JPS62279165A - Brake gear - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a braking system, and more particularly to a braking system for use in an aircraft or a vehicle such as a passenger car, truck, or the like.

In modern aircraft, one landing gear is divided into right and left sides,
Includes weight-supporting wheel assemblies. These wheel assemblies include braking systems with individual disc and caliber type brakes.

Each brake must absorb and dissipate a large amount of energy to slow and stop the aircraft; the brake pads associated with each caliper absorb energy and store heat, thus increasing its operating temperature. increases. As the temperature increases, the braking capacity or efficiency of the pad decreases, which in extreme situations may result in brake failure and possibly catastrophe.

In existing braking systems, seven or eight brake discs or rotors are slidably mounted on the wheel axle, each rotor being gripped by a force repercussion pad during braking.

Numerous braking devices are known in the prior art for various safety purposes. For example, dual braking devices are known which provide a backup device in case of a breakdown, and which prevent vehicle slippage and prevent forward pitching. Other devices have been provided to prevent
No. 188,516, No. 3.790,227, No. 3,7
No. 97,893, No. 3.92J479, No. 3,951
, No. 239, No. 3.9613.008, No. 4,095
, No. 848, No. 4,207, 9f3a and No. 4,2
See No. 78,151.

However, all of these devices suffer from the high heat build-up and braking friction that aircraft brakes experience.1. It doesn't provide any protection for the 9,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000 yen.

It is therefore a primary object of the present invention to provide a braking system for an aircraft that prevents or minimizes the likelihood of catastrophic brake failure due to brake heat build-up or loss of braking friction.

These and other objects of the invention will be apparent from the following specification and from the appended claims.

A braking system that minimizes heat build-up in the brakes by providing at least two independent braking sections for each set of brakes, the sections cooperating to cool the brakes when heat build-up becomes excessive. are disclosed herein. Appropriate sensors and logic are provided to sense heat build-up and other functions and select and switch braking sections to minimize heat build-up and maximize efficiency. For example, during the first braking, the first or primary braking section is used, and when the temperature exceeds a predetermined critical temperature at a predetermined time, the braking function is activated while the first section is cooling. transferred to the second or secondary braking section. When the secondary part reaches a critical temperature, the primary part is recombined.

At that point, if the primary part is below a critical temperature, the secondary part is disconnected. On the other hand, if both the secondary and primary parts are above the critical temperature, the parts are coupled and the braking force is applied to both parts, with the cooler part receiving more of the braking force.

This device prevents temperature rises exceeding critical values, brake fluid (
It also senses the frictional force in the braking part so as to redistribute the braking friction in case of frictional losses, which may be due to events such as leaks (hydraulic or pneumatic), etc.

In addition to being useful in aircraft, the device has also been shown to be useful in vehicles such as cars, trucks, etc.

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

From FIG. 1, a braking system (lO) for one wheel of an aircraft landing gear is shown, consisting of seven axially movable brake discs (14, 16, 18, 20, 22, 24).
and (28) are attached to the wheel axle (12). 9 brake pads (28, 30, 32° 34.3
B, 38.40.41) and (42) are illustrated. The pads are attached to a conventional brake caliper (not shown), which in turn is supported on a conventional wheel housing (not shown). Brake discs and pads are stacked for this gripping action.

According to the invention, the brake is divided into primary and secondary parts. The primary part consists of four disks (14, lfl
, 18) and (20), and pads (28, 30, 3
2, 34) and (3B). The secondary part includes disks (22, 24) and (2B) and pads (38, 40, 41) and (42). The primary and secondary parts are controlled by brake-lines (hydraulic or pneumatic) (44, 4B, 48) and (50) from the control box (52). The selective φ-controlled application of braking pressure can operate the primary and secondary parts separately or in combination.

A temperature sensor (Fig. 1 - not shown) is provided to measure the temperature of each pad, and brake lines (44, 48, 4) are provided which sequentially relate to the frictional force applied to the brake.
8) and (50) pressure sensor (first
) are provided. Depending on the equipment in use, the temperature sensor can detect and provide data regarding the maximum temperature of any pad or the average temperature of all pads. The sensor is placed on the pad or disk and can be of several known types in certain cases.

For each braking device, several critical parameters are determined. One parameter is the critical or maximum temperature (To) of the brake pad. Other parameters relate to brake pressure (P), minimum required braking or calculated friction force (FC), and various time factors. The relationship between brake pressure (P) and frictional force (Fo) is as follows:
17 - It is determined along with various time factors that affect blood application. This is sometimes called "ramp◆up."

During brake application, the actual operating pressure, friction force, pad temperature and operating time are compared with previously determined calculated values.

It can now be seen from the flowchart of FIG. 2 that the various functions are represented by blocks and the direction of operation is indicated by arrow markings. It goes without saying that the brake system operates in manual mode, but FIG. 2 represents automatic mode.

When the device is operating in automatic mode, the actual brake pressure (Pa) is read at the sensor (+00). The pressure is 0 due to the fact that no force is applied to the brake pedal.
If so, the sensor cycles until a value is detected and reset that is read into the device at (+02). Each piece read into the device has a corresponding calculated friction value F from the previously determined data. Generate (P). The ideal frictional force for each pressure is thus calculated from the actually applied pressure. Brake pressure is then "ramped up" (ie, not applied immediately).

From there, a first serial test of the device for proper functioning is performed by a friction test shown in box (104).

The first decision here is between the measured friction (Fm) from the brake fist sensor and the pressure measurement or the calculated friction (Fm).
). To function properly, the measured friction (Fm) must be equal to or greater than the calculated friction. i.e. F'm)Fo or Δ==Fo-Fm(0 This test is carried out constantly at all times during operation. Thus, even if, for example, the brake pressure (P) returns to 0, the device will then continue to test. .

However, if the measured friction is less than the calculated friction (ie Δ>0), the braking device may not be operating correctly. Additional checks are performed to ensure that this reading (ie Δ>0) is not due to pressure build-up in the initial device. In this test, the rate at which the actual pressure and friction change with time is compared to the calculated values. In fact, if there is no difference between the measured and calculated friction forces over time due to pressure build-up, etc., the device.

It is functioning correctly regardless of Δ>O. On the other hand, if the actual rate of change is smaller than the calculated rate of change, a friction problem is confirmed.

Thus, if the measured friction is less than the calculated friction and the change in the measured friction is less than the change in the calculated friction, it indicates that a problem exists; thus, the measured friction is less than the calculated friction. It is first determined whether or not the measured friction is smaller than the calculated friction.

The measured friction is equal to or greater than the calculated friction,
and if the rate of change in the measured friction is equal to or greater than the rate of change in the calculated friction, then the JI! of the device! The rub and pressure surfaces are working properly and a secondary thermal test can be performed. In other words, the test is blocked (IO
If the condition indicated in 6) is present, the operation of the device proceeds along the left-hand branch to the temperature check; if not in the above-mentioned condition, the device operates along the right-hand branch.

Returning to the left hand branch (i.e. if the friction test is correct),
The temperatures of the primary and secondary sections are compared to a predetermined critical braking temperature. If the primary measured temperature (Tm) is below the critical temperature (Tc), no changes occur in the device and the temperature test is recycled. However, if the actual temperature (Tm) is above the critical temperature (Tc) and therefore the difference (i.e. Tm - To) is greater than O, then the time the pad is at or above the critical temperature is the predetermined minimum allowable time. A comparing time delay device is activated. If the time is less than the permissible value, no further action takes place, but if the time is greater than the permissible value, the device begins to change the operation from the primary braking part to the secondary braking part. It is the function of the device (+12) and (+14
). Part t ~ IIR/1% W
/ +u E (/)4' l+ 1%
1～-1 '5 riF:+＾ n: →1w@
-+4 4L 1 The pressure regulator gradually decreases the primary pressure and increases the secondary pressure, but the total pressure applied is such that the frictional force is correct in the primary part and the temperature conditions are correct in the primary part. It is checked for correctness. If the friction conditions are within the specified range and the temperature conditions are within the specified range, the brake system will not switch from primary to secondary. If the friction conditions are correct but the temperature and delay time conditions are large, a switch is made from primary to secondary.

Returning now to block (toe), if the friction conditions are not within the defined limits (ie, when Fm x F. and Δ□ x Δ.), a temperature check of the secondary section is performed at block (118). If the actual temperature (Tm) of the secondary is less than the calculated critical temperature (To) of the secondary, the secondary parts are in condition to act individually and the braking device is activated along the line (118). The switch is actuated to polarity, where the braking device is moved from the primary part to the secondary part.

If the actual secondary temperature is greater than the critical temperature, then 2
The next part is directly energized without separating the primary part, so
The primary and secondary parts function simultaneously. In this mode, the secondary braking pressure is measured up to F = pm C or Δ;0.

Thus, with this device, if the friction of the primary part is correct, 1
The next part continues to operate. However, if the friction of the primary part is correct but the temperature of the primary exceeds the critical temperature for more than a predetermined time, the braking device is switched to the secondary and is operated.

If the friction in the primary part is too low and the temperature in the secondary part is sufficient, the device is switched from primary to secondary. 1
Even if the friction of the secondary part is so low that the temperature of the secondary part exceeds a critical temperature, the secondary part begins to operate, but the primary part remains connected.

Once the secondary section is activated, testing is performed on the secondary section as described above for the primary.

In other words, the pressure and friction are first determined in the secondary part, its temperature is determined next, and if it is good, operation continues. When the temperature of the primary part is reduced below a critical level and the secondary part reaches a critical value, damping is switched back to the primary part.

If the friction between both parts is correct but the temperature of both parts exceeds the critical temperature, both the primary and secondary parts will remain active until the temperature of the primary or secondary drops below the critical value, i.e. the aircraft or vehicle stops. do.

Appropriate indicator lights are provided on the cockbit to indicate to the pilot which of the various braking systems and parts are in operation. Additionally, appropriate manual overrides are provided to allow the pilot to manually control the braking function at his disposal.

Once the primary section is disconnected, it would be possible to cool it to a temperature below its critical temperature and then switch back to the primary section. Furthermore, by removing the primary section from operation so that the primary section cools, the braking efficiency of the total braking system is believed to increase beyond that of a typical single-part system. In other words, the coupling and ability to switch between the primary and secondary sections provides more cooling capacity and energy absorption than is available in a single prior art device of the same size. Furthermore, this type of device provides a reserve in case of a failure of the friction or brake fluid system, so that even if the primary part fails there is still some reserve.

Although friction and thermal detection modes were used in combination in this device, it should be appreciated that they can be used independently.

Now referring to FIG. 3, a schematic diagram of the apparatus is shown. The primary braking part (200) and the secondary braking part (202) include
Temperature sensors (204) and (20B) and friction sensors (208) and (210) are combined. Information regarding temperature and friction is sensed in the braking part and sent to the logic unit (2+) via connections (214) and (21B).
2). (212) is coupled to a cockbit display (21B) and an oil pressure or brake pressure control sensor (220), the latter (220)
are sequentially coupled to braking portions (200) and (202) via lines (222) and (224). If you wish to have an independent brake supply, the logical unit is to connect the compressor (228) and (2fO) which sends gas to the brakes.
can be combined with Other separate cooling devices can be used depending on the situation.

In some situations, each aircraft landing gear wheel assembly includes two longitudinal wheels, and returning to FIG.
50) and (252) are provided.

In this device, the primary braking part is on the front wheel (250) and the secondary braking part is on the rear wheel (252). The braking action is operated back and forth between these two parts as described above.

On some large aircraft, there may be three wheels in each wheel assembly. For braking, there is a primary on the first wheel (254), a secondary on the second wheel (258), and a combination of primary and secondary on the third wheel (258). The logic for operating this device is the same as above, except for the structure of the brake device operated.

Braking devices are known that include hydraulic lines, pistons, calipers, discs, and pads. Microprocessor technology is known. What is new is the combination shown here and its method of operation.

It is expected that this braking device could be used in road vehicles such as cars and trucks, as well as aircraft. In simple applications such as passenger cars, all four wheels can be equipped with primary and secondary braking sections. Another variation is that diagonal sets of wheels can be provided with primary and secondary parts. For example, the primary portions may be front right and rear left, and the secondary portions may be front left and rear right. 2 on one axis
In multi-wheel truck applications with back-to-back wheels,
The primary part can operate the outer brake, and the secondary part can operate the inner brake.

It will be appreciated that numerous changes and modifications may be made to the embodiments shown herein without departing from the spirit and scope of the invention.

[Brief explanation of drawings]

1 is a diagram of a standard braking system for one wheel assembly; FIG. 2 is a flow chart showing the logic and operation of the braking system; FIG. 3 is a schematic diagram of an exemplary braking system; FIG. 4 is a diagram of a braking device for a two-wheel assembly, and FIG. 5 is a diagram of a braking device for a three-wheel assembly. 10...Brake device, 14.16.18.20.22.24.26...Brake working disc, 28.30.32.34.36.38.40.41.4
2.Brake pad, 44.4B, 48.50.Brake line, 52.
・Control box,

Claims (15)

[Claims] (1) Braking systems that cooperate to safely reduce the speed of a vehicle or aircraft and stop its motion by minimizing brake failure, each vehicle having a weight-bearing wheel assembly and having a plurality of said assembly comprises said braking system comprising associated brakes, primary and secondary brake sections associated with a wheel assembly comprising brakes, a means for sensing the temperature of each brake section, and a sensing means for sensing the temperature of each brake section; The control device selectively energizes the primary and secondary brake sections, either separately or in combination, in response to the measured brake temperature, and compares the measured brake temperature with a predetermined brake temperature and energizes the braking device accordingly. said control device further comprising a device for causing said primary part to first be coupled for braking until its temperature exceeds a predetermined critical value;
The braking device, characterized in that the secondary braking section is coupled at a point where a critical value is exceeded. (2) The control device senses the temperature of the secondary brake part and disconnects the primary brake part if the temperature is lower than a critical value.
Braking device as described in section. (3) The sensing device senses the temperature of the secondary braking part, and if the temperature is higher than a critical temperature, the braking device couples the secondary part while still coupling the primary part. A braking device according to claim 1. (4) braking systems that cooperate to safely reduce the speed of a vehicle or aircraft and stop its motion by minimizing brake failure, each vehicle having a weight-bearing wheel assembly and having a plurality of said assembly comprises said braking device comprising associated brakes, primary and secondary braking sections associated with a wheel assembly comprising associated brakes, and a friction force sensing device associated with each section. and a control device that energizes both the primary and secondary parts in response to the detected frictional force, and a device that compares the measured frictional force with a predetermined value and energizes the braking device in accordance with the comparison. said control device comprising said braking device, characterized in that the primary part is first coupled for braking if its measured frictional force is less than a predetermined frictional force coupling the secondary braking part. . (5) Braking systems that work together to safely reduce the speed of a vehicle or aircraft and stop its motion by minimizing brake failure due to heat build-up and by providing supplemental braking capacity so that each vehicle is weight-bearing. the braking device having a wheel assembly and a plurality of said assemblies having associated brakes, each brake having a primary and a secondary brake portion associated with the wheel assembly having an associated brake; a device for sensing the temperature of the portion; a device for sensing the frictional force associated with each portion; and selectively applying the primary and secondary portions separately or in combination in response to the sensed temperature and the sensed frictional force. the control device further comprising a device for comparing the measured friction force and the measured brake temperature with predetermined values and energizing the braking device in response to the comparison, thereby energizing the primary portion. braking device, characterized in that: is first coupled for braking until its temperature exceeds a predetermined critical temperature, at which point a secondary braking section is coupled. (6) A pressure sensor that senses the brake line pressure when the brake is applied, and a predetermined relationship between pressure and friction force is encoded and the measured friction force is compared to the friction force determined from the predetermined relationship. Claim 5 characterized in that it further comprises: a device and said control device having a device for switching from one braking section to another if the measured frictional force is less than the actual frictional force. Braking device as described in section. (7) the control device encodes a predetermined relationship between brake pressure, friction force and time, and if the measured friction force is less than the calculated friction force, the control device encodes the actual and predetermined brake pressure; Compare the relationship between frictional force and time, and also compare the measured pressure, frictional force and time with the calculated pressure,
7. Braking device according to claim 6, characterized in that the secondary braking part is engaged if the frictional force and time are smaller. (8) A hydraulic device that applies braking force to the primary and secondary parts, a brake pressure selector device that selectively applies braking force to said parts, and a brake part coupled to the selector to control the brake part to which force is selectively applied. 6. The vehicle braking system according to claim 5, further comprising: the control unit. (9) The braking device according to claim 6, further comprising a display device that indicates the function of the braking device to a vehicle operator. 10. Braking device according to claim 5, characterized in that a device is provided for manually overriding the control unit, so that the vehicle operator can control the braking device. (11) An auxiliary cooling device is provided for cooling the braking device more quickly than due to ambient conditions, and the cooling device is coupled to and controlled by a control unit. Braking device as described in section. 12. A braking system according to claim 5, characterized in that each wheel includes a wheel axle on which is mounted a plurality of brake discs and pads divided into primary and secondary braking sections. (13) A pair of vehicles is provided at each vehicle support point, each wheel having a wheel axle with a primary braking portion associated with one wheel and a secondary braking portion associated with the other wheel. A braking device according to claim 5. (14) a primary and secondary brake section, a brake friction force sensor, in combination with a plurality of weight-bearing wheel assemblies;
and a method for slowing down and braking a vehicle or aircraft equipped with a braking device having a brake temperature sensor, the method comprising: setting a minimum friction force limit level and a minimum brake temperature limit level; applying a braking force; activating the primary as long as the braking force is above a minimum level and the brake temperature is below a maximum level; and switching from the primary to the secondary when the temperature increases above a maximum temperature limit.
The next step is to switch the braking function, and to apply the secondary in addition to the primary if (a) the primary friction force is below the minimum limit or (b) the primary and secondary temperatures exceed the maximum limit. The method comprises the steps of: combining. 15. A method according to claim 14, characterized in that each sensor is constantly monitored to actuate the braking device according to the conditions existing at the time.