388results about "Aircraft braking arrangements" patented technology

A powered nose aircraft wheel system (130) for an aircraft (12) includes landing gear (104) that extends from the aircraft (12). A wheel axel (136) is coupled to the landing gear (104). A wheel (134) is coupled to the wheel axel (136). A wheel motor (106) is coupled to the wheel axel (136) and the wheel (134). A controller (120) is coupled to the wheel motor (106) and rotates the wheel (134). A method of taxiing an aircraft (12) includes permitting the wheel (134) of the aircraft (12) to freely spin during the landing of the aircraft (12). Power is transferred from an auxiliary power unit (73) of the aircraft (12) to the wheel motor (106). The wheel (134) is rotated via the wheel motor (106). The aircraft (12) is steered and the speed of the wheel (134) is controlled via one or more controllers selected from an onboard controller (18, 118, 120) and an offboard controller (45, 58, 59).

Aircraft landing gear comprised of a wheel hub motor / generator disks stack, includes alternating rotor and stator disks mounted with respect to the wheel support and wheel. The wheel hub motor / generator can provide motive force to the wheel when electrical power is applied, which may be applied prior to touch-down thus decreasing the difference in relative velocities of the tire radial velocity with that of the relative velocity of the runway thus greatly reducing the sliding friction wear of said tire. After touchdown the wheel hub motor / generator may be used as a generator thus applying a regenerative braking force and / or a motorized braking action to the wheel. The energy generated upon landing maybe dissipated through a resistor and / or stored for later use in providing a source for motive power to the aircraft wheels for the purpose of taxiing and ground maneuvers of said aircraft.

A kinetic energy system which transfers the kinetic landing into recoverable electric energy for an aircraft. The system incorporates at least one wheel supporting the aircraft for landing and takeoff coupled with a dynamic functioning motor / generator mounted to and operated by rotation of the wheel to create electrical energy from kinetic energy. An induction shoe structurally connected to the aircraft and electrically connected to the motor / generator, which shoe draws the converted energy from the generator which supplies the load created by the inductively coupled induction shoe to the an ancillary load provided by the resistive heat sink on by the capacitor storage bank. This provides the generator circuit for conversion of the rotational energy of the wheel to electrical energy and creates braking drag. In exemplary embodiments, the system employs an energy storage system acting as the load to store electrical potential energy created by the generator. Additionally, the generator is employable as a motor, receiving energy from the storage system for traction power to the associated aircraft wheel. An induction grid or a surface mounted conductive layer mounted into or onto a runway is employed for transferring energy to and from the motor / generator.

Aircraft landing gear comprised of a wheel hub motor / generator disks stack, includes alternating rotor and stator disks mounted with respect to the wheel support and wheel. The invention can provide motive force to the wheel when electrical power is applied, e.g. prior to touch-down, thus decreasing the difference in relative velocities of the tire radial velocity with that of the relative velocity of the runway and reducing the sliding friction wear of the tire. After touchdown the wheel hub motor / generator may be used as a generator thus applying a regenerative braking force and / or a motorized braking action to the wheel. The energy generated upon landing maybe dissipated through a resistor and / or stored for later use in providing a source for motive power to the aircraft wheels for taxiing and ground maneuvers of the aircraft. Methods and apparatuses for nose gear steering and ABS braking using the disclosed invention are described.

System and method for monitoring the applications of the brakes, e.g. of an aircraft to determine brake condition and operate a brake maintenance programme or charge a brake system user. It is desirable to have accurate information for determining the condition and predicting the life of carbon-carbon brake discs. This is important for safety as well as commercial reasons. The number of landings of an aircraft is often used as a determinant for such as lifetime warranties for brake discs and recommended maintenance periods. However, at least for carbon disc brakes, this may not be entirely accurate. For example such brake discs also wear during taxiing. The system and method herein includes monitoring each actuation of the brakes and making a separate record of each actuation of the brakes in which there is relative movement of the facing friction surfaces that cause wear, and from that separate record determining brake usage. The monitoring may include measuring changes and processing the signals to distinguish between those which fall below and those which are above a threshold value. Herein there is also described, a method and apparatus for monitoring a braking system comprising sensing a plurality of braking parameters having values dependent upon wear in the system and different faults of the system, and identifying and recording wear and faults based on combinations of values of said parameters.

Annular substrates (20) are stacked in an enclosure where they define an inside volume (24) and an outer volume (26) outside the stack. A gas containing at least one precursor of a matrix material to be deposited within the pores of the substrates is channeled inside the enclosure to a first one (24) of the two volumes, and a residual gas is extracted from the enclosure from the other one (26) of the volumes. One or more leakage passages (22) allow the volumes to communicate with each other, other than through the substrates. The total section of the leakage passages has a value lying between a minimum value for ensuring that a maximum gas pressure in the first volume is not exceeded until the end of densification, and a maximum value such that a pressure difference is indeed established between the two volumes from the beginning of densification.

Addressed are systems and methods for providing to pilots of landing aircraft real-time (or near real-time) information concerning runway conditions and aircraft-stopping performance to be encountered upon landing. The systems and methods contemplate using more objective data than utilized at present and providing the information in automated manner. Information may be obtained by using conventional ground-based runway friction testers or, advantageously, by using air-based equipment such as (but not limited to) unmanned aerospace vehicles (UAVs).

A thermal management system and methods for use are disclosed. The thermal management system comprises a shield portion and a dissipation portion. The shield portion may comprise a hot side skin, a conduction layer, an insulation layer, and a cool side skin. The dissipation portion may comprise a fin array. Heat absorbed by the shield portion is partially or fully conducted to the dissipation portion for transfer to the ambient environment. The thermal management system may be employed as an aircraft wheel heat shield, an automotive brake heat shield, a gas turbine heat shield, an electronic heat sink, and in various other applications where heat shielding and / or heat transfer are desirable.

The invention discloses a self-energy feeding type brake device for airplanes, belonging to the technical field of an airplane brake system, comprising a hydraulic pump, an auxiliary motor, a reducer, an electromagnetic clutch, a one-way valve, a high pressure oil filter, an energy accumulator, a brake valve, a by-pass valve, an overflow valve and an oil tank, wherein an input shaft of the hydraulic pump is connected with wheel shafts of airplane wheels via the electromagnetic clutch and the reducer; the electromagnetic clutch and the reducer are connected with the auxiliary motor; an oil suction port of the hydraulic pump is connected with the oil tank; an oil outlet of the hydraulic pump is sequentially connected with the one-way valve and the high pressure oil filter; then the oil passage is divided into three parallel branch oil passages; the first branch oil passage is sequentially connected with the energy accumulator and the overflow valve; the second branch oil passage is connected with the by-pass valve; the third branch oil passage is connected with a brake pressure servo valve; the three branch oil passages are gathered to enter into the oil tank; and the brake valve isconnected with a brake actuator via the oil passage. The brake device adopts an integral structure design and electrical interfaces, and directly converts the energy after the airplane lands into theenergy needed by the brake device for anti-skidding braking.

The invention discloses a brake integrated controller of an unmanned plane, belonging to the field of brake integrated control. The brake integrated controller comprises a machine case and a motherboard fixed in the machine case, wherein the motherboard is provided with an internal bus, a first central data processing module (CPUA) and a second central data processing module (CPUB) which have the identical structure, an analog quantity input-output module (AIO), a discrete quantity input-output module (DIO) and a power supply module (PS). The invention solves the problem in the prior art that nose wheel steering control and brake control can not be integrated in one controller to realize synchronization control, and is mainly used for acquiring, recording and processing various sensor signals and input digital signals of wheels, realizes various steering modes and brake modes of the plane, and can be used for monitoring and eliminating troubles and the like.

A rotor assembly with a cylindrical body having a radial disc that is perpendicularly aligned with a hub of a vehicle and an exciter ring through which a sensor detects rotation of the radial disc. The exciter ring is concentrically installed within the cylindrical body to define a gap between a flange thereon and the radial disc. Reluctance sections on the flange are axially aligned with the sensor to generate a signal indicative of rotation. Friction members engage the radial disc and generate thermal energy that is conducted a mounting flange. Thermal energy level may cause the rotor assembly to expand and change the alignment of the radial disc from perpendicular and non-perpendicular with respect to the hub. The gap allows the radial disc and exciter ring to independently move such that the reluctance sections remain axially aligned with the sensor and sensed information is an accurate indication of rotation.

The invention discloses an automatic braking method and device for a plane. The method comprises the following steps: determining the brake current of a servo valve according to a difference value between a target deceleration rate and a plane deceleration rate; determining whether the braking slides or not, and calculating the anti-slide current; acquiring the brake pressure of a plane braking system according to the brake current and the anti-slide current; and repeating the steps until the plane is stopped completely. By adopting constant speed reducing control, the invention ensures stable work of the braking system, so the comfort of people on a plane is improved, the safety of plane landing brake is improved, the accessory composition is reduced, the weight is lightened, the fundamental reliability is improved, and the development period is shortened.

The invention relates to an architecture for a braking system for an airplane fitted with a plurality of undercarriages each carrying a plurality of wheels, at least some of which are fitted with brakes, the architecture comprising at least two braking computers each having two modules such that in each computer, one of the modules controls a first fraction of the brakes and the other module controls a second fraction of the brakes complementary to the first. According to the invention, the architecture is configured to operate in any one of the following modes of operation: a first normal mode in which both modules of one of the braking computers are active for controlling all of the brakes; a second normal mode in which both modules of the other braking computer are active for controlling all of the brakes; and an alternative mode in which one module of one of the braking computers and one module of the other braking computer are active for controlling all of the brakes.

The aircraft includes at least one engine suitable for propelling the aircraft in flight, at least one motor of an undercarriage, and automatic means arranged to cause the aircraft to taxi under drive directly from the engine, while simultaneously using the motor for taxiing, other than during takeoff or landing.

A electric taxi system (ETS) for an aircraft may comprise drive units mounted coaxially with wheels of the aircraft and dedicated motor control units for the drive units. The motor control units may be operable independently of one another so that a first one of the drive units can be operated at a speed different from an operating speed of a second one of the drive units. Independent operability of the drive units may provide enhanced maneuverability of the aircraft during taxiing.

An aircraft landing wheel assembly comprising a set of rotating components and a set of static components wherein an applied electrical current applied to conductive elements associated with one set of components gives rise to primary magnetic fields which interact with reactive magnetic fields associated with the other set of components whereby the interaction of magnetic field forces gives rise to rotational forces which act on the rotating components of said aircraft landing wheel assembly to induce controlled forward rotation of the landing wheel prior to contact with the runway and controlled retardation assistance as required during deceleration of the aircraft after touch down with the runway.

The inventive aircraft with off-aerodrome landing consists of a body (1), a lifting wing (2) and the onboard part of a rope arresting and landing device comprising an arresting hook (5) which is provided with a grip (6). In the preferred embodiment, said aircraft is provided with a propeller (3) arranged in an annular empennage (4). Said arresting hook is arranged in such a way that it is rotatable around the transversal axis (8) of the aircraft situated in a longitudinal spacing of the aerodynamic mean chord of the wing. The aircraft leads for landing with the upwardly deployed arresting hook in such a way that the trajectory (12) of a top pickup point (6) is higher than the trajectory (13) of the highest top point of the aircraft and higher than a cable or rope (14) tensed on a landing area. The trajectory (13′) of the highest point of the aircraft located ahead of the arresting hook passes at a lower level than the cable (14). In said conditions, the grip of the arresting hook holds the cable which has a required effort for drawing it from a stationary arresting device. By overcoming said effort the aircraft spends a flight kinetic energy and stops being suspended on the cable.

A thrust reverser comprising a pair of symmetrical thrust reverser doors pivotally mounted on an axis which is substantially diametrically positioned with respect to the exhaust nozzle of an engine, hinge fittings secured to the doors, pivot brackets secured to a fixed part of the engine, pivot bolts securing the hinge fittings of the thrust reverser doors to the pivot brackets and forming the pivot axis for the doors, the pivot brackets having elongated openings formed therein for receiving the pivot bolts, the pivot bolts having elongated shoulders for engaging one of the elongated openings and positioning the pivot bolts therein, and a washer having an elongated boss for engaging another of the elongated openings and thereby positioning the pivot bolt in the elongated openings. A method for carrying out the trimming of the throat area is also disclosed and comprises changing the pivot bolts in order to shift the pivot axis from its original position to a new, offset position.

The invention discloses a normal brake system used for an airplane and having take-off line brake capability. The normal brake system comprises a hydraulic brake valve, an electric valve, an electro-hydraulic servo valve, an anti-slip control box, a hydraulic switch and a speed sensor, wherein the hydraulic brake valve is mounted near a pedal mechanism under a bottom plate of a cockpit, controlled by operation of stepping on a brake pedal by a pilot and used for outputting a required brake pressure; the electric valve is mounted on a hydraulic pipeline at the downstream part of the hydraulic brake valve; the electro-hydraulic servo valve is mounted on a hydraulic pipeline at the downstream part of the electric valve; the anti-slip control box is mounted in a main landing gear cabin and powered by a power supply on the airplane; the hydraulic switch is mounted on a hydraulic pipeline between the hydraulic brake valve and a first oil inlet of the electric valve. The normal brake system can meet a braking demand of an existing normal brake system of the airplane on a take-off line, is reasonable in structure, simple, convenient, feasible, consistent with a man-machine engineering principle and favorable for reducing the burden of the pilot, and eliminates accident potentials caused by false operation of switching on a take-off line brake switch.

This invention relates to a device and process for determining an airport runway state (12), as well as for using such data. The process includes: acquisition (A1) of measurement data pertaining to at least one physical size of an aircraft (10), during the take off or landing roll phase of the aircraft on said runway; obtaining (A2), using the data acquired, a plurality of estimated adhesion values “μ” of the runway, corresponding to a respective plurality of taxiing moments of the aircraft; obtaining (A3), using the data acquired, a slip ratio value “s” of at least one of the aircraft's wheels for each said taxiing moment, so as to obtain (A4) a plurality of coupled data points [s,μ]; and determination of a runway state by comparing (A5.2) the coupled data points [s,μ] profile with at least one predetermined profile.

In a measuring device for the measurement of forces in a vehicle undercarriage, more particularly of the brake torque on a vehicle undercarriage, e.g. an aircraft landing gear, a sensor is introduced into a hollow connecting element that is transversally loaded by said forces, which sensor produces a measuring signal in function of a deformation of said connecting element. Distance measuring elements which detect the distance of the inner wall of said connecting element from said sensor are used as measuring elements.

An electrical system for an aircraft with an electric taxi system (ETS), the electrical system may include at least one traction motor, a DC link and at least one traction-motor bidirectional DC-AC converter interposed between the at least one traction motor and the DC link. An engine-driven power source may be configured to provide DC power to the DC link or extract DC power from the DC link. A battery unit may be configured to provide DC power to the DC link or extract DC power from the DC link. An adaptive power controller may be interconnected with the power source, the battery unit and the at least one traction-motor bidirectional DC-AC converter and configured to regulate voltage of DC power delivered to the DC link.

A power management architecture as disclosed herein is suitable for use in connection with an electric brake system of an aircraft. During ground towing operations when the aircraft engines are off, the power management architecture provides operating power to the electric brake system (and other aircraft systems that are required to support towing operations) via the main aircraft battery. This towing power mode prevents the battery from powering other aircraft systems during towing operations, thus reducing the load on the battery.

An aircraft landing gear arrangement comprises a nose landing gear assembly and at least one main landing gear assembly. The nose landing gear assembly has a nose landing gear wheel with a high energy brake apparatus therein. The main landing gear assembly has a main landing gear wheel with a high energy brake apparatus therein and a main landing gear wheel with a motor therein. The motor is used for driving the main landing wheel during taxiing of the aircraft.