CN108394551B - Self-locking parking double-screw mechanical aircraft brake control system and method - Google Patents
Self-locking parking double-screw mechanical aircraft brake control system and method Download PDFInfo
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- CN108394551B CN108394551B CN201810301069.6A CN201810301069A CN108394551B CN 108394551 B CN108394551 B CN 108394551B CN 201810301069 A CN201810301069 A CN 201810301069A CN 108394551 B CN108394551 B CN 108394551B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/42—Arrangement or adaptation of brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/42—Arrangement or adaptation of brakes
- B64C25/44—Actuating mechanisms
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Transportation (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention discloses a self-locking parking double-screw mechanical aircraft brake control system and a method, wherein the system comprises the following components: the bidirectional brake motor generates braking force; the intermediate-stage speed reducing mechanism is driven by a two-way brake motor to rotate so as to amplify the braking force through speed reduction and torque increase and transmit the amplified braking force to a screw rod for braking and parking; the non-self-locking brake-level screw nut mechanism is used for converting amplified braking force into braking thrust; the motion direction of the brake level screw rod of the self-locking parking level screw rod nut mechanism is opposite to that of the brake level screw rod of the non-self-locking brake level screw rod nut mechanism; the controller is used for controlling the bidirectional brake motor to rotate forward to finish a target brake task, or controlling the bidirectional brake motor to rotate reversely to drive the parking-level screw rod of the self-locking parking-level screw rod nut mechanism to advance, so that the parking task is finished after power failure self-locking. The system can effectively improve the reliability of the braking and parking control of the airplane, and is low in cost, simple and easy to realize.
Description
Technical Field
The invention relates to the technical field of ground braking, full-electric mechanical braking and aircraft electric control, in particular to a double-screw mechanical aircraft braking control system and method capable of self-locking and parking.
Background
Because more than half of the aircraft accidents occur in the landing stage, the aircraft ground braking system is very important for the aircraft safety, and the mechanical electric brake is the main development direction of the aircraft braking system. However, due to the requirement of the anti-skid function in the braking process, the main braking mechanism must not be self-locked so as to avoid wheel locking caused by self-locking of the mechanism when the system suddenly fails.
On the other hand, the aircraft is required to have a parking function when it is stopped. Under the condition of power failure, the main braking mechanism which can not be self-locked can not meet the function of power failure parking, so that the current electric brake system often adopts a mode of adding a normally closed clutch and a brake in a brake motor to meet the function of power failure self-locking of the system. This solution is less reliable, less replaceable, and requires higher design requirements and costs, since the system is internal to the motor.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems in the related art to some extent.
Therefore, one purpose of the invention is to provide a self-locking parking double-screw mechanical aircraft brake control system which can effectively improve the reliability of aircraft brake parking control, and has low cost, simplicity and easiness in implementation.
The invention further aims to provide a self-locking parking double-screw mechanical aircraft brake control method.
In order to achieve the above purpose, according to one aspect of the present invention, a self-locking parking type mechanical brake control system for a double-screw aircraft is provided, comprising: the bidirectional brake motor is used for rotating forward or backward to generate braking force; the intermediate-stage speed reducing mechanism is connected with the two-way brake motor, is driven by the two-way brake motor to rotate, amplifies the braking force through speed reduction and torque increase, and transmits the amplified braking force to a screw rod for braking and parking; the non-self-locking brake-level screw nut mechanism is connected with the intermediate-level speed reducing mechanism and is used for converting the amplified braking force into braking thrust; the self-locking parking-level lead screw nut mechanism is connected with the non-self-locking braking-level lead screw nut mechanism and is used for being opposite to the movement direction of a braking-level lead screw of the non-self-locking braking-level lead screw nut mechanism; the controller is used for controlling the bidirectional brake motor to rotate forward to finish a target braking task when the aircraft enters a braking working condition or a parking working condition, or controlling the bidirectional brake motor to rotate reversely to drive a parking-level screw rod of the self-locking parking-level screw rod nut mechanism to advance, so that the parking task is finished after power failure self-locking.
According to the self-locking parking double-screw mechanical aircraft brake control system, the controller is used for adjusting, the brake motor is controlled to rotate positively when the aircraft enters a braking state, the brake motor is controlled to rotate reversely when the aircraft enters a parking state, braking and parking control are carried out according to different working conditions of the aircraft, the parking-level screw rod can be self-locked, and a parking task can be completed after power is off, so that the reliability of aircraft brake parking control is effectively improved, the cost is low, and the system is simple and easy to realize.
In addition, the self-locking parking double-screw mechanical aircraft brake control system according to the embodiment of the invention can also have the following additional technical characteristics:
further, in an embodiment of the present invention, the above system further includes: the at least one brake level pressure sensor is connected with the non-self-locking brake level screw nut mechanism so as to detect a pressure signal of the brake; the at least one parking level pressure sensor is connected with the self-locking parking level screw nut mechanism so as to detect a parking pressure signal.
Further, in one embodiment of the present invention, the controller is further configured to generate a control command according to the pressure signal of the brake and the pressure signal of the parking to control the bi-directional brake motor to rotate in a forward or reverse direction.
Further, in one embodiment of the present invention, when the aircraft enters a free state, the controller controls the bidirectional brake motor to rotate in a corresponding direction according to the parking pressure signal of the brake pressure signal until the pressure sensors are all zeroed, and neither the brake-level screw nor the parking-level screw exert force on the wheel.
Further, in one embodiment of the present invention, the movement directions of the brake-stage lead screw and the parking-stage lead screw are always opposite.
Further, in one embodiment of the present invention, the relative positions of the brake-level lead screw and the parking-level lead screw and the wheel brake disc satisfy a preset condition, wherein the preset condition includes: the rotation angle of a brake motor shaft exists, so that the brake-level lead screw and the parking-level lead screw are not contacted with the wheel brake disc at the same time, and the distance between the brake-level lead screw and the wheel brake disc meets the preset requirement of the anti-skid brake of the aircraft on a hardware system; in any state, the condition that the brake-level lead screw and the parking-level lead screw are simultaneously contacted with the wheel brake disc does not exist; under the braking working condition, when the braking-level lead screw is pushed upwards and the parking-level lead screw is retracted, if any lead screw reaches the limit of upward or downward displacement, the braking force meets the maximum force of the airplane brake; under the parking working condition, when the parking-level lead screw is pushed up and the brake-level lead screw is retracted, if any lead screw reaches the upward or downward displacement limit, the parking force meets the maximum parking force of the aircraft.
In order to achieve the above purpose, another embodiment of the present invention provides a self-locking parking double-screw mechanical aircraft brake control method, which includes the following steps: judging the working condition of the aircraft, wherein the working condition comprises a braking working condition or a parking working condition; when the aircraft is in a braking working condition, controlling the motor to forward rotate to generate braking force so as to finish a target braking task; when the aircraft is in a parking working condition, the motor is controlled to rotate reversely to drive the parking level screw rod of the self-locking parking level screw rod nut mechanism to advance, so that a parking task is completed after power failure and self locking.
According to the self-locking parking double-screw mechanical aircraft brake control method, the controller is used for adjusting, the brake motor is controlled to rotate positively when the aircraft enters a brake state, the brake motor is controlled to rotate reversely when the aircraft enters a parking state, braking and parking control are carried out according to different working conditions of the aircraft, the parking-level screw rod can be self-locked, and a parking task can be completed after power is off, so that the reliability of aircraft brake parking control is effectively improved, the cost is low, and the method is simple and easy to realize.
In addition, the self-locking parking double-screw mechanical aircraft brake control method according to the embodiment of the invention can also have the following additional technical characteristics:
further, in an embodiment of the present invention, the method further includes: detecting a pressure signal of a brake and a pressure signal of parking; and generating a control instruction according to the pressure signal of the brake and the pressure signal of the parking so as to control the bidirectional brake motor to rotate forward or backward.
Further, in one embodiment of the present invention, when the aircraft enters a free state, the bidirectional brake motor is controlled to rotate in a corresponding direction according to the pressure signal of the brake and the pressure signal of the parking until the pressure sensors are all zeroed, and neither the brake-level screw nor the parking-level screw applies force to the aircraft wheel.
Further, in one embodiment of the present invention, there is a brake motor shaft angle such that the brake-level lead screw and the parking-level lead screw are not in contact with the wheel brake disc at the same time, and a distance between the brake-level lead screw and the wheel brake disc meets a preset requirement of an aircraft anti-skid brake on a hardware system; in any state, the condition that the brake-level lead screw and the parking-level lead screw are simultaneously contacted with the wheel brake disc does not exist; under the braking working condition, when the braking-level lead screw is pushed upwards and the parking-level lead screw is retracted, if any lead screw reaches the limit of upward or downward displacement, the braking force meets the maximum force of the airplane brake; under the parking working condition, when the parking-level lead screw is pushed up and the brake-level lead screw is retracted, if any lead screw reaches the upward or downward displacement limit, the parking force meets the maximum parking force of the aircraft.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:
FIG. 1 is a schematic structural view of a self-locking park-able twin screw mechanical aircraft brake control system according to one embodiment of the present invention;
FIG. 2 is a schematic illustration of a self-locking park-able dual-screw mechanical aircraft brake control system according to one embodiment of the present invention;
FIG. 3 is a schematic flow diagram of a self-locking park-able dual-screw mechanical aircraft brake control system according to one embodiment of the invention;
fig. 4 is a flowchart of a method for controlling braking of a self-locking parking twin screw mechanical aircraft according to an embodiment of the present invention.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
The embodiment of the invention provides a self-locking parking double-screw mechanical aircraft brake control system and a method thereof, which are described below with reference to the accompanying drawings.
FIG. 1 is a schematic structural view of a self-locking park-able twin screw mechanical aircraft brake control system according to one embodiment of the present invention.
As shown in fig. 1, the self-locking parking parallel-screw mechanical aircraft brake control system 10 includes: the device comprises a bidirectional brake motor 100, a middle-stage speed reducing mechanism 200, a non-self-locking brake-stage screw nut mechanism 300, a self-locking parking-stage screw nut mechanism 400 and a controller 500.
Wherein the bi-directional brake motor 100 is used for forward or reverse rotation to generate a braking force. The intermediate-stage reduction mechanism 200 is connected with the bi-directional brake motor 100, and the intermediate-stage reduction mechanism 200 is rotated by the bi-directional brake motor 100 to amplify the braking force by reducing the speed and increasing the torque and transmit the amplified braking force to the screw rod for braking and parking. The non-self-lockable brake-stage screw nut mechanism 300 is connected to the intermediate-stage reduction mechanism 200 for converting the amplified braking force into a braking thrust. The self-lockable parking level lead screw nut mechanism 400 is connected with the non-self-lockable braking level lead screw nut mechanism 300 and is used for being opposite to the movement direction of the braking level lead screw of the non-self-lockable braking level lead screw nut mechanism 300. The controller 500 is connected to the bi-directional brake motor 100, and the controller 500 is configured to control the bi-directional brake motor to rotate forward to complete a target braking task when the aircraft enters a braking condition or a parking condition, or control the bi-directional brake motor to rotate reversely to drive a parking-level screw of the self-locking parking-level screw nut mechanism 400 to advance, so that the parking task is completed after power failure self-locking. The system 10 of the embodiment of the invention can control and adjust the braking and parking according to the braking or parking working condition of the aircraft, and the parking level lead screw can be self-locked, and the parking task can be completed after the power is off, so that the reliability of the braking and parking control of the aircraft is effectively improved, the cost is low, and the system is simple and easy to realize.
It will be appreciated that the bi-directional brake motor 100 is a braking force generating source, and is controlled by the controller 500 to rotate in forward and reverse directions as required, and to rotate the speed reducing mechanism. The intermediate-stage reduction mechanism 200 is driven by the aforementioned bi-directional brake motor 100, amplifies the force generated by the motor by reducing the speed and increasing the torque, and transmits the force to the screw for braking and parking. The non-self-locking brake level screw nut mechanism 300 converts the force transmitted by the speed reducing mechanism into braking thrust, and the non-self-locking characteristic meets the requirement of the anti-skid brake of the aircraft. The self-locking parking-level lead screw nut mechanism 400 is driven by an upper-level force transmission mechanism, and the movement direction of the self-locking parking-level lead screw nut mechanism is opposite to that of a non-self-locking braking-level lead screw in the working process. The controller 500 is used for processing various signals including the signals of the pressure sensor, and transmitting control instructions to the brake motor to complete braking and parking actions.
Further, the forward and reverse rotation of the bi-directional brake motor 100 can bring about the force required for braking and parking, respectively. Wherein the forward and reverse rotation of the brake bi-directional motor 100 can bring about the force required for braking and parking, respectively.
Further, the intermediate-stage reduction mechanism 200 can adopt multi-stage spur gear reduction, is driven by a spur gear at the shaft end of a motor, and drives the nut of the non-self-locking brake-stage screw nut mechanism 300 to rotate through reduction and reinforcement, so as to drive the nut of the self-locking parking-stage screw nut mechanism 400 to rotate.
Further, in one embodiment of the present invention, the movement directions of the brake-stage lead screw and the parking-stage lead screw are always opposite.
Specifically, the non-self-lockable brake-stage screw nut mechanism 300 employs a non-self-lockable ball screw, and the self-lockable parking-stage screw nut 400 employs a self-lockable ordinary screw nut. The movement directions of the brake-level screw rod and the parking-level screw rod are always opposite, and when the bidirectional brake motor drives the brake-level screw rod to push up, the parking-level screw rod correspondingly withdraws; otherwise, the brake-level screw rod is retracted, and the parking-level screw rod is correspondingly pushed upwards.
The nut gear in the self-locking parking-level lead screw nut mechanism 400 according to the embodiment of the invention can be driven to push up or retract by being profiled with the nut gear of the non-self-locking braking-level lead screw nut mechanism 300. It should be noted that, the embodiment of the present invention may also be directly driven by engaging with the intermediate-stage reduction mechanism 200 in other stress connection, and those skilled in the art may specifically set the present invention according to the actual situation, which is not limited herein.
Further, in one embodiment of the present invention, as shown in fig. 1, the system 10 of the embodiment of the present invention further includes: at least one brake level pressure sensor 600 and at least one park level pressure sensor 700.
Wherein, at least one brake level pressure sensor 600 is connected with the non-self-locking brake level screw nut mechanism 300 to detect the pressure signal of the brake; at least one park-level pressure sensor 700 is coupled to the self-lockable park-level lead screw nut mechanism 400 to detect a park pressure signal.
It will be appreciated that the brake level pressure sensor 600 is used to measure the amount of brake pressure provided by the brake level non-self-lockable lead screw nut mechanism 300. The park level pressure sensor 700 is used to measure the magnitude of park pressure provided by the park level self-locking lead screw nut mechanism 400.
Specifically, the brake-level pressure sensor 600 and the parking-level pressure sensor 700 are respectively arranged together in the non-self-locking brake-level screw nut mechanism 300 and the self-locking parking-level screw nut mechanism 400, and are respectively used for measuring the braking or parking thrust caused by the wheels born by the two mechanisms in real time.
Further, in one embodiment of the present invention, the controller 500 is further configured to generate a control command according to the brake pressure signal and the parking pressure signal to control the bi-directional brake motor 100 to rotate in a forward or reverse direction.
It will be appreciated that the controller 500 is configured to process pressure sensor signals, brake command signals, etc., and to perform braking and parking actions by transmitting control commands to the brake motor. The controller 500 determines how to control the motor during braking and parking, mainly by means of signals from the brake level pressure sensor 600 and the parking level pressure sensor 700. It should be noted that the controller 500 in the embodiment of the present invention is not necessarily a separate controller, and may be integrated into a system such as an upper layer controller, etc., and those skilled in the art may set the system according to the actual situation, which is not limited herein.
Further, in one embodiment of the present invention, the relative positions of the brake and park grade lead screws and the wheel brake disc satisfy preset conditions, wherein the preset conditions include: the rotation angle of the brake motor shaft exists, so that the brake-level lead screw and the parking-level lead screw are not contacted with the wheel brake disc at the same time, and the distance between the brake-level lead screw and the wheel brake disc meets the preset requirement of the anti-skid brake of the aircraft on a hardware system; in any state, the condition that the brake-level lead screw and the parking-level lead screw are simultaneously contacted with the wheel brake disc does not exist; under a braking working condition, when the braking-level screw rod is pushed up and the parking-level screw rod is retracted, if any screw rod reaches the limit of upward or downward displacement, the braking force meets the maximum braking force of the aircraft; under the parking working condition, when the parking-level lead screw is pushed up and the brake-level lead screw is retracted, if any lead screw reaches the upward or downward displacement limit, the parking force meets the maximum parking force of the aircraft.
It will be appreciated that as shown in fig. 2, the relative positions of the brake and park grade lead screws and the aircraft wheel brake pads 800, and the respective limit displacements, are set to have the following characteristics: and a certain rotation angle of a brake motor shaft exists, so that the brake-level lead screw and the parking-level lead screw are not contacted with the wheel brake disc at the same time, and the distance between the brake-level lead screw and the brake disc meets the basic requirement of the anti-skid brake of the aircraft on a hardware system, namely 2-3mm. In any state, the condition that the brake-level lead screw and the parking-level lead screw are simultaneously contacted with the wheel brake disc does not exist. Under the braking working condition, the motor rotates to drive the braking-level screw rod to push upwards and the parking-level screw rod is retracted, and if any screw rod reaches the upward or downward displacement limit, the braking force can meet the requirement of the maximum force of the airplane brake. Under the parking operating mode, the motor rotates to drive the parking-level lead screw to push upwards and the braking-level lead screw is retracted, and if any lead screw reaches the upward or downward displacement limit, the parking force can meet the requirement of the aircraft on the maximum parking force.
In addition, if thrust is released in the braking process, the braking-stage screw rod can rebound under the drive of the brake disc. In this process, the controller 500 needs to monitor the signal of the parking-level pressure sensor 700 to prevent the rebound displacement of the brake-level screw from exceeding a certain limit, so as to drive the parking-level screw to generate excessive pressure on the brake disc.
Further, in one embodiment of the invention, when the aircraft enters a free state, the controller controls the bidirectional brake motor to rotate in a corresponding direction according to the parking pressure signal of the brake pressure signal until the pressure sensor is reset to zero, and the brake-level lead screw and the parking-level lead screw do not exert force on the aircraft wheel.
In one embodiment of the present invention, the principles of the system 10 of the present embodiment include:
(1) The controller 500 judges whether to enter a braking state or a parking state according to the upper signal instruction, and judges the state of the braking system according to the historical control data and the signals of the braking level and parking level pressure sensors, thereby completing corresponding control operation.
(2) During the landing of the aircraft, the initial state of the aircraft wheel is free, so that the signal of the two-stage pressure sensor is zero. When the upper layer signal indicates that the controller needs to enter a braking state, the controller controls the braking motor to rotate positively to drive the braking-level screw rod to correspondingly complete braking action, and meanwhile the parking-level screw rod is correspondingly retracted. Meanwhile, according to feedback of the brake level pressure sensor 600, the control reaches the required brake pressure.
(3) When the motion state of the aircraft stops, the upper layer signal indicates that the controller 500 needs to enter the power-off parking state, the controller controls the brake motor to rotate reversely to drive the parking-level screw rod to correspondingly complete the parking action, and meanwhile the brake-level screw rod is retracted. Meanwhile, according to the feedback of the parking level pressure sensor 700, after the required parking pressure is reached, the system is powered off, and at the moment, the parking is completed due to the self-locking of the self-locking parking level lead screw nut mechanism 400.
(4) After the aircraft is powered on and needs to move, the upper layer signal instructs the controller 500 to enter a tire free state, and the controller 500 controls the brake motor to rotate forward, so that the two-stage lead screw reaches a standard clearance position which is not contacted with the brake disc at the same time.
Specifically, as shown in fig. 3, the brake control of the aircraft according to the embodiment of the present invention mainly includes three levels:
(1) According to various signals, the controller judges which state is entered;
(2) Under different states, the controller controls the bidirectional brake motor to move towards the corresponding direction;
(3) And controlling the braking force or the parking force to meet the requirement according to the signal feedback.
Further, at any one operation cycle, the control process first goes to step S101 in fig. 3.
The controller 500 collects upper signal instructions, collects signals of the brake-level pressure sensor 600 and the parking-level pressure sensor 700, and integrates history control data, thereby judging what control state in what S102 needs to be entered.
After the step S101, the control process proceeds to a step S102 in fig. 3.
If in step S101, the controller 500 determines that the aircraft is in the process of landing, it proceeds to step S102-1. At this time, since the initial state of the wheel is free, the aforementioned two-stage pressure sensor signal is zero. The controller 500 controls the bi-directional brake motor 100 to rotate forward to drive the brake-level screw to correspondingly complete the braking action, and simultaneously the parking-level screw is correspondingly retracted. And simultaneously, the step S103-1 is entered, and the controller 500 controls the braking force to reach the required braking pressure according to signal feedback of the braking-level pressure sensor 600 and the parking-level pressure sensor 700. In the braking process, if the thrust is required to be released due to the anti-skid braking requirement of the aircraft, the braking screw rod is rebounded under the driving of the aircraft wheel braking friction disc 800. In this process, the controller 500 needs to monitor the signal of the parking-level pressure sensor 700 to prevent the rebound displacement of the brake-level screw from exceeding a certain limit, so as to drive the parking-level screw to generate excessive pressure on the friction disc.
If in step S101, the controller 500 determines that the motion state of the aircraft is stopped, and the upper layer signal indicates that the controller 500 needs to enter the power-off parking state, the process proceeds to step S102-2. At this time, the controller 500 controls the bi-directional brake motor 100 to rotate reversely, and drives the parking-level screw to correspondingly complete the parking action, and simultaneously the brake-level screw is retracted. And meanwhile, the step S103-2 is entered, the controller 500 feeds back according to the parking level pressure sensor 700, and after the parking level pressure is required, the system is powered off, and at the moment, the parking is completed due to self-locking of the parking level lead screw nut mechanism 400.
If in step S101, the controller 500 determines that the aircraft is powered on and needs to move, and the upper layer signal instructs the controller 500 to enter a tire free state. At this time, the controller 500 controls the bi-directional brake motor 100 to rotate forward in order to make the above-mentioned two-stage screw reach a standard gap position while not contacting the wheel brake pad 800 of the airplane. And simultaneously, entering a step S103-3, and controlling the two-stage screw rod to reach a required position by the controller 500 according to signal feedback of the brake-stage pressure sensor 600 and the parking-stage pressure sensor 700.
According to the self-locking parking double-screw mechanical aircraft brake control system provided by the embodiment of the invention, the controller is used for adjusting, the brake motor is controlled to rotate positively when the aircraft enters a braking state, the brake motor is controlled to rotate reversely when the aircraft enters a parking state, the braking and parking control is carried out according to different working conditions of the aircraft, the parking-level screw rod can be self-locked, and the parking task can be completed after the power is off, so that the reliability of the aircraft brake parking control is effectively improved, the cost is low, and the implementation is simple and easy.
Secondly, a self-locking parking double-screw mechanical aircraft brake control method according to the embodiment of the invention is described with reference to the accompanying drawings.
FIG. 4 is a flow chart of a self-locking park-able twin screw mechanical aircraft brake control method in accordance with one embodiment of the present invention.
As shown in fig. 4, the self-locking parking parallel-screw mechanical aircraft brake control method comprises the following steps:
in step S401, the working condition of the aircraft is determined, where the working condition includes a braking working condition or a parking working condition.
In step S402, when the aircraft is in a braking condition, the motor is controlled to forward rotate to generate braking force so as to complete a target braking task.
In step S403, when the aircraft is in the parking working condition, the motor is controlled to rotate reversely to drive the parking level screw rod of the self-locking parking level screw rod nut mechanism to advance, so that the parking task is completed after the power is off and self-locking.
Further, in an embodiment of the present invention, the method further includes: detecting a pressure signal of a brake and a pressure signal of parking; and generating a control instruction according to the pressure signal of the brake and the pressure signal of the parking to control the bidirectional brake motor to rotate forward or backward.
Further, in one embodiment of the invention, when the aircraft enters a free state, the bidirectional brake motor is controlled to rotate in a corresponding direction according to the pressure signal of the brake and the pressure signal of the parking until the pressure sensors are all zeroed, and the brake-level lead screw and the parking-level lead screw do not exert force on the aircraft wheel.
Further, in one embodiment of the invention, there is a brake motor shaft angle such that the brake-level lead screw and the parking-level lead screw are not in contact with the wheel brake disc at the same time, and the distance between the brake-level lead screw and the wheel brake disc meets the preset requirements of the aircraft anti-skid brake for the hardware system; in any state, the condition that the brake-level lead screw and the parking-level lead screw are simultaneously contacted with the wheel brake disc does not exist; under a braking working condition, when the braking-level screw rod is pushed up and the parking-level screw rod is retracted, if any screw rod reaches the limit of upward or downward displacement, the braking force meets the maximum braking force of the aircraft; under the parking working condition, when the parking-level lead screw is pushed up and the brake-level lead screw is retracted, if any lead screw reaches the upward or downward displacement limit, the parking force meets the maximum parking force of the aircraft.
It should be noted that the explanation of the embodiment of the self-locking and parking double-screw mechanical aircraft brake control system is also applicable to the self-locking and parking double-screw mechanical aircraft brake control method of the embodiment, and is not repeated here.
According to the self-locking parking double-screw mechanical aircraft brake control method provided by the embodiment of the invention, the controller is used for adjusting, the brake motor is controlled to rotate positively when the aircraft enters a brake state, the brake motor is controlled to rotate reversely when the aircraft enters a parking state, the brake and parking control is carried out according to different working conditions of the aircraft, the parking-level screw rod can be self-locked, and the parking task can be completed after the power is off, so that the reliability of the aircraft brake parking control is effectively improved, the cost is low, and the method is simple and easy to realize.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the system or element referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.
Claims (10)
1. A self-locking park double-screw mechanical aircraft brake control system, comprising:
the bidirectional brake motor is used for rotating forward or backward to generate braking force;
the intermediate-stage speed reducing mechanism is connected with the two-way brake motor, is driven by the two-way brake motor to rotate, amplifies the braking force through speed reduction and torque increase, and transmits the amplified braking force to a screw rod for braking and parking;
the non-self-locking brake-level screw nut mechanism is connected with the intermediate-level speed reducing mechanism and is used for converting the amplified braking force into braking thrust;
the self-locking parking-level lead screw nut mechanism is connected with the non-self-locking braking-level lead screw nut mechanism and is used for being opposite to the movement direction of a braking-level lead screw of the non-self-locking braking-level lead screw nut mechanism;
the controller is used for controlling the bidirectional brake motor to rotate forward to finish a target braking task when the aircraft enters a braking working condition or a parking working condition, or controlling the bidirectional brake motor to rotate reversely to drive a parking-level screw rod of the self-locking parking-level screw rod nut mechanism to advance, so that the parking task is finished after power failure self-locking.
2. The self-locking park dual screw mechanical aircraft brake control system of claim 1, further comprising:
the at least one brake level pressure sensor is connected with the non-self-locking brake level screw nut mechanism so as to detect a pressure signal of the brake;
the at least one parking level pressure sensor is connected with the self-locking parking level screw nut mechanism so as to detect a parking pressure signal.
3. The self-locking park dual-screw mechanical aircraft brake control system of claim 2, wherein the controller is further configured to generate a control command to control the bi-directional brake motor to rotate in a forward or reverse direction based on the brake pressure signal and the park pressure signal.
4. The self-locking parking double-screw mechanical aircraft brake control system according to claim 2, wherein when the aircraft enters a free state, the controller controls the bidirectional brake motor to rotate in a corresponding direction according to the pressure signal of the brake and the pressure signal of the parking until the pressure sensors are all zeroed, and the brake-level lead screw and the parking-level lead screw do not exert force on the aircraft wheel.
5. The self-locking park dual screw mechanical aircraft brake control system of claim 1, wherein the brake-level lead screw and the park-level lead screw are always opposite in direction of motion.
6. The self-locking park dual screw mechanical aircraft brake control system of claim 1 or 5, wherein the relative positions of the brake-level lead screw and the park-level lead screw and the wheel brake disc satisfy a preset condition, wherein the preset condition comprises:
the rotation angle of a brake motor shaft exists, so that the brake-level lead screw and the parking-level lead screw are not contacted with the wheel brake disc at the same time, and the distance between the brake-level lead screw and the wheel brake disc meets the preset requirement of the anti-skid brake of the aircraft on a hardware system;
in any state, the condition that the brake-level lead screw and the parking-level lead screw are simultaneously contacted with the wheel brake disc does not exist;
under the braking working condition, when the braking-level lead screw is pushed upwards and the parking-level lead screw is retracted, if any lead screw reaches the limit of upward or downward displacement, the braking force meets the maximum force of the airplane brake;
under the parking working condition, when the parking-level lead screw is pushed up and the brake-level lead screw is retracted, if any lead screw reaches the upward or downward displacement limit, the parking force meets the maximum parking force of the aircraft.
7. A control method applied to the self-locking parking double-screw mechanical aircraft brake control system as claimed in any one of claims 1 to 6, which is characterized by comprising the following steps:
judging the working condition of the aircraft, wherein the working condition comprises a braking working condition or a parking working condition;
when the aircraft is in a braking working condition, controlling the bidirectional braking motor to forward rotate to generate braking force so as to complete a target braking task;
when the aircraft is in a parking working condition, the bidirectional brake motor is controlled to rotate reversely to drive the parking level screw rod of the self-locking parking level screw rod nut mechanism to advance, so that a parking task is completed after power failure and self locking.
8. The control method according to claim 7, characterized by further comprising:
detecting a pressure signal of a brake and a pressure signal of parking;
and generating a control instruction according to the pressure signal of the brake and the pressure signal of the parking so as to control the bidirectional brake motor to rotate forward or backward.
9. The control method according to claim 8, wherein when the aircraft enters a free state, the bidirectional brake motor is controlled to rotate in a corresponding direction according to the brake pressure signal and the parking pressure signal until the pressure sensors are all zeroed, and neither the brake-level screw nor the parking-level screw applies force to the aircraft wheel.
10. The control method according to claim 9, wherein,
the rotation angle of the brake motor shaft exists, so that the brake-level lead screw and the parking-level lead screw are not contacted with the wheel brake disc at the same time, and the distance between the brake-level lead screw and the wheel brake disc meets the preset requirement of the anti-skid brake of the aircraft on a hardware system;
in any state, the condition that the brake-level lead screw and the parking-level lead screw are simultaneously contacted with the wheel brake disc does not exist;
under the braking working condition, when the braking-level lead screw is pushed upwards and the parking-level lead screw is retracted, if any lead screw reaches the limit of upward or downward displacement, the braking force meets the maximum force of the airplane brake;
under the parking working condition, when the parking-level lead screw is pushed up and the brake-level lead screw is retracted, if any lead screw reaches the upward or downward displacement limit, the parking force meets the maximum parking force of the aircraft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810301069.6A CN108394551B (en) | 2018-04-04 | 2018-04-04 | Self-locking parking double-screw mechanical aircraft brake control system and method |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810301069.6A CN108394551B (en) | 2018-04-04 | 2018-04-04 | Self-locking parking double-screw mechanical aircraft brake control system and method |
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| Publication Number | Publication Date |
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| CN108394551A CN108394551A (en) | 2018-08-14 |
| CN108394551B true CN108394551B (en) | 2023-09-12 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201810301069.6A Active CN108394551B (en) | 2018-04-04 | 2018-04-04 | Self-locking parking double-screw mechanical aircraft brake control system and method |
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| CN2784266Y (en) * | 2004-08-06 | 2006-05-31 | 沈阳合普铁道科技有限公司 | Anti-glide means for stoppage of railway vehicle |
| CN104670482A (en) * | 2015-02-05 | 2015-06-03 | 南京航空航天大学 | Electric worm-gear airplane braking system and method for operating braking system |
| CN205632471U (en) * | 2016-04-22 | 2016-10-12 | 宁波格陆博科技有限公司 | Electronic parking braking system with double -piston calliper |
| CN208134603U (en) * | 2018-04-04 | 2018-11-23 | 清华大学 | Can self-locking parking double lead-screw Mechanical type airplane brake control system |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102011102860B4 (en) * | 2011-05-31 | 2022-12-22 | Zf Active Safety Gmbh | Electromechanically actuated motor vehicle brake with optional self-locking |
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2018
- 2018-04-04 CN CN201810301069.6A patent/CN108394551B/en active Active
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2784266Y (en) * | 2004-08-06 | 2006-05-31 | 沈阳合普铁道科技有限公司 | Anti-glide means for stoppage of railway vehicle |
| CN104670482A (en) * | 2015-02-05 | 2015-06-03 | 南京航空航天大学 | Electric worm-gear airplane braking system and method for operating braking system |
| CN205632471U (en) * | 2016-04-22 | 2016-10-12 | 宁波格陆博科技有限公司 | Electronic parking braking system with double -piston calliper |
| CN208134603U (en) * | 2018-04-04 | 2018-11-23 | 清华大学 | Can self-locking parking double lead-screw Mechanical type airplane brake control system |
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| CN108394551A (en) | 2018-08-14 |
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