinder space is designated with V1.
The sum of volumes V1 + V2 is the same in both positions of the device shown in the Figures.
During a movement of the piston, the brake disk 50 performs a corresponding movement. As can also be taken from the drawing, a force F acting to the left is exerted on the brake disk 50. This force is applied for instance by means of a spring and serves to move the brake disk 50 into a position or hold the same in a position in which a braking action is performed. This can for instance be effected in that the brake disk 50 is pressed against a non-illustrated brake disk which is
8 non-rotatably connected with the shaft of a motor by means of which the landing flap(s) is(are) moved.
Fig. 1 shows the device of the invention in this braking condition. In this case, the solenoid valve 20 has been moved into its extreme right position, in which the line leading to/from the piston-cylinder unit 10 is coupled to the reservoir 30. In this position, the piston-cylinder unit 10 is not coupled to the pressure line of the pumps 40, so that a relatively low pressure level exists in the cylinder of the cylinder-piston unit. Accordingly, the piston of the piston-cylinder unit 10 is in a retracted position and the brake disk 50 coupled thereto is in its extreme left position. In this position, a braking force is produced by means of the brake disk 50, which for instance leads to the landing flap system being braked or fixed in its position.
If the braking effect is to be eliminated or reduced, because the landing flaps must be adjusted, the solenoid valve 20 is moved into its position shown in Fig. 2, in which the pressure line of the pumps 40 is connected with the cylinder space of the piston-cylinder unit 10. This leads to the fact that hydraulic medium from the reservoir 30 is delivered into the cylinder space of the piston-cylinder unit 10 by means of the pumps 40. The piston of the piston-cylinder unit 10, and hence also the brake disk 50 coupled to the same, is moved to the right against the force F and thus moved away from the brake disks rotatable with the motor to such an extent that the braking effect is eliminated or reduced.
Switching the solenoid valve 20 from the position shown in Fig. 1 to the position shown in Fig. 2 effects a reduction of the volume V2 and a corresponding increase of the volume V1, the sum thereof being the same in both positions due to the closed character of the hydraulic system. The reverse switching operation effects that the volume V1 is reduced due to the force F, hydraulic medium being displaced into the reservoir, whose volume V2 is increased correspondingly.
Fig. 1 shows the device of the invention in this braking condition. In this case, the solenoid valve 20 has been moved into its extreme right position, in which the line leading to/from the piston-cylinder unit 10 is coupled to the reservoir 30. In this position, the piston-cylinder unit 10 is not coupled to the pressure line of the pumps 40, so that a relatively low pressure level exists in the cylinder of the cylinder-piston unit. Accordingly, the piston of the piston-cylinder unit 10 is in a retracted position and the brake disk 50 coupled thereto is in its extreme left position. In this position, a braking force is produced by means of the brake disk 50, which for instance leads to the landing flap system being braked or fixed in its position.
If the braking effect is to be eliminated or reduced, because the landing flaps must be adjusted, the solenoid valve 20 is moved into its position shown in Fig. 2, in which the pressure line of the pumps 40 is connected with the cylinder space of the piston-cylinder unit 10. This leads to the fact that hydraulic medium from the reservoir 30 is delivered into the cylinder space of the piston-cylinder unit 10 by means of the pumps 40. The piston of the piston-cylinder unit 10, and hence also the brake disk 50 coupled to the same, is moved to the right against the force F and thus moved away from the brake disks rotatable with the motor to such an extent that the braking effect is eliminated or reduced.
Switching the solenoid valve 20 from the position shown in Fig. 1 to the position shown in Fig. 2 effects a reduction of the volume V2 and a corresponding increase of the volume V1, the sum thereof being the same in both positions due to the closed character of the hydraulic system. The reverse switching operation effects that the volume V1 is reduced due to the force F, hydraulic medium being displaced into the reservoir, whose volume V2 is increased correspondingly.
9 As can also be taken from the drawing, the solenoid valve is biased into its extreme right position. This leads to the fact that in a de-energized condition, in which an actuation of the solenoid valve is not possible, the position of the device as shown in Fig. 1 and hence the braking condition is adjusted.
Fig. 3 shows a structure of the braking device of the invention in another embodiment. For a fail-safe architecture, two completely independent systems are provided. One system alone already is able to ensure the function of the braking device, i.e. to ensure a locking of the high-lift system in no time at all.
In the operating condition "A/C Power-On", the feed pressure (206 bar) produced by a hydraulic pump 40, which initially is decreased by 2 bar via the non-return valve 42, exerts a force on the piston surface of the synchronous cylinders 10 of the braking device, which is greater than the spring force acting on the brake disks 50. The spring is indicated in Figures 3 and 4 above the brake disk 50.
The brake disks 50 mounted on the drive shaft for the landing flaps are released, as shown in Fig. 4. From the return side of the synchronous cylinder 10 the oil is recirculated to the suction side.
As a result of an increase of the pressure to the final value of 204 bar, which is adjusted at the pressure switch 110, the hydraulic pump 40 is shut off and the brake remains open.
For driving the hydraulic pump, the electric motor 41 is used.
When the fluid pressure required for opening the brake decreases due to leakage oil losses, the amount of fluid present in the high-pressure hydraulic reservoir 130, which is biased to storage pressure (180 bar), can be transferred to the braking device. When the pressure falls below the lower pressure of 185 bar adjusted at the pressure switch 110, the pressure switch 110 will again switch on the hydraulic pump 40 and the electric motor 41 driving the same, and the reservoir charging operation is repeated (on-off control).
If the hydraulic pump 40 continues to provide hydraulic pressure in the case of defective follow-up controls, and when the minimum opening pressure of 216 bar is reached, which is adjusted at the pressure control valve 120, the volume flow will flow to the fluid tank, in order to avoid the destruction of system components.
As can be taken from Fig. 3 and Fig. 4, the braking function or the release of the braking function is adjusted by means of the 3/2-way valve 20.
Reference numerals 100 designate quick-acting coupling valves. Reference numeral 150 designates a bleed and fill valve.
Although the landing flaps are fully lowered during cruise flight, the opening pressure for the brake is provided by the storage pressure of the high-pressure hydraulic reservoir 130 not only during cruise flight, but also in the starting and landing phase. If the landing flaps are for instance raised asymmetrically in the landing or starting phase, the solenoid valve is deactivated and the ports C
and R
are connected, as it is shown in Fig. 3. The Belleville springs urge the brake disks 50 against each other, and the brake is closed (emergency braking function).
If the pressure switch 110 is used for the reservoir charging operation, the components of the actuator and of the braking device (hydraulic pump, electric motor) can reach a service life of about 60,000 operating hours, which corresponds to the entire life of the aircraft (about 20 years).
As the space in the wing tip is very confined, it is not possible to accommodate therein conventionally operating electric brakes with the necessary braking moment. With the approach of the invention to utilize the braking device of the invention for this purpose, the good values of the hydraulic system in terms of power density are utilized, but the energy supply preferably is electric. The components for the hydraulic supply of the braking device of the invention can be distributed in the available space corresponding to the existing conditions.
They are also relatively small, as the brake does not have a high power demand.
The device illustrated in the drawing has a closed hydraulic system with its own hydraulic supply and thus operates autarkically with respect to a possibly existing aircraft-specific hydraulic system and its hydraulic supply. When using the braking device of the invention, an aircraft-specific hydraulic system actually is not necessary at all. The braking device of the invention thus can advantageously also be used in aircraft without their own hydraulic system ("All Electric Aircraft").
Fig. 3 shows a structure of the braking device of the invention in another embodiment. For a fail-safe architecture, two completely independent systems are provided. One system alone already is able to ensure the function of the braking device, i.e. to ensure a locking of the high-lift system in no time at all.
In the operating condition "A/C Power-On", the feed pressure (206 bar) produced by a hydraulic pump 40, which initially is decreased by 2 bar via the non-return valve 42, exerts a force on the piston surface of the synchronous cylinders 10 of the braking device, which is greater than the spring force acting on the brake disks 50. The spring is indicated in Figures 3 and 4 above the brake disk 50.
The brake disks 50 mounted on the drive shaft for the landing flaps are released, as shown in Fig. 4. From the return side of the synchronous cylinder 10 the oil is recirculated to the suction side.
As a result of an increase of the pressure to the final value of 204 bar, which is adjusted at the pressure switch 110, the hydraulic pump 40 is shut off and the brake remains open.
For driving the hydraulic pump, the electric motor 41 is used.
When the fluid pressure required for opening the brake decreases due to leakage oil losses, the amount of fluid present in the high-pressure hydraulic reservoir 130, which is biased to storage pressure (180 bar), can be transferred to the braking device. When the pressure falls below the lower pressure of 185 bar adjusted at the pressure switch 110, the pressure switch 110 will again switch on the hydraulic pump 40 and the electric motor 41 driving the same, and the reservoir charging operation is repeated (on-off control).
If the hydraulic pump 40 continues to provide hydraulic pressure in the case of defective follow-up controls, and when the minimum opening pressure of 216 bar is reached, which is adjusted at the pressure control valve 120, the volume flow will flow to the fluid tank, in order to avoid the destruction of system components.
As can be taken from Fig. 3 and Fig. 4, the braking function or the release of the braking function is adjusted by means of the 3/2-way valve 20.
Reference numerals 100 designate quick-acting coupling valves. Reference numeral 150 designates a bleed and fill valve.
Although the landing flaps are fully lowered during cruise flight, the opening pressure for the brake is provided by the storage pressure of the high-pressure hydraulic reservoir 130 not only during cruise flight, but also in the starting and landing phase. If the landing flaps are for instance raised asymmetrically in the landing or starting phase, the solenoid valve is deactivated and the ports C
and R
are connected, as it is shown in Fig. 3. The Belleville springs urge the brake disks 50 against each other, and the brake is closed (emergency braking function).
If the pressure switch 110 is used for the reservoir charging operation, the components of the actuator and of the braking device (hydraulic pump, electric motor) can reach a service life of about 60,000 operating hours, which corresponds to the entire life of the aircraft (about 20 years).
As the space in the wing tip is very confined, it is not possible to accommodate therein conventionally operating electric brakes with the necessary braking moment. With the approach of the invention to utilize the braking device of the invention for this purpose, the good values of the hydraulic system in terms of power density are utilized, but the energy supply preferably is electric. The components for the hydraulic supply of the braking device of the invention can be distributed in the available space corresponding to the existing conditions.
They are also relatively small, as the brake does not have a high power demand.
The device illustrated in the drawing has a closed hydraulic system with its own hydraulic supply and thus operates autarkically with respect to a possibly existing aircraft-specific hydraulic system and its hydraulic supply. When using the braking device of the invention, an aircraft-specific hydraulic system actually is not necessary at all. The braking device of the invention thus can advantageously also be used in aircraft without their own hydraulic system ("All Electric Aircraft").
Claims (16)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A braking device for a high-lift system of an aircraft, wherein the braking device comprises a hydraulic system which directly or indirectly is coupled to the high-lift system and has its own hydraulic supply.
2. The braking device as claimed in claim 1, wherein the braking device is coupled to or includes means with which the high-lift system can be braked and/or be released from a braked position.
3. The braking device as claimed in claim 1 or 2, wherein a motor coupled to the high-lift system is provided for driving the high-lift system, which motor furthermore is coupled to the hydraulic system such that motor movement or movement of a drive shaft can be braked by means of the hydraulic system or that the motor or the drive shaft can be released from a braked position by means of the hydraulic system.
4. The braking device as claimed in any one of claims 1 to 3, wherein the hydraulic supply comprises at least one electrically operated delivery means for a hydraulic medium.
5. The braking device as claimed in claim 4, wherein the hydraulic system is coupled to at least one brake disk movable between a braking position and a release position.
6. The braking device as claimed in claim 5, wherein the at least one brake disk is coupled to a piston-cylinder unit of the hydraulic system such that a position of the at least one brake disk depends on a position of the piston of a piston-cylinder unit.
7. The braking device as claimed in claim 5 or 6, wherein the at least one brake disk is biased towards its braking position.
8. The braking device as claimed in claim 6, wherein the at least one brake disk is coupled to the piston-cylinder unit such that the at least one brake disk is moved into its release position when the piston-cylinder unit is coupled to the delivery means of the hydraulic supply.
9. The braking device as claimed in claim 4, wherein a control valve is provided, which can be switched into at least two different positions and which, in a first position, connects a cylinder space of a piston-cylinder unit with a pressure side of the delivery means and, in a second position, provides for a discharge of the hydraulic medium from the cylinder space of the piston-cylinder unit.
10. The braking device as claimed in claim 9, wherein a reservoir for the hydraulic medium is provided and that, in the second position, the control valve connects the cylinder space of the piston-cylinder unit with a reservoir.
11. The braking device as claimed in claim 10, wherein the reservoir is coupled to a suction side of the delivery means for the hydraulic medium.
12. The braking device as claimed in any one of claims 9 to 11, wherein the control valve is biased towards the second position.
13. The braking device as claimed in claim 9, wherein between the delivery means for the hydraulic medium and the control valve a non-return valve is provided.
14. The braking device as claimed in claim 4, wherein a safety valve is provided, which connects pressure and suction lines of the delivery means with each other.
15. The braking device as claimed in any one of claims 1 to 14, wherein the braking device is designed such that in case of emergency, a shaft failure, a de-energized condition or a failure of the hydraulic supply, a braking force is exerted.
16. An aircraft with the braking device as claimed in any one of claims 1 to 15.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102004012486 | 2004-03-15 | ||
| DE102004012486.8 | 2004-03-15 | ||
| DE102005011118A DE102005011118B4 (en) | 2004-03-15 | 2005-03-10 | Braking device for a high-lift system of an aircraft and aircraft with such a device |
| DE102005011118.1 | 2005-03-10 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2500887A1 CA2500887A1 (en) | 2005-09-15 |
| CA2500887C true CA2500887C (en) | 2014-05-06 |
Family
ID=34980787
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2500887A Active CA2500887C (en) | 2004-03-15 | 2005-03-14 | Braking device for a high-lift system of an aircraft and aircraft with such a device |
Country Status (2)
| Country | Link |
|---|---|
| CA (1) | CA2500887C (en) |
| DE (1) | DE102005011118B4 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007026733A1 (en) | 2007-06-06 | 2008-12-11 | Harald Zahn Gmbh | Head plate used to fasten insulation and sealing strips onto flat roofs, comprises plastic disc with depression in form of circular cylindrical chamber |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3662550A (en) * | 1971-01-11 | 1972-05-16 | Sundstrand Corp | Actuator system |
| US4533097A (en) * | 1983-07-11 | 1985-08-06 | Sundstrand Corporation | Multi-motor actuation system for a power drive unit |
| US4921078A (en) * | 1988-02-18 | 1990-05-01 | Sommer Company | Electro-shear brake |
| DE19724117A1 (en) * | 1997-06-09 | 1998-12-10 | Zf Luftfahrttechnik Gmbh | Brake for a lift flap adjustment mechanism |
| EP1061281B1 (en) * | 1999-06-17 | 2003-04-09 | Goodrich Control Systems Ltd | Brake assembly |
| US6659398B2 (en) * | 2000-09-08 | 2003-12-09 | Smiths Aerospace, Inc. | Two-brake torque limiting device |
-
2005
- 2005-03-10 DE DE102005011118A patent/DE102005011118B4/en active Active
- 2005-03-14 CA CA2500887A patent/CA2500887C/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| DE102005011118B4 (en) | 2008-04-17 |
| DE102005011118A1 (en) | 2005-10-06 |
| CA2500887A1 (en) | 2005-09-15 |
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|---|---|---|---|
| EEER | Examination request |