CN108394551B - Double-screw mechanical aircraft brake control system and method capable of self-locking parking - Google Patents

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

Double-screw mechanical aircraft brake control system and method capable of self-locking parking

Technical field

The invention relates to the technical fields of ground braking, all-electromechanical braking, and aircraft electronic control, and in particular to a double-screw mechanical aircraft braking control system and method capable of self-locking parking.

Background technique

Since more than half of aircraft accidents occur during the landing stage, aircraft ground braking systems are very important to aircraft safety. At the same time, mechanical all-electric braking is the main development direction of aircraft braking systems. However, due to the requirement for anti-skid function during braking, the main braking mechanism must not self-lock to avoid wheel locking caused by self-locking of the mechanism when the system suddenly fails.

On the other hand, the parking function is required when the aircraft is parked. In the event of a power outage, the aforementioned non-self-locking main braking mechanism cannot meet the function of power-off parking. Therefore, the current all-electric braking system often adopts the method of installing a normally closed clutch and brake in the brake motor to meet the system power outage. Electric self-locking function. Since the system is inside the motor, this solution has poor reliability and replaceability, and has higher design requirements and costs.

Contents of the invention

The present invention aims to solve one of the technical problems in the related art, at least to a certain extent.

To this end, one object of the present invention is to propose a double-screw mechanical aircraft brake control system capable of self-locking parking. This system can effectively improve the reliability of aircraft brake parking control, is low in cost, and is simple and easy to implement.

Another object of the present invention is to provide a double-screw mechanical aircraft brake control method capable of self-locking parking.

In order to achieve the above object, on the one hand, the present invention proposes a double-screw mechanical aircraft brake control system capable of self-locking parking, including: a two-way brake motor for forward or reverse rotation to generate braking force; a middle The intermediate-level deceleration mechanism is connected to the two-way braking motor. The intermediate-level deceleration mechanism is driven to rotate by the two-way braking motor to amplify the braking force by decelerating and increasing torque, and amplifies all the amplified braking force. The braking force is transmitted to the screw used for braking and parking; the non-self-locking brake-level screw nut mechanism is connected to the intermediate-stage deceleration mechanism and is used to reduce the The amplified braking force is converted into braking thrust; a self-locking parking-level screw nut mechanism is connected to the non-self-locking brake-level screw nut mechanism. The movement direction of the brake stage lead screw of the non-self-locking brake stage lead screw nut mechanism is opposite to that of the non-self-locking brake stage lead screw nut mechanism; a controller, the controller is connected to the two-way brake motor, and the controller is used when the aircraft enters braking conditions or During parking conditions, the two-way braking motor is controlled to rotate forward to complete the target braking task, or the two-way braking motor is controlled to rotate reversely to drive the parking-level screw of the self-locking parking-level screw nut mechanism forward. , so that the parking task can be completed after self-locking after power failure.

The double-screw mechanical aircraft brake control system capable of self-locking parking according to the embodiment of the present invention is adjusted by the controller to control the brake motor to rotate forward when the aircraft enters the braking state, and to control the brake motor to rotate reversely when the aircraft enters the parking state. , control and adjust braking and parking according to different operating conditions of the aircraft, and the parking-level lead screw can be self-locked, and the parking task can be completed after a power outage, thereby effectively improving the reliability of the aircraft's braking and parking control and low cost. , simple and easy to implement.

In addition, the double-screw mechanical aircraft brake control system capable of self-locking parking according to the above embodiments of the present invention may also have the following additional technical features:

Further, in one embodiment of the present invention, the above system also includes: at least one brake stage pressure sensor, the at least one brake stage pressure sensor is connected to the non-self-locking brake stage lead screw nut mechanism to detect the braking force. Pressure signal; at least one parking level pressure sensor, the at least one parking level pressure sensor is connected to the self-locking parking level screw nut mechanism to detect the parking pressure signal.

Further, in one embodiment of the present invention, the controller is further configured to generate a control instruction according to the brake pressure signal and the parking pressure signal to control the bidirectional brake motor in forward or reverse direction. Turn.

Further, in one embodiment of the present invention, when the aircraft enters the free state, the controller controls the bidirectional brake motor to rotate in the corresponding direction according to the parking pressure signal of the brake pressure signal, Until the pressure sensors return to zero, neither the brake-level lead screw nor the parking-level lead screw exerts force on the wheel.

Further, in one embodiment of the present invention, the movement directions of the brake-level screw and the parking-level screw are always opposite.

Further, in one embodiment of the present invention, the relative positions between the brake-level screw and the parking-level screw and the wheel brake disc satisfy a preset condition, wherein the preset condition It includes: there is a brake motor shaft rotation angle, so that the brake level screw and the parking level screw are not in contact with the wheel brake disc at the same time, and the brake level screw is in contact with the wheel brake disc. The distance between them meets the preset requirements of the aircraft anti-skid brake for the hardware system; in any state, there is no situation where the brake-level screw and the parking-level screw are in contact with the wheel brake disc at the same time. Situation; under the braking condition, when the brake-level screw is pushed up and the parking-level screw is retracted, if any screw reaches its upward or downward displacement limit, the braking force is sufficient for the aircraft. Maximum braking force; under the parking condition, when the parking-level screw is pushed up and the brake-level screw is retracted, if any of the screws reaches its upward or downward displacement limit, then all The above parking force meets the maximum parking force of the aircraft.

In order to achieve the above object, another embodiment of the present invention proposes a self-locking parking dual-screw mechanical aircraft brake control method, which includes the following steps: determining the operating conditions of the aircraft, wherein the operating conditions include Braking condition or parking condition; when the aircraft is in braking condition, the motor is controlled to rotate forward to generate braking force to complete the target braking task; when the aircraft is in parking condition, the motor is controlled to rotate reversely to drive self-locking parking The parking-level lead screw of the first-level lead screw nut mechanism moves forward, so that the parking task can be completed after self-locking after power failure.

The double-screw mechanical aircraft brake control method with self-locking parking according to the embodiment of the present invention is adjusted by the controller to control the brake motor to rotate forward when the aircraft enters the braking state, and to control the brake motor to rotate reversely when the aircraft enters the parking state. , control and adjust braking and parking according to different operating conditions of the aircraft, and the parking-level lead screw can be self-locked, and the parking task can be completed after a power outage, thereby effectively improving the reliability of the aircraft's braking and parking control and low cost. , simple and easy to implement.

In addition, the dual-screw mechanical aircraft brake control method capable of self-locking parking according to the above embodiments of the present invention may also have the following additional technical features:

Further, in one embodiment of the present invention, the above method further includes: detecting a brake pressure signal and a parking pressure signal; and generating a control instruction according to the brake pressure signal and the parking pressure signal to control The two-way brake motor rotates forward or reverse.

Further, in one embodiment of the present invention, when the aircraft enters the free state, the bidirectional brake motor is controlled to rotate in the corresponding direction according to the brake pressure signal and the parking pressure signal until the pressure sensors are both After returning to zero, neither the brake-level screw nor the parking-level screw exerts any force on the wheel.

Further, in one embodiment of the present invention, there is a brake motor shaft rotation angle such that the brake-level screw and the parking-level screw do not contact the wheel brake disc at the same time, and the The distance between the brake-level screw and the wheel brake disc meets the preset requirements of the aircraft anti-skid brake for the hardware system; in any state, there is no such thing as the brake-level screw and the parking-level screw. At the same time, it is in contact with the wheel brake disc; under the braking condition, when the brake level screw is pushed up and the parking level screw is retracted, if any screw reaches its upward or downward displacement limit, then the braking force meets the maximum braking force of the aircraft; under the parking condition, when the parking level screw is pushed up and the brake level screw is retracted, if any of the wires When the lever reaches its 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.

Description of drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

Figure 1 is a schematic structural diagram of a double-screw mechanical aircraft brake control system capable of self-locking parking according to an embodiment of the present invention;

Figure 2 is a schematic structural diagram of a double-screw mechanical aircraft brake control system capable of self-locking parking according to a specific embodiment of the present invention;

Figure 3 is a schematic flow chart of a double-screw mechanical aircraft brake control system capable of self-locking parking according to one embodiment of the present invention;

Figure 4 is a flow chart of a self-locking parking dual-screw mechanical aircraft brake control method according to an embodiment of the present invention.

Detailed ways

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present invention and are not to be construed as limiting the present invention.

The following describes a double-screw mechanical aircraft brake control system and method capable of self-locking parking proposed according to an embodiment of the present invention with reference to the accompanying drawings. First, a double-screw mechanical aircraft brake control system and method capable of self-locking parking proposed according to an embodiment of the present invention will be described with reference to the accompanying drawings. Lead screw mechanical aircraft brake control system.

Figure 1 is a schematic structural diagram of a double-screw mechanical aircraft brake control system capable of self-locking parking according to an embodiment of the present invention.

As shown in Figure 1, the double-screw mechanical aircraft brake control system 10 with self-locking parking includes: a two-way brake motor 100, an intermediate-stage reduction mechanism 200, a non-self-locking brake-stage screw nut mechanism 300, a self-locking Parking level screw nut mechanism 400 and controller 500.

Among them, the two-way brake motor 100 is used for forward or reverse rotation to generate braking force. The intermediate-stage deceleration mechanism 200 is connected to the two-way brake motor 100. The intermediate-stage deceleration mechanism 200 is driven to rotate by the two-way brake motor 100 to amplify the braking force by decelerating and increasing torque, and transmits the amplified braking force to the brakes used for braking and parking. screw. The non-self-locking brake stage screw nut mechanism 300 is connected to the intermediate stage reduction mechanism 200 and is used to convert the amplified braking force into braking thrust. The self-locking parking-level lead screw nut mechanism 400 is connected to the non-self-locking brake-level lead screw nut mechanism 300, and is used to move in the opposite direction to the brake-level lead screw of the non-self-locking brake-level lead screw nut mechanism 300. The controller 500 is connected to the bidirectional brake motor 100. The controller 500 is used to control the bidirectional brake motor to rotate forward to complete the target braking task when the aircraft enters the braking condition or the parking condition, or to control the bidirectional brake motor to rotate reversely to drive the brake. The parking level screw of the self-locking parking level screw nut mechanism 400 moves forward, so that the parking task is completed after the power is cut off and self-locked. The system 10 of the embodiment of the present invention can control and adjust braking and parking according to whether the aircraft is in braking or parking conditions, and the parking-level lead screw can be self-locked, and the parking task can be completed after a power outage, thereby effectively Improve the reliability of aircraft brake parking control, low cost, simple and easy to implement.

It can be understood that the two-way brake motor 100 is a braking force generating source, is controlled by the controller 500 and can perform forward and reverse rotation as needed, and drives the reduction mechanism to rotate. The intermediate-stage deceleration mechanism 200 is driven by the aforementioned two-way braking motor 100, amplifies the force generated by the motor by decelerating and increasing torque, and transmits the force to the lead screw used for braking and parking. The non-self-locking brake-level screw nut mechanism 300 converts the force transmitted by the deceleration mechanism into braking thrust, and its non-self-locking characteristics meet the requirements of aircraft anti-skid braking. The self-locking parking-level lead screw nut mechanism 400 is driven by the superior force transmission mechanism, and the direction of movement during operation is opposite to that of the non-self-locking brake-level lead screw. The controller 500 is used to process various signals including the aforementioned pressure sensor signals, and transmit control instructions to the brake motor to complete braking and parking actions.

Furthermore, the forward and reverse rotations of the two-way brake motor 100 can respectively bring about the force required for braking and parking. Among them, the forward and reverse rotation of the brake bidirectional motor 100 can respectively bring the force required for braking and parking.

Furthermore, the intermediate-stage reduction mechanism 200 can use multi-stage spur gear reduction, and is driven by the spur gear at the motor shaft end. Through deceleration and increased force, the nut of the non-self-locking brake-stage screw nut mechanism 300 is driven to rotate, thereby driving the self-locking brake. The nut of the car-grade screw nut mechanism 400 rotates.

Further, in one embodiment of the present invention, the movement directions of the brake-level screw and the parking-level screw are always opposite.

Specifically, the non-self-locking brake-level screw nut mechanism 300 uses a non-self-locking ball screw, while the self-locking parking-level screw nut 400 uses a self-locking ordinary screw nut. The movement directions of the brake-level screw and the parking-level screw are always opposite. When the two-way brake motor drives the brake-level screw upward, the parking-level screw retracts accordingly; conversely, when the brake-level screw retracts, the parking-level screw retracts. The screw is pushed up accordingly.

Among them, the nut gear in the self-locking parking-level screw nut mechanism 400 of the embodiment of the present invention can be pushed up or retracted by being driven by the nut gear of the non-self-locking brake-level screw nut mechanism 300 . It should be noted that the embodiment of the present invention can also be directly driven by meshing with the intermediate-stage reduction mechanism 200 and other force-receiving connections. Those skilled in the art can make specific settings according to actual conditions, which are not specifically limited here.

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 parking level pressure sensor 700 .

Among them, at least one brake-level pressure sensor 600 is connected to the non-self-locking brake-level screw nut mechanism 300 to detect the brake pressure signal; at least one parking-level pressure sensor 700 is connected to the self-locking parking-level screw nut mechanism 400 , to detect the pressure signal of parking.

It can be understood that the brake stage pressure sensor 600 is used to measure the brake pressure provided by the non-self-locking screw nut mechanism 300 of the brake stage. The parking level pressure sensor 700 is used to measure the parking pressure provided by the parking level self-locking screw nut mechanism 400 .

Specifically, the brake-level pressure sensor 600 and the parking-level pressure sensor 700 are respectively arranged together with the non-self-locking brake-level screw nut mechanism 300 and the self-locking parking-level screw nut mechanism 400, respectively, for real-time measurement. Both of them bear the braking or parking reverse thrust brought by the wheels.

Furthermore, in one embodiment of the present invention, the controller 500 is further configured to generate a control instruction according to the brake pressure signal and the parking pressure signal to control the bidirectional brake motor 100 to rotate forward or reverse.

It can be understood that the controller 500 is used to process pressure sensor signals, brake command signals, etc., and complete actions such as braking and parking by transmitting control commands to the brake motor. The controller 500 mainly relies on the signals of the brake level pressure sensor 600 and the parking level pressure sensor 700 to determine how to control the motor during braking and parking. It should be noted that the controller 500 in the embodiment of the present invention is not necessarily a separate controller, but can also be integrated into an upper-layer controller or other systems. Those skilled in the art can set it up according to the actual situation, which will not be detailed here. limited.

Further, in one embodiment of the present invention, the relative positions between the brake-level screw and the parking-level screw and the wheel brake disc satisfy preset conditions, wherein the preset conditions include: there is a brake motor shaft Angle, so that the brake-level screw and the parking-level screw do not contact the wheel brake disc at the same time, and the distance between the brake-level screw and the wheel brake disc meets the preset requirements of the aircraft anti-skid brake hardware system; Under any condition, there is no situation where the brake-level screw and the parking-level screw are in contact with the wheel brake disc at the same time; under braking conditions, the brake-level screw pushes up and the parking-level screw retracts. When, if any screw reaches its upward or downward displacement limit, the braking force meets the maximum braking force of the aircraft; under parking conditions, when the parking-level screw is pushed up and the brake-level screw is retracted, if any screw When the lever reaches its upward or downward displacement limit, the parking force meets the maximum parking force of the aircraft.

It can be understood that, as shown in Figure 2, the relative positions between the brake-level screw and the parking-level screw and the aircraft wheel brake friction disc 800, as well as their respective limit displacements, are set to have the following characteristics: there is a certain The brake motor shaft rotates so that the brake-level screw and the parking-level screw do not contact the wheel brake disc at the same time. At this time, the distance between the brake-level screw and the brake disc meets the basic requirements of the aircraft anti-skid brake for the hardware system. requirements, that is 2-3mm. Under any condition, there is no situation where the brake-level screw and the parking-level screw are in contact with the wheel brake disc at the same time. Under braking conditions, when the motor rotates to drive the brake-level lead screw upward and the parking-level lead screw retracts, if any of the above-mentioned lead screws reaches its upward or downward displacement limit, the braking force at this time can meet the maximum braking capacity of the aircraft. force requirements. Under parking conditions, when the motor rotates to drive the parking-level lead screw upward and the brake-level lead screw retracts, if any of the above lead screws reaches its upward or downward displacement limit, the parking force at this time can satisfy the aircraft's Maximum parking force required.

In addition, if the thrust is released during braking, the brake stage screw will rebound under the drive of the brake disc. During this process, the controller 500 needs to monitor the signal of the parking level pressure sensor 700 to prevent the braking level screw screw from rebounding and displacement exceeding a certain limit, thereby driving the parking level screw screw to generate excessive pressure on the brake disc.

Further, in one embodiment of the present invention, when the aircraft enters the free state, the controller controls the bidirectional brake motor to rotate in the corresponding direction according to the brake pressure signal and the parking pressure signal until the pressure sensors return to zero and the brake level wire Neither the lever nor the parking level screw exerts force on the wheel.

In a specific embodiment of the present invention, the principles of the system 10 of the embodiment of the present invention include:

(1) The controller 500 determines whether to enter the braking state or the parking state according to the upper layer signal instructions, and determines the state of the braking system based on historical control data and brake level and parking level pressure sensor signals, and then completes the corresponding control operations.

(2) During the landing process of the aircraft, the initial state of the wheel is free, so the signal of the aforementioned two-stage pressure sensor is zero. When the upper signal indicates that the controller needs to enter the braking state, the controller controls the brake motor to rotate forward, driving the brake-level screw to complete the braking action accordingly, and at the same time, the parking-level screw retracts accordingly. At the same time, according to the feedback from the brake stage pressure sensor 600, the brake pressure is controlled to reach the required brake pressure.

(3) When the aircraft stops moving and the upper signal indicates that the controller 500 needs to enter the power-off parking state, the controller controls the brake motor to reverse and drive the parking-level screw to complete the parking action accordingly. At the same time, the brake-level screw Retracement. At the same time, according to the feedback from the parking level pressure sensor 700, after the required parking pressure is reached, the system is powered off. At this time, due to the self-locking parking level screw nut mechanism 400, parking is completed.

(4) After the aircraft is powered on and needs to move, the upper signal instructs the controller 500 to enter the tire free state, and the controller 500 controls the brake motor to rotate forward so that the above two-stage lead screw reaches the standard gap position without contact with the brake disc. .

Specifically, as shown in Figure 3, aircraft braking control according to the embodiment of the present invention mainly includes three levels:

(1) Based on various signals, the controller determines which state it has entered;

(2) Under different states, the controller controls the bidirectional brake motor to move in the corresponding direction;

(3) Based on signal feedback, the braking force or parking force is controlled to meet the requirements.

Further, in any operation cycle, the control process first enters the S101 link in Figure 3.

The controller 500 collects upper-level signal instructions, collects signals from the brake-level pressure sensor 600 and the parking-level pressure sensor 700, and integrates historical control data to determine which control state in S102 needs to be entered.

After the S101 link, the control process enters the S102 link in Figure 3.

If in the S101 link, the controller 500 determines that the aircraft is in the process of landing, it will enter the S102-1 link. 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 two-way brake motor 100 to rotate forward, driving the brake-level lead screw to complete the braking action accordingly, and at the same time, the parking-level lead screw retracts accordingly. At the same time, step S103-1 is entered, and the controller 500 controls the braking force to reach the required braking pressure based on the signal feedback from the brake level pressure sensor 600 and the parking level pressure sensor 700. During the aforementioned braking process, if the thrust needs to be released due to the anti-skid braking requirements of the aircraft, the brake stage screw will rebound under the drive of the aircraft wheel brake friction disc 800 . During this process, the controller 500 needs to monitor the signal of the parking level pressure sensor 700 to prevent the braking level screw screw from rebounding and displacement exceeding a certain limit, thereby driving the parking level screw screw to generate excessive pressure on the friction disc.

If in step S101, the controller 500 determines that the aircraft has stopped moving and the upper layer signal indicates that the controller 500 needs to enter the power-off parking state, step S102-2 is entered. At this time, the controller 500 controls the two-way brake motor 100 to reverse, driving the parking-level screw to complete the parking action accordingly, and at the same time, the brake-level screw retracts. At the same time, step S103-2 is entered. Based on feedback from the parking level pressure sensor 700, the controller 500 cuts off power to the system after reaching the required parking pressure. At this time, due to the self-locking of the parking level screw nut mechanism 400, parking is completed.

If in step S101, the controller 500 determines that the aircraft needs to move when it is powered on, and the upper layer signal instructs the controller 500 to enter the tire free state. At this time, the controller 500 controls the two-way brake motor 100 to rotate forward, with the goal of making the above-mentioned two-stage lead screw reach a standard gap position that does not contact the aircraft wheel brake friction disc 800 at the same time. At the same time, step S103-3 is entered. The controller 500 controls the aforementioned two-stage lead screw to reach the required position based on the signal feedback from 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 proposed by the embodiment of the present invention, through the controller adjustment, the brake motor is controlled to rotate forward when the aircraft enters the braking state, and the brake motor is controlled when the aircraft enters the parking state. Reversal, the brake and parking control are adjusted according to different operating conditions of the aircraft, and the parking level screw can be self-locked, and the parking task can be completed after a power outage, thereby effectively improving the reliability of the aircraft brake and parking control. Low cost, simple and easy to implement.

Next, a double-screw mechanical aircraft brake control method capable of self-locking parking proposed according to an embodiment of the present invention is described with reference to the accompanying drawings.

Figure 4 is a flow chart of a self-locking parking dual-screw mechanical aircraft brake control method according to an embodiment of the present invention.

As shown in Figure 4, the self-locking parking dual-screw mechanical aircraft brake control method includes the following steps:

In step S401, the operating conditions of the aircraft are determined, where the operating conditions include braking conditions or parking conditions.

In step S402, when the aircraft is in braking condition, the motor is controlled to rotate forward to generate braking force to complete the target braking task.

In step S403, when the aircraft is in the parking condition, the motor is controlled to reverse to drive the parking-level screw of the self-locking parking-level screw nut mechanism forward, so that the parking task can be completed after the power is cut off and self-locking.

Further, in one embodiment of the present invention, the above method also includes: detecting the brake pressure signal and the parking pressure signal; and generating a control instruction according to the brake pressure signal and the parking pressure signal to control the normal operation of the two-way brake motor. Rotate in direction or reverse direction.

Further, in one embodiment of the present invention, when the aircraft enters the free state, the bidirectional brake motor is controlled to rotate in the corresponding direction according to the brake pressure signal and the parking pressure signal until the pressure sensors return to zero, and the brake stage screw and None of the parking level screws exert force on the wheel.

Further, in one embodiment of the present invention, there is a brake motor shaft rotation angle such that the brake-level screw and the parking-level screw are not in contact with the wheel brake disc at the same time, and the brake-level screw is in contact with the wheel brake disc. The distance between the moving discs meets the preset requirements of the aircraft anti-skid brake hardware system; under any state, there is no situation where the brake-level screw and the parking-level screw are in contact with the wheel brake disc at the same time; during braking Under operating conditions, when the brake-level lead screw is pushed up and the parking-level lead screw is retracted, if any lead screw reaches its upward or downward displacement limit, the braking force will meet the maximum braking force of the aircraft; under parking conditions, the parking level screw will retract. When the car-level lead screw is pushed up and the brake-level lead screw is retracted, if any lead screw reaches its upward or downward displacement limit, the parking force will meet the maximum parking force of the aircraft.

It should be noted that the aforementioned 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 this embodiment. No further details will be given here.

According to the self-locking parking dual-screw mechanical aircraft brake control method proposed by the embodiment of the present invention, through the controller adjustment, the brake motor is controlled to rotate forward when the aircraft enters the braking state, and the brake motor is controlled when the aircraft enters the parking state. Reversal, the brake and parking control are adjusted according to different operating conditions of the aircraft, and the parking level screw can be self-locked, and the parking task can be completed after a power outage, thereby effectively improving the reliability of the aircraft brake and parking control. Low cost, simple and easy to implement.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " "Back", "Left", "Right", "Vertical", "Horizontal", "Top", "Bottom", "Inside", "Outside", "Clockwise", "Counterclockwise", "Axis", The orientations or positional relationships indicated by "radial direction", "circumferential direction", etc. are based on the orientations or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply the referred systems or components. Must have a specific orientation, be constructed and operate in a specific orientation and are therefore not to be construed as limitations of the invention.

In addition, the terms “first” and “second” are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include at least one of these features. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise expressly and specifically limited.

In the present invention, unless otherwise clearly stated and limited, the terms "installation", "connection", "connection", "fixing" and other terms should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection. , or integrated into one; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be an internal connection between two elements or an interactive relationship between two elements, unless otherwise specified restrictions. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

In the present invention, unless otherwise expressly stated and limited, a first feature being "on" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. touch. Furthermore, the terms "above", "above" and "above" the first feature is above the second feature may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is higher in level than the second feature. "Below", "below" and "beneath" the first feature to the second feature may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature has a smaller horizontal height than the second feature.

In the description of this specification, reference to the terms "one embodiment," "some embodiments," "an example," "specific examples," or "some examples" or the like means that specific features are described in connection with the embodiment or example. , structures, materials or features are included in at least one embodiment or example of the invention. In this specification, the schematic expressions of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the specific features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, those skilled in the art may combine and combine different embodiments or examples and features of different embodiments or examples described in this specification unless they are inconsistent with each other.

Although the embodiments of the present invention have been shown and described above, it can be understood that the above-mentioned embodiments are illustrative and should not be construed as limitations of the present invention. Those of ordinary skill in the art can make modifications to the above-mentioned embodiments within the scope of the present invention. The embodiments are subject to changes, modifications, substitutions and variations.

Claims (10)

1. A double-screw mechanical aircraft brake control system capable of self-locking parking, which is characterized by including: Bidirectional brake motor, used for forward or reverse rotation to generate braking force; An intermediate-stage deceleration mechanism, which is connected to the two-way braking motor. The intermediate-stage deceleration mechanism is driven to rotate by the two-way braking motor to amplify the braking force by decelerating and increasing torque, and amplifies the braking force. The braking force is transmitted to the lead screw used for braking and parking; A non-self-locking brake-level screw nut mechanism, which is connected to the intermediate-stage deceleration mechanism and is used to convert the amplified braking force into braking thrust; The self-locking parking-level screw nut mechanism is connected to the non-self-locking brake-level screw nut mechanism, and is used to connect with the non-self-locking brake-level screw nut. The movement direction of the brake stage screw of the mechanism is opposite; Controller, the controller is connected to the two-way braking motor, and the controller is used to control the forward rotation of the two-way braking motor to complete the target braking task when the aircraft enters the braking condition or the parking condition, or to control all the braking tasks. The two-way brake motor reverses to drive the parking-level lead screw of the self-locking parking-level lead screw nut mechanism forward, so that the parking task can be completed after power failure and self-locking. 2. The double-screw mechanical aircraft brake control system capable of self-locking parking according to claim 1, characterized in that it also includes: At least one brake stage pressure sensor, the at least one brake stage pressure sensor is connected to the non-self-locking brake stage screw nut mechanism to detect the brake pressure signal; At least one parking level pressure sensor is connected to the self-locking parking level screw nut mechanism to detect the parking pressure signal. 3. The double-screw mechanical aircraft brake control system capable of self-locking parking according to claim 2, characterized in that the controller is further configured to operate according to the pressure signal of the brake and the parking pressure. The signal generates a control instruction to control the forward or reverse rotation of the two-way brake motor. 4. The double-screw mechanical aircraft brake control system capable of self-locking parking according to claim 2, characterized in that when the aircraft enters a free state, the controller controls the brake according to the pressure signal of the brake and the The parking pressure signal controls the two-way brake motor to rotate in the corresponding direction until the pressure sensors return to zero, and neither the brake level screw nor the parking level screw exerts force on the wheel. 5. The double-screw mechanical aircraft brake control system capable of self-locking parking according to claim 1, characterized in that the movement directions of the brake-level screw and the parking-level screw are always opposite. 6. The double-screw mechanical aircraft brake control system capable of self-locking parking according to claim 1 or 5, characterized in that the brake-level screw and the parking-level screw are in contact with the wheel brake. The relative positions between the disks satisfy preset conditions, wherein the preset conditions include: There is a rotation angle of the brake motor shaft such that the brake stage screw and the parking stage screw are not in contact with the wheel brake disc at the same time, and there is a gap between the brake stage screw and the wheel brake disc. The distance meets the preset requirements of the aircraft anti-skid braking hardware system; In any state, there is no situation where the brake-level screw and the parking-level screw are in contact with the wheel brake disc at the same time; Under the braking condition, when the brake-level screw is pushed up and the parking-level screw is retracted, if any screw reaches its upward or downward displacement limit, the braking force meets the maximum aircraft braking limit. force; Under the parking condition, when the parking level screw is pushed up and the braking level screw is retracted, if any of the screws reaches its upward or downward displacement limit, the parking force will satisfy the aircraft Park with maximum force. 7. A control method applied to the double-screw mechanical aircraft brake control system capable of self-locking parking according to any one of claims 1 to 6, characterized in that it includes the following steps: Determine the operating conditions the aircraft is in, where the operating conditions include braking conditions or parking conditions; When the aircraft is in braking condition, the bidirectional braking motor is controlled to rotate forward to generate braking force to complete the target braking task; When the aircraft is in parking condition, the two-way brake motor is controlled to reverse to drive the parking-level screw nut mechanism of the self-locking parking-level screw nut mechanism forward, so that the parking task can be completed after power failure and self-locking. 8. The control method according to claim 7, further comprising: Detect brake pressure signals and parking pressure signals; A control instruction is generated according to the brake pressure signal and the parking pressure signal to control the bidirectional brake motor to rotate forward or reverse. 9. The control method according to claim 8, characterized in that when the aircraft enters the free state, the two-way brake motor is controlled to rotate in the corresponding direction according to the pressure signal of the brake and the pressure signal of the parking. , until the pressure sensors return to zero, and neither the brake-level lead screw nor the parking-level lead screw exerts force on the wheel. 10. The control method according to claim 9, characterized in that, There is a brake motor shaft rotation angle such that the brake-level screw and the parking-level screw do not contact the wheel brake disc at the same time, and the distance between the brake-level screw and the wheel brake disc meets the requirements of the aircraft. Anti-skid brakes have preset requirements for hardware systems; In any state, there is no situation where the brake-level screw and the parking-level screw are in contact with the wheel brake disc at the same time; Under the braking condition, when the brake-level screw is pushed up and the parking-level screw is retracted, if any screw reaches its upward or downward displacement limit, the braking force meets the maximum aircraft braking limit. force; Under the parking condition, when the parking level screw is pushed up and the braking level screw is retracted, if any of the screws reaches its upward or downward displacement limit, the parking force will satisfy the aircraft Park with maximum force.