CN112693601A - Aircraft braking system - Google Patents
Aircraft braking system Download PDFInfo
- Publication number
- CN112693601A CN112693601A CN202110117840.6A CN202110117840A CN112693601A CN 112693601 A CN112693601 A CN 112693601A CN 202110117840 A CN202110117840 A CN 202110117840A CN 112693601 A CN112693601 A CN 112693601A
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- Prior art keywords
- brake
- static
- pressure
- way valve
- brake piston
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Classifications
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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
- B60T13/10—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 fluid assistance, drive, or release
- B60T13/12—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 fluid assistance, drive, or release the fluid being liquid
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Aviation & Aerospace Engineering (AREA)
- Braking Arrangements (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention discloses an aircraft brake system, which comprises a servo valve, a cylinder seat assembly, a one-way valve I, a one-way valve II and a two-way valve; the cylinder seat assembly comprises a static brake piston, a dynamic brake piston, a return mechanism and a compression ring; the first check valve is arranged on a pressure path between the servo valve and the static brake piston and is opened only under the static brake pressure; the second check valve is arranged on a pressure path of the static brake piston and is opened only when the static brake pressure is relieved; a bi-directional valve is also mounted in the pressure path between the servo valve and the static brake piston, opening only when the static brake pressure is relieved; a pressure path is also connected between the servo valve and the dynamic brake piston, the static brake piston and the dynamic brake piston are arranged on a cylinder seat, and the return mechanism is connected with a compression ring; and a brake clearance is reserved between the compression ring and the brake disc in the cylinder seat assembly. The static brake requirement of the airplane is met under the conditions that the static friction coefficient of the brake disc is certain and the static brake pressure is certain through the combined action of the dynamic brake piston and the static brake piston.
Description
Technical Field
The invention relates to the technical field of airplane brake, in particular to an airplane brake system.
Background
When the airplane takes off, in order to obtain enough take-off acceleration and enable the airplane to take off more quickly, the airplane is generally braked by a take-off line, and the sliding take-off is started when the thrust of an engine is enough.
Most of brake materials used for airplane brake are carbon-carbon composite materials, and the static friction performance of the carbon-carbon composite materials is attenuated to a certain extent in a wet environment. The dynamic friction coefficient of the carbon-carbon composite material which is generally used is 0.3, and the static friction coefficient is 0.15; the carbon-carbon composite material has a large dynamic and static friction coefficient, so that the required static brake pressure is higher than the dynamic brake pressure.
The maximum pressure of a hydraulic system on the airplane is fixed, the higher the static braking requirement is, the more or larger the braking pistons are; in general, a dynamic brake and a static brake share a piston; to meet static braking, a higher dynamic braking deceleration rate may result.
With the increase of the thrust of the aircraft engine, the requirement on static braking is higher and higher; and the attenuation of the wet static braking capability of the carbon-carbon brake material can cause the situation of insufficient static braking of the airplane.
Disclosure of Invention
The invention aims to provide an aircraft brake system, which is used for solving the problems in the prior art and meeting the static brake capability of an aircraft under the condition of not influencing dynamic braking.
In order to achieve the purpose, the invention provides the following scheme: the invention provides an aircraft brake system, which comprises a servo valve, a cylinder seat assembly, a one-way valve I, a one-way valve II and a two-way valve; the cylinder seat assembly comprises a static brake piston, a dynamic brake piston, a return force mechanism and a compression ring which are assembled on a cylinder seat; the first check valve is arranged on a pressure path between the servo valve and the static brake piston and is opened only under the static brake pressure; the second one-way valve is arranged on a pressure path between the servo valve and the static brake piston and is opened only when the static brake pressure is relieved; the two-way valve is also arranged on a pressure path between the servo valve and the static brake piston and is opened only when the static brake pressure is relieved; and a pressure path is also connected between the servo valve and the dynamic brake piston, the return mechanism is connected with the compression ring, and a brake gap is reserved between the compression ring and the brake disc in the cylinder seat assembly.
Preferably, the return force mechanism adopts a return force spring.
Preferably, the left side pressure cross-sectional area of the two-way valve is greater than the right side pressure cross-sectional area.
Preferably, when the aircraft is statically braked, static brake pressure enters from the left side of the servo valve, and the one-way valve I is opened; the two-way valve is pressed on the right side, so that oil in the cylinder seat assembly is prevented from flowing out of the two-way valve; at the moment, the second one-way valve keeps closed; the static brake piston and the dynamic brake piston of the cylinder seat component are moved rightwards by the pressure, the compression ring of the cylinder seat component is pushed to move rightwards to compress the brake disc, the brake gap delta between the brake disc and the compression ring is eliminated, static friction moment is generated, the airplane is kept static under the thrust of an engine, and the static brake piston and the dynamic brake piston act together to generate the static friction moment; at this time, the return spring of the cylinder block assembly is compressed to accumulate the return force.
Preferably, when the aircraft releases the static brake, the servo valve with the pressure relief function relieves the pressure of the static brake, oil flows back to the oil tank from the right side of the servo valve, the first check valve is closed, the static brake pressure is kept at the static brake piston, the two-way valve is pushed leftwards by the kept static brake pressure, the pressure is transmitted to the second check valve, and the second check valve is opened, so that the pressure at the unloading position of the static brake piston and the pressure at the servo valve are consistent; the return spring rebounds to the initial position, and the static brake piston, the dynamic brake piston and the compression ring are pulled back to the initial state; at the moment, an initial braking gap delta exists between the compression ring and the brake disc, and the aircraft releases the static brake and keeps a non-braking state.
Preferably, when the airplane brakes in a dynamic mode, dynamic brake pressure enters from the left side of the servo valve, the dynamic brake pressure is smaller than static brake pressure, the first one-way valve cannot be opened, the second one-way valve keeps closed, the two-way valve keeps pressing rightwards, and the static brake piston does not act; the oil liquid pushes the compression ring to compress the brake disc through the dynamic brake piston, so that a dynamic friction moment is generated, the airplane realizes the dynamic brake function, and the resilience force is accumulated by compressing the return spring of the cylinder seat assembly at the moment.
Preferably, when the aircraft dynamic brake is released, the oil liquid flows back to the servo valve from the dynamic brake piston, the return spring rebounds to the initial position, and the dynamic brake piston and the compression ring are pulled back to the initial state; at the moment, an initial brake clearance delta exists between the compression ring and the brake disc, and the airplane releases the dynamic brake and keeps a non-braking state.
Compared with the prior art, the invention has the following beneficial technical effects:
the aircraft brake system provided by the invention meets the static brake requirement of an aircraft under the conditions that the static friction coefficient of a brake disc is certain and the static brake pressure is certain through the combined action of the dynamic brake piston and the static brake piston.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a diagram of an aircraft braking system in a state of released braking;
FIG. 2 is a static braking state diagram of the aircraft braking system;
FIG. 3 is a state diagram of a static brake release process for an aircraft braking system;
FIG. 4 is a dynamic braking state diagram of the aircraft braking system;
wherein, 1 servo valve, 2 one-way valve I, 3 cylinder seat component, 4 brake disc, 5 one-way valve II, 6 two-way valve, 3-1 dynamic brake piston, 3-2 return mechanism, 3-3 compression ring, 3-4 static brake piston.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention aims to provide an aircraft brake system, which is used for solving the problems in the prior art and meeting the static brake capability of an aircraft under the condition of not influencing dynamic braking.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
As shown in fig. 1 to 4, the present embodiment provides an aircraft braking system, which mainly includes: servo valve 1, cylinder block subassembly 3, check valve one 2, check valve two 5 and two-way valve 6.
Specifically, the servo valve 1 is used for transmitting and adjusting brake pressure and has the functions of oil inlet and oil return. The cylinder seat component 3 mainly comprises a cylinder seat, a static brake piston 3-4, a dynamic brake piston 3-1, a return mechanism 3-2 and a compression ring 3-3; the return mechanism 3-2 is mainly provided with a return spring. The cylinder block assembly 3 is a transmission member of braking pressure when braking.
The one-way valve I2 is arranged on a pressure path of the static brake piston 3-4; open only at static brake pressure; under the pressure of dynamic brake and when the brake is released, it is in the normal closed state under the action of spring. The second check valve 5 is arranged on a pressure path of the static brake piston 3-4; open only when the static brake pressure is released; under the action of a spring and the like, is in a normally closed state. When the static brake pressure is relieved, the second one-way valve 5 is opened, and when the residual pressure of the static brake piston 3-4 cannot open the two-way valve 6, the second one-way valve 5 is closed.
The two-way valve 6 is arranged on a pressure path of the static brake piston 3-4, the left pressure sectional area and the right pressure sectional area can be divided into different sizes, the left pressure sectional area is larger, and the right pressure sectional area is smaller; and under the action of a spring, the inconsistency of the left and right pressure sectional areas and the like, the right side is kept in a pressing state. The pressure-reducing valve is opened only when the static brake pressure is relieved, the static brake pressure is kept at the static brake position by closing the one-way valve I2, the pressure on the left side of the two-way valve 6 is relieved, the two-way valve 6 is pushed to move towards the left side under the pressure difference, the two-way valve II 5 is opened, when the pressure difference on the two sides is consistent, the two-way valve 6 moves towards the right under the action of a spring and the like, the compression is kept, and meanwhile, the two-way valve II 5.
After the airplane is braked, a certain brake clearance delta is required to prevent the airplane from sliding with the brake. The working principle of the aircraft brake system is as follows:
when the airplane is statically braked, static brake pressure enters from the left side of the servo valve 1, and the one-way valve I2 is opened; the two-way valve 6 is pressed on the right side, so that oil in the cylinder seat is prevented from flowing out of the two-way valve 6; the second check valve 5 is kept closed; the static brake piston 3-4 and the dynamic brake piston 3-1 of the cylinder block component 3 are moved rightwards by pressure, and the compression ring 3-3 of the cylinder block component 3 is pushed to move rightwards to compress the brake disc component, so that the gap delta between the brake disc 4 and the compression ring 3-3 is eliminated, and static friction moment is generated, so that the airplane is kept static under the thrust of an engine; at the moment, the static brake piston 3-4 and the dynamic brake piston 3-1 act together to generate static friction moment. At this time, the return spring of the cylinder block assembly 3 is compressed to accumulate the return force.
When the aircraft releases the static brake, the servo valve 1 with the pressure relief function relieves the static brake pressure, oil flows back to an oil tank from the servo valve 1, the one-way valve I2 is closed, the static brake pressure is kept at the position of a static brake piston 3-4, the two-way valve 6 is pushed leftwards by the kept static brake pressure, the pressure is transmitted to the one-way valve II 5, and the one-way valve II 5 is opened, so that the pressure at the unloading position of the static brake piston 3-4 and the servo valve 1 is consistent; when the pressure is released to a certain pressure, the pressure in the static brake piston 3-4 can not push the two-way valve 6 to move leftwards, the left end of the two-way valve 6 is closed, and at the moment, residual pressure exists in the static brake. When a hydraulic source communicated with the servo valve 1 releases pressure, certain residual pressure exists, the dynamic brake piston 3-1 is directly connected with the servo valve 1, and the residual pressure also exists in the dynamic brake piston 3-1. Residual pressure is not enough to compress the return spring, the return spring rebounds to the initial position, and the static brake piston 3-4, the dynamic brake piston 3-1 and the compression ring 3-3 are pulled back to the initial state; at the moment, an initial brake clearance delta exists between the compression ring 3-3 and the brake disc 4, and the aircraft releases the static brake and keeps a non-braking state.
When the airplane brakes in a dynamic mode, dynamic brake pressure enters from the left side of the servo valve 1, the dynamic brake pressure is smaller than static brake pressure, the first check valve 2 cannot be opened, the second check valve 5 remains closed, the two-way valve 6 remains pressed rightwards, and the static brake piston 3-4 does not act. The oil liquid passes through the dynamic brake piston 3-1, the dynamic brake piston 3-1 pushes the compression ring 3-3 to compress the brake disc 4, and a dynamic friction moment is generated, so that the airplane realizes the dynamic brake function. At this time, the return spring of the cylinder block assembly 3 is compressed to accumulate the return force.
When the dynamic brake of the airplane is released, the oil liquid flows back to the servo valve 1 from the dynamic brake piston 3-1, the return spring rebounds to the initial position, and the dynamic brake piston 3-1 and the compression ring 3-3 are pulled back to the initial state; at the moment, an initial brake clearance delta exists between the compression ring 3-3 and the brake disc 4, and the airplane releases the brake and keeps a non-braking state.
When the right side of the two-way valve 6 is in a pressing state, oil leakage or spring failure and the like can be generated to be opened, the two one-way valve 5 is closed, the oil is prevented from entering the static brake piston 3-4 during dynamic braking, and the dynamic braking torque is prevented from being generated by the combined action of the static brake piston 3-4 and the dynamic brake piston 3-1 during dynamic braking, so that the dynamic braking torque is increased to be out of a control range.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein, and any reference signs in the claims are not intended to be construed as limiting the claim concerned.
The principle and the implementation mode of the invention are explained by applying a specific example, and the description of the embodiment is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.
Claims (7)
1. An aircraft braking system characterized by: the hydraulic cylinder comprises a servo valve, a cylinder seat assembly, a one-way valve I, a one-way valve II and a two-way valve; the cylinder seat assembly comprises a static brake piston, a dynamic brake piston, a return force mechanism and a compression ring which are assembled on a cylinder seat; the first check valve is arranged on a pressure path between the servo valve and the static brake piston, and the first check valve is opened only under the static brake pressure; the second one-way valve is arranged on a pressure path between the servo valve and the static brake piston and is opened only when the static brake pressure is relieved; the two-way valve is also arranged on a pressure path between the servo valve and the static brake piston, and the two-way valve is opened only when the static brake pressure is relieved; and a pressure path is also connected between the servo valve and the dynamic brake piston, the return mechanism is connected with the compression ring, and a brake gap is reserved between the compression ring and the brake disc in the cylinder seat assembly.
2. An aircraft braking system according to claim 1 wherein: the return force mechanism adopts a return force spring.
3. An aircraft braking system according to claim 1 wherein: the left side pressure sectional area of the two-way valve is larger than the right side pressure sectional area.
4. An aircraft braking system according to claim 1 wherein: when the airplane is statically braked, static brake pressure enters from the left side of the servo valve, and the one-way valve I is opened; the two-way valve is pressed on the right side, so that oil in the cylinder seat assembly is prevented from flowing out of the two-way valve; at the moment, the second one-way valve keeps closed; the static brake piston and the dynamic brake piston of the cylinder seat component are moved rightwards by the pressure, the compression ring of the cylinder seat component is pushed to move rightwards to compress the brake disc, the brake clearance between the brake disc and the compression ring is eliminated, static friction moment is generated, the airplane is kept static under the thrust of an engine, and the static friction moment is generated under the combined action of the static brake piston and the dynamic brake piston; at this time, the return spring of the cylinder block assembly is compressed to accumulate the return force.
5. An aircraft braking system according to claim 1 wherein: when the aircraft releases the static brake, the servo valve with the pressure relief function relieves the pressure of the static brake, oil flows back to an oil tank from the right side of the servo valve, the one-way valve I is closed, the static brake piston keeps the static brake pressure, the two-way valve is pushed leftwards by the kept static brake pressure, the pressure is transmitted to the two-way valve II, and the two-way valve II is opened, so that the pressure of the static brake piston is consistent with the pressure at the unloading position of the servo valve; the return spring rebounds to the initial position, and the static brake piston, the dynamic brake piston and the compression ring are pulled back to the initial state; at the moment, an initial braking gap exists between the compression ring and the brake disc, the aircraft releases the static brake and keeps a non-braking state.
6. An aircraft braking system according to claim 1 wherein: when the airplane brakes in a dynamic mode, dynamic brake pressure enters from the left side of the servo valve, the dynamic brake pressure is smaller than static brake pressure, the first one-way valve cannot be opened, the second one-way valve keeps closed, the two-way valve keeps pressing rightwards, and the static brake piston does not act; the oil liquid pushes the compression ring to compress the brake disc through the dynamic brake piston, so that a dynamic friction moment is generated, the airplane realizes the dynamic brake function, and the resilience force is accumulated by compressing the return spring of the cylinder seat assembly at the moment.
7. An aircraft braking system according to claim 1 wherein: when the dynamic brake of the airplane is released, the oil liquid flows back to the servo valve from the dynamic brake piston, the return spring rebounds to the initial position, and the dynamic brake piston and the compression ring are pulled back to the initial state; at the moment, an initial brake clearance exists between the compression ring and the brake disc, the airplane releases the dynamic brake and keeps a non-braking state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110117840.6A CN112693601B (en) | 2021-01-28 | 2021-01-28 | Aircraft braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110117840.6A CN112693601B (en) | 2021-01-28 | 2021-01-28 | Aircraft braking system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112693601A true CN112693601A (en) | 2021-04-23 |
| CN112693601B CN112693601B (en) | 2022-08-23 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110117840.6A Active CN112693601B (en) | 2021-01-28 | 2021-01-28 | Aircraft braking system |
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| Country | Link |
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| CN (1) | CN112693601B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104787310A (en) * | 2015-04-01 | 2015-07-22 | 西安航空制动科技有限公司 | Normal brake system used for airplane and having take-off line brake capability |
| CN205801505U (en) * | 2016-07-12 | 2016-12-14 | 北京北摩高科摩擦材料有限责任公司 | A kind of cylinder seat assembly for main airplane wheel brake gear |
| CN205801504U (en) * | 2016-06-30 | 2016-12-14 | 北京北摩高科摩擦材料有限责任公司 | A kind of main airplane wheel brake gear |
| CN207360569U (en) * | 2017-08-15 | 2018-05-15 | 长沙鑫航机轮刹车有限公司 | A kind of aircraft braking wheel |
| CN209833606U (en) * | 2019-04-15 | 2019-12-24 | 山西澳马机械装备有限公司 | Wet brake system of small trackless rubber-tyred vehicle |
| CN210084818U (en) * | 2019-05-31 | 2020-02-18 | 泰安巨菱钻探装备有限责任公司 | External air-break disc brake device for pneumatic equipment |
-
2021
- 2021-01-28 CN CN202110117840.6A patent/CN112693601B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104787310A (en) * | 2015-04-01 | 2015-07-22 | 西安航空制动科技有限公司 | Normal brake system used for airplane and having take-off line brake capability |
| CN205801504U (en) * | 2016-06-30 | 2016-12-14 | 北京北摩高科摩擦材料有限责任公司 | A kind of main airplane wheel brake gear |
| CN205801505U (en) * | 2016-07-12 | 2016-12-14 | 北京北摩高科摩擦材料有限责任公司 | A kind of cylinder seat assembly for main airplane wheel brake gear |
| CN207360569U (en) * | 2017-08-15 | 2018-05-15 | 长沙鑫航机轮刹车有限公司 | A kind of aircraft braking wheel |
| CN209833606U (en) * | 2019-04-15 | 2019-12-24 | 山西澳马机械装备有限公司 | Wet brake system of small trackless rubber-tyred vehicle |
| CN210084818U (en) * | 2019-05-31 | 2020-02-18 | 泰安巨菱钻探装备有限责任公司 | External air-break disc brake device for pneumatic equipment |
Non-Patent Citations (1)
| Title |
|---|
| 陶周亮等: "飞机刹车系统方案设计及仿真分析", 《航空工程进展》 * |
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| CN112693601B (en) | 2022-08-23 |
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