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EP-4105118-B1 - BRAKING UNIT

EP4105118B1EP 4105118 B1EP4105118 B1EP 4105118B1EP-4105118-B1

Inventors

  • HARRISON, COLIN R.

Dates

Publication Date
20260506
Application Date
20210614

Claims (12)

  1. A braking unit (100) for use in a high-lift system for an aircraft, said braking unit (100) configured to receive power from, and be powered by, a main power line (110), said braking unit comprising: a brake; means (120), for engaging and disengaging said brake, configured to receive power from said main power line (110), for engaging and disengaging said brake; wherein, in use, when power is supplied to said means (120), said brake is disengaged, and wherein, when no power is supplied to said means (120), the brake is engaged; said braking unit further comprising: a first power signal line (130) connected to said means (120) for engaging and disengaging said brake; a second power signal line (140) connected to said means (120) for engaging and disengaging said brake; and wherein said first power signal line (130) is connected to said means for engaging and disengaging the brake via a first power switching device (150a) and said second power signal line (140) is connected to the means for engaging and disengaging the brake via a second power switching device (150b), wherein the first power switching device (150a) and the second power switching device (150b) are built into the braking unit (100), and wherein, in use, said first power signal line (130) provides a first power signal to said first switching device (150a) such that the brake remains disengaged, and said second power signal line (140) provides a second power signal to said second switching device (150b), such that said brake remains disengaged, and wherein, in use, if no power is provided via the first and/or second power signal lines (130, 140) said brake is engaged.
  2. The braking unit of claim 1, wherein said means for engaging and disengaging said brake comprises a solenoid (120).
  3. The braking unit of any preceding claim wherein said first power signal line (130) is a low voltage power line.
  4. The braking unit of any preceding claim wherein said first power line (130) is configured to receive a signal from a System electronic control unit "ECU".
  5. The braking unit of any preceding claim, wherein said second power signal line (140) is a low voltage power line.
  6. The braking unit of any preceding claim, wherein said second power line (140) is configured to receive a signal from an over travel detection system.
  7. The braking unit of any preceding claim wherein said first and second power signal lines (130, 140), function independently of each other.
  8. The braking unit of any preceding claim wherein said first and second power signal lines (130, 140) are independently connected to the means for engaging and disengaging the brake.
  9. The braking unit of any preceding claim wherein said first and/or second power switching device (150a,b) comprises an electrical, electro mechanical or electronic device
  10. The braking unit of claims 1 to 9, wherein the first and/or second power switching device is a MOSFET device.
  11. The braking unit of any of claims 1 to 9, wherein said first and/or second power switching device (180a,b) comprises a solid-state relay "SSR" device.
  12. A high lift actuation system for an aircraft comprising said braking unit of any preceding claim.

Description

FIELD OF TECHNOLOGY The examples described herein relate to braking units such as those that may be used in aircraft. BACKGROUND High lift actuation systems are used in aircraft for actuating a plurality of high lift surfaces such as slats. The high lift actuation systems may be power ed by a power drive unit (PDU). In such systems a stopping device may be provided that is located at a location remote from the main power drive unit to provide a method of stopping the whole or part of the system in event of a failure. Usually this brake is controlled/powered by an electronic controller unit (ECU) that controls or monitors the system status. The brakes activation device is typically some type of electric solenoid whether it be a solenoid hydraulic valve device or a mechanical solenoid. US 7556224 B2 describes a distributed flight control surface actuation system. US 2013/009017 A1 describes an electronically synchronized flap system. SUMMARY A braking unit for use in a high-lift system for an aircraft is provided as defined by claim 1. The braking unit comprises a brake; means (configured to receive power from a power line) for engaging and disengaging said brake; a first power signal line connected to said means for engaging and disengaging said brake; a second power signal line connected to said means for engaging and disengaging said brake; and wherein said first power signal line is connected to said means for engaging and disengaging the brake via a first power switching device and said second power signal line is connected to the means for engaging and disengaging the brake via a second power switching device. The first power switching device and the second power switching device are built into the braking unit, and wherein in use, said first power signal line provides a first power signal to said first switching device such that the brake remains disengaged, and said second power signal line provides a second power signal to said second switching device, such that said brake remains disengaged, and wherein, in use, if no power is provided via the first and/or second power signal lines said brake is engaged. In use, the first and second power signal lines provide power to the means for engaging and disengaging said brake such that said brake remains disengaged. In use, if either or both of the first and second power signal lines do not provide power to the means for engaging and disengaging the brake, the brake is engaged. In some examples, said means for engaging and disengaging said brake may comprise a solenoid. In some examples, the first power signal line may be a low voltage power line. In some examples, the first power line may be configured to receive a signal from an electronic control unit (ECU). In some examples, the second power signal line may be a low voltage power line. In some examples, the second power line may be configured to receive a signal from an alternative system monitoring system. In some examples, the alternative system monitoring system may be an over travel detection system. In some examples, the first and second power signal lines may function independently of each other. In some examples, the first and second power signal lines may be independently connected to the means for engaging and disengaging the brake. In some examples, the first and/or second power switching device may comprises a device that uses the low power signal to activate a higher power source sufficient to drive the "solenoid": Such examples of devices are MOSFET switches, Relays (mechanical or stolid state ) etc. The braking units described herein may be used in a high lift actuation system for an aircraft. They may alternatively be used in other systems. BRIEF DESCRIPTION OF THE FIGURES Figure 1 shows a circuit diagram of the electronics of a first example of a new type of brake control unit wherein a MOSFET type device is used.Figure 2 shows a circuit diagram of the electronics of a second example of a new type of brake control unit wherein a Solid State Relay (SSR) type device is used. DETAILED DESCRIPTION In known high-lift systems for aircraft (or other systems that require a similar function) a stopping device may be required at a location that is remote from the main power system. These are usually called outboard brake (OBB) wing tip brakes The OBB is controlled directly with actual power to remove (or apply) the brake; however a typical system may need an independent device to stop the system. In the new examples of braking units as described herein, instead of the drive switch for powering the brake being remote from the braking unit, for example, in the ECU of the aircraft, the switch is built into the actual brake unit itself. An additional drive switch for powering the brake is also inbuilt into the braking unit to receive a signal that can counter the signal from the ECU in case of failure. In some examples the additional drive switch can be monitored by an independent device (such as deter