RU2585682C9 - Electromechanical disc brake of aircraft - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to aircraft landing gear wheels. Electromechanical disc brake comprises brake disc mounted on chassis wheel. On brake disc from magnetic material poles are oriented radially in plane of brake disc and perpendicular to disc rotation axis. On axis of main wheel chassis axial electromagnet is fixed with oriented radially poles made in plane parallel with brake disc and with minimum air gap between electromagnet poles and poles of brake disc. On a circle next to split electromagnet poles brake disc pole position sensors are connected by their outputs to inputs of control device. Control device is connected by its output to input of switching device. Other input of control device is connected to output of brake force control device. Device for disc retainer comprises pin retainer disc and is fixed to main support landing gear.

EFFECT: higher reliability and wear resistance of brakes.

1 cl, 12 dwg

Description

The invention relates to aircraft landing gear braking devices.

A hydraulic disc brake is known mounted on the wheel of the main landing gear on the inside. The brake disc is attached to the inner half of the aircraft wheel drum. When braking, the caliper piston presses the pressure brake plate against the brake disc, on the other side of which the other stationary brake plate is pressed against it. (V.M. Korneev Design and flight operation of the Diamond DA 40 NG Tundra aircraft. 2014. P. 3, 38).

The closest prototype is an aircraft disc brake mounted on the axis of the main landing gear of the aircraft. The structure of the brake includes: a brake caliper with a working brake cylinder; brake pads brake disc attached to the wheel drum. It is braked by pressing the brake pads by the hydraulic cylinder to the brake disc attached to the aircraft wheel drum (S.N. Demeshko Design and operation of the aircraft P2002JF, P2002JR. Ekaterinburg: Ural UTTS GA, 2010. P. 22-24).

The disadvantages of the analogue and prototype are the high degree of wear of the brake pads or linings and brake disc. In addition, significant costs are spent on frequent maintenance and non-destructive testing of parts of a tribocouple disc brake, including brake linings and brake disc. To date, the relevant technological instructions provide for various non-destructive testing methods: visual, eddy current, magnetic particle and ultrasonic, which determines the increasing costs of maintenance.

The aim of the invention is to increase the reliability of disc brakes, reducing maintenance costs and non-destructive testing of parts of disc brakes.

This goal is achieved by eliminating the friction of the elements of the brake drive with a brake disc in disc brakes.

For this, the brake disk is made of magnetic material in the form of poles oriented radially in the plane of the brake disk and perpendicular to the axis of rotation of the disk. Instead of a caliper with working cylinders, an electromagnet is introduced, axially shaped with radially oriented poles, made in a plane parallel to the plane of the brake disc and with a minimum working air gap between the poles of the electromagnet and the poles of the brake disc. Along the circumference next to the poles of the electromagnet are position sensors of the poles of the brake disc. By means of a switching device, the operation of the electromagnet is controlled by a control device connected by its inputs to the outputs of the position sensors of the poles of the brake disc and to the output of the brake force control device, and by the output to the input of the switching device connecting the winding of the electromagnet to the power source. Next to the brake disc is attached to the wheel axis of the main landing gear of the disk lock device.

The accompanying drawings depict:

FIG. 1 - wheel of an airplane with a disk electromechanical brake;

FIG. 2 is a front view of the brake disc 1;

FIG. 3 is a side view of the brake disc 1;

FIG. 4 is a sectional view of the brake disc 1 AA in FIG. 3;

FIG. 5 is a front view of an electromagnet 3;

FIG. 6 is a side view of the electromagnet 3;

FIG. 7 is a sectional view of electromagnet 3 BB in FIG. 5;

FIG. 8 is a cross-sectional view of electromagnet 3 BB in FIG. 6;

FIG. 9 is a side view of an airplane electromechanical brake of an airplane;

FIG. 10 - disk electromechanical brake in the initial position for fixing the brake disk 1;

FIG. 11 - disk electromechanical brake in position, with a fixed brake disc 1;

FIG. 12 is a circuit diagram: sensors 6, 7, 8, and 9, a control device 10, a switching device 12, an electromagnet winding 5, a power supply 13, and a brake force control device 11.

The list of elements in the attached drawings:

1 - a brake disk;

2 - poles of a brake disk;

3 - electromagnet;

4 - poles of an electromagnet;

5 - winding of an electromagnet;

6, 7, 8, 9 - position sensors of the poles of the brake disc;

10 - control device;

11 - device for regulating the braking force;

12 - switching device;

13 - power source;

14 - axis of the main landing gear of the aircraft;

15 - pin for mounting the brake disc to the wheel of the aircraft;

16 - aircraft wheel;

17 - digital signal processor (DSP);

18 - digital signal processor (DSP);

19 - element 2 OR;

20 - element 2OR;

21 - trigger RS;

22 - element 2I;

23 - a device of a disk lock;

24 - a pin of a disk clamp.

The disk electromechanical brake of an aircraft consists of: a brake disk 1 (see FIG. 2, FIG. 3 and FIG. 4); axial electromagnet 3 with radially oriented poles 4 (see Fig. 5, Fig. 6, Fig. 7 and Fig. 8), made in a plane parallel to the plane of the brake disc 1 and with a minimum working air gap between the poles of the electromagnet 4 and the poles 2 brake discs. The brake disc 1 is attached by means of a pin 15 to the wheel of the aircraft 16 (see Fig. 1).

In FIG. 9 is a side view of an aircraft electromechanical disc brake. In FIG. 10, an electro-mechanical disk brake in the initial position for fixing the brake disk 1. In FIG. 11 disc electromechanical brake in position, with the brake disc 1 fixed by means of a pin 24 extended by the locking device 23 between the poles 2 of the brake disc 1.

In the case when the winding of the electromagnet 5 through the switching device 12 is connected to the power supply 13 (see Fig. 12), the magnetic field generated by the winding 5 is closed through the poles of the electromagnet 4, the poles of the brake disk 2, the minimum working air gaps between them, the wheel axis , and the minimum air gap between the axis 14 and the brake disc 1. Thus, the magnetic field creates a force holding the brake disc 1.

In FIG. 12 shows an electrical diagram of an airplane’s electromechanical disc brake: sensors 6, 7, 8, and 9, a control device 10, a switching device 12, an electromagnet winding 5, a power supply 13, and a brake force control device 11.

Disc electromechanical brake operates as follows.

During landing during landing, the wheel of the aircraft 16 begins to rotate with the brake disc 1 mounted on it (see Fig. 1). In this case, the control device 10 and the switching device 12 (see Fig. 12) remain permanently turned on. The locking device 23 does not fix the pin 24 of the brake disc 1.

During the rotation of the brake disk 1 clockwise (see Fig. 9), its poles 2 are periodically placed opposite the sensors 6, 7, 8 and 9 of the position of the poles 2 of the brake disk 1.

At the moment of position of the pole 2 of the brake disk 1 opposite the sensor 6, an electric signal of a positive level corresponding to a logical unit appears at its output. This signal from the output of the sensor 6 is fed to the input X1 of the digital signal processor 17. Then, pole 2, continuing its movement, occupies the position opposite the sensor 7, as a result of which a positive level electric signal corresponding to a logical unit appears at its output. This signal is fed to the input X2 of the digital signal processor 17. According to the algorithm of the digital signal processor 17, if at the beginning the signal of the logical unit appears at its input X1, and then the signal of the logical unit appears at its input X2, then after the transition of both signals to the voltage level is close to zero, which corresponds to a logical zero at these inputs of the signal processor 17, a rectangular electric signal of positive polarity corresponding to the logical unit is formed at its output V1 Nice. This signal is input to the element 19, which performs the logical function 2OR. From the output of element 19, a signal of a positive level corresponding to a logical unit is fed to input S of trigger 21, which performs the logical function of trigger RS. In this case, the trigger 21 goes into a state in which at its output Q appears an electrical signal of a positive level corresponding to a logical unit. This signal is input to the element 22, which performs the logical function 2I. If it is necessary to turn on the braking mode from the output of the brake force control device 11 (see Fig. 12), a pulse-width modulated electrical signal of positive polarity is supplied to the other input of the element 22 of the control device 10. In this case, from the output of the element 22 to the input of the switching device 12 receives a pulse-width modulated electrical signal of positive polarity. As a result, the switching device 12 connects one end of the winding of the electromagnet 5 to the power supply 13, the other output of which is connected directly to the other end of the winding of the electromagnet 5. At this time (see Fig. 9), the poles 2 of the brake disk 1 occupy a position opposite the poles 4 of the electromagnet 3 with a minimum working air gap. The magnetic field generated by the winding 5 passes through the core of the electromagnet 3 through its poles 4, through the working air gap, pole 2 of the brake disk 1, through the minimum air gap and between the axis 14 and the brake disk 1 mounted on it and closes to the core of the electromagnet 3. the magnetic field thereby holds the brake disk 1, which transfers the brake force to the wheel of the aircraft 16. As a result of the wheel of the aircraft 16 moving further, overcoming the brake impulse created by the magnetic field, the brake disk 1 continues to rotate and its poles 2 begin to emerge from under the poles 4 of the electromagnet 3. In this case, the pole 2 initially occupies a position opposite the sensor 8, the output of which appears an electrical signal of a positive level corresponding to a logical unit. This signal is fed to the input X2 of the digital signal processor 18. Then, pole 2, continuing its movement, takes up the position and opposite the sensor 9, at the output of which an electric signal of a positive level corresponding to a logical unit appears. This signal is fed to the input X1 of the digital signal processor 18. According to the algorithm of the digital signal processor 18, if at first a signal of a positive level corresponding to a logical unit appears at its input X2, and then a signal of a positive level corresponding to a logical unit at an input X1, then in the future, after the transition of both signals to a voltage level close to zero, which corresponds to a logical zero at these inputs of the signal processor 18, a rectangular electric is formed at its output V2 Igna positive polarity corresponding to the logical unit. This signal is input to an element 20 that performs a logical function 2OR. From the output of element 20, a signal of a positive level corresponding to a logical unit is fed to input R of trigger 21, which performs the logical function of trigger RS. In this case, the trigger 21 goes into a state in which at its output Q a signal of a positive voltage level corresponding to a logical unit passes to a voltage level close to zero, which corresponds to a logical zero. This logical zero signal is fed to the input of the element 22, which performs the logical function 2I. As a result, from the output of element 22 to the input of the switching device 12, the pulse-width modulated electric signal of a positive voltage level from the brake force control device 11 is no longer supplied. Therefore, the switching device 12 disconnects the winding 5 from the power supply 13. When the poles 2 of the brake disk 1 are moved again opposite the poles 4 of the electromagnet 3, the cycle of the braking process is repeated.

A pulse-width modulated electrical signal from the output of the brake force control device 11 controls the average value of the voltage across the load by changing the duty cycle of the pulses controlling the switching device 12 to control the braking force acting on the aircraft wheel 16.

This mode continues until, if it is necessary to turn off the braking mode from the output of the device 11 (see Fig. 12), the supply of an electric signal of positive polarity, which was fed to the other input of the element 22 of the control device 10, stops. In this case, the output of the element 22 the input of the switching device 12 will no longer receive an electric signal of positive polarity and braking will stop, since the coil 5 will no longer be connected to a power source 13.

When the wheels of the aircraft 16 and the brake disc 1 move counterclockwise (see Fig. 9), the disk electromechanical brake of the aircraft operates as follows. In the process of rotation of the brake disk 1 (see Fig. 9) counterclockwise, its pole 2 initially occupies a position opposite the sensor 9, as a result of which a positive level electric signal corresponding to a logical unit appears at its output. This signal from the output of the sensor 9 is fed to the input X1 of the digital signal processor 18. Then, the pole 2 occupies a position opposite the sensor 8, as a result of which a positive level electric signal corresponding to a logical unit appears at its output. This signal is fed to the input X2 of the digital signal processor 18. According to the algorithm of the digital signal processor 18, if at the beginning the signal of the logical unit appears at its input X1, and then the signal of the logical unit appears at its input X2, then after the transition of both signals to the voltage level is close to zero, which corresponds to a logical zero at these inputs of the signal processor 18, a rectangular electric signal of positive polarity corresponding to the logical unit is formed at its output V1 Nice. This signal is input to the element 19, which performs the logical function 2OR. From the output of element 19, a signal of a positive level corresponding to a logical unit is fed to input S of trigger 21, which performs the logical function of trigger RS. In this case, the trigger 21 goes into a state in which at its output Q appears an electrical signal of a positive level corresponding to a logical unit. This signal is input to the element 22, which performs the logical function 2I. If it is necessary to turn on the braking mode from the output of the brake force control device 11 (see Fig. 11), a pulse-width modulated electrical signal of positive polarity corresponding to a logic unit is supplied to the other input of element 22 of control device 10. In this case, from the output of the element 22 at the input of the switching device 12 receives an electrical signal of positive polarity. The switching device 12 connects the winding 5 of the electromagnet to the power supply 13. At this time, the poles 2 of the brake disc 1 occupy a position opposite the poles 4 of the electromagnet 3 (see Fig. 1 and Fig. 10). The magnetic field generated by the winding 5 passes through the core of the electromagnet 3 through its poles 4, through the working air gap, pole 2 of the brake disk 1, through the air gap between the axis 14 and it closes on the core of the electromagnet 3. Thus, the magnetic field holds the brake disk 1, transmitting braking force to the aircraft wheel 16. As a result of the movement of the aircraft wheel 16 further, breaking the brake impulse created by the magnetic field, the brake disk 1 continues to rotate and its poles 2 begin to exit from under the poles 4 of the electric core electromagnet 3. In this case, pole 2 initially occupies a position opposite the sensor 7, at the output of which an electrical signal of a positive level appears, corresponding to a logical unit. This signal is fed to the input X2 of the digital signal processor 17. Then, pole 2 occupies a position opposite the sensor 6, at the output of which an electrical signal of a positive level corresponding to a logical unit appears. This signal is fed to the input X1 of the digital signal processor 17. According to the algorithm of the digital signal processor 17, if at first a signal of a positive level corresponding to a logical unit appears at its input X2, and then a signal of a positive level corresponding to a logical unit at an input X1, then in the future, after the transition of both signals to a voltage level close to zero, which corresponds to a logical zero, a rectangular electric one appears on its inputs V2 at its output V2 ignal positive polarity corresponding to a logical unit. This signal is input to an element 20 that performs a logical function 2OR. From the output of element 20, a signal of a positive level corresponding to a logical unit is fed to input R of trigger 21, which performs the logical function of trigger RS. In this case, the trigger 21 goes into a state in which at its output Q a signal of a positive voltage level corresponding to a logical unit passes to a voltage level close to zero, which corresponds to a logical zero. This logical zero signal is fed to the input of the element 22, which performs the logical function 2I. As a result, the pulse-width modulated electrical signal of a positive level no longer comes from the output of element 22 to the input of the switching device 12 and it disconnects the winding 5 from the power supply 13. With further movement of the poles 2 of the brake disk 1 opposite the poles 4 of the electromagnet 3, the cycle of the braking process is repeated . This mode continues until, if it is necessary to turn off the braking mode from the output of the brake force control device 11 (see Fig. 12), the supply of an electric signal of positive polarity, which was supplied to the other input of the element 22 of the control device 10, stops. the output of element 22 to the input of the switching device 12 will no longer receive a pulse-width modulated electrical signal of positive polarity and braking will stop, since winding 5 will no longer be connected to Power supply 13 through the switching device 12.

The device of the disk lock 23 (see Fig. 1 and see Fig. 10) after a complete stop of rotation of the brake disk 1 pushes the pin 24 of the disk lock 24 into the space between the poles 2 of the brake disk 1 (see Fig. 11) and thereby prevents rotation brake disk 1. After that, the disk electromechanical brake of the aircraft may be de-energized.

Claims (1)

An airplane electromechanical brake comprising a brake disk mounted on a chassis wheel, characterized in that the poles are oriented radially in the plane of the brake disk and perpendicular to the axis of rotation of the disk on the brake disk of magnetic material, an axial-shaped electromagnet is fixed to the wheel axis of the main landing gear with radially oriented poles made in a plane parallel to the plane of the brake disc and with a minimum working air gap between the poles of the electromagnet and the brake disc, and around the circumference next to the poles of the electromagnet are position sensors of the poles of the brake disc, connected by their outputs to the inputs of the control device, connected by its output to the input of the switching device, which connects the winding of the electromagnet to a power source, the device output is connected to another input of the control device braking force regulation, a disk lock device containing a disk lock pin is attached to the wheel axis of the main chassis support ETA next to the brake disc.

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