33results about "Automatic braking sequence" patented technology

A method for controlling an electronically controlled brake valve for an unmanned aerial vehicle includes pressure closed-loop control, wherein a difference a is obtained between a brake command and a brake pressure. If the difference exceeds a first threshold range, the electronically controlled brake valve outputs a first control signal to a brake actuator. A difference b is obtained between the first control signal and a drive current signal. If the difference exceeds a second threshold range, the electronically controlled brake valve outputs a second control signal to the brake actuator; if the difference does not exceed the second threshold range, the first control signal is assigned to the second control signal. A difference c is obtained between the second control signal and a brake valve core flow rate. If the difference exceeds a third threshold, the electronically controlled brake valve outputs a third control signal to the brake actuator; if the difference does not exceed the third threshold, the second control signal is assigned to the third control signal. The third control signal controls the wheel speed, obtains a wheel speed signal, and performs anti-yaw control according to the wheel speed difference signal. The present invention realizes redundancy control of the electronically controlled brake valve and heading correction within a small angle, thereby enhancing the reliability and safety of the system.

An aircraft (fig.1,100) has a brake system 248 that issues a command for a target deceleration level during landing and limits the aircraft braking when skid conditions are detected. A control system

A system and method for a hybrid braking architecture for an aircraft is provided. The system can include a friction brake operably coupled to a main landing gear assembly, an eddy current brake operably coupled to a nose or main landing gear assembly and configured to impart up to a maximum resistive force, and a brake controller in communication with the friction brake and the eddy current brake. The brake controller can actuate one or both of the friction and eddy current brakes in response to receiving a braking signal with a required braking force based on an input amplitude of a braking input device. When the required braking force of the braking signal is less than or equal to the maximum resistive force, the eddy current brake can be actuated in the absence of actuating the friction brake to reduce wear on the friction brake, e.g., during taxiing maneuvers.

A system for managing the deceleration of an aircraft enabling the control in real time of the position of the aircraft on a braking axis, includes a braking system; a calculator configured to: calculate, from aircraft data and from external data, a sequence of use of the braking system intended to brake the aircraft over a predetermined braking distance which associates a predetermined position on the braking axis with each braking instant; update in real time the sequence of use as a function of the difference between the position of the aircraft and the predetermined position; and a controller configured to control the braking system as a function of the sequence of use.

A method for monitoring a gear retract braking load alleviation system includes receiving, from a wheel speed sensor associated with a wheel of a landing gear during an in-air operation, a plurality of wheel speed measurements. The method includes determining a landing gear load metric based on the plurality of wheel speed measurements. The method also includes, in response to the landing gear load metric satisfying a landing gear load threshold, generating an alert indicating a potential maintenance issue associated with the landing gear.

Apparatus and methods are disclosed for determining a thermal oxidation state of a brake of an aircraft landing gear. Determining the thermal oxidation state of the brake includes determining the thermal oxidation state of the brake after a braking event based on an initial thermal oxidation state prior to the braking event and a temperature profile of the brake as a function of time using a thermal oxidation model.

The application discloses a kind of fixed point brake control method and system, the method includes S1, obtains the initial position of aircraft and initial speed of aircraft;S2, the optimal deceleration state corresponding to the deceleration profile and deceleration rate range of aircraft position, aircraft speed is obtained by pavement optimization;S3, real-time acquisition aircraft current position and aircraft current speed;S4, local MPC planning is carried out to obtain target deceleration rate and target slip rate;S5, determine wheel target brake torque according to target deceleration rate and target slip rate, and brake according to wheel target brake torque;S6, repeat steps S3 to S5 until aircraft fixed point brake is completed.The application can be safe and economic as principle, while obtaining more optimal deceleration rate as possible, target speed and target position are planned, while resisting from system inside and outside, headwind and adverse wind, brake disc torque system change etc. disturbance, finally realize fixed point brake.

Disclosed is an aircraft control system (100) comprising an input interface (102), an output interface (114) and a processing engine (108) comprising a classifier (110). The classifier (110) applies input data (104) generated by the input interface (102) to the classifier (110) to generate output control data (112). The classifier (110) has a plurality of parameters which represent a control policy for operating the aircraft (800). The output interface (114) generates control outputs to control the aircraft (800) based on the output control data (112). Also disclosed is machine learning system (900) for training the classifier (110). The machine learning system (900) comprises an environment (902), a pathway evaluation engine (904), storage (906), and a training engine (908). The machine learning system (900) generates training data (912) by selecting a pathway representing an operating procedure using the pathway evaluation engine (904). The training engine (908) trains the classifier (110) using the training data (912).

A complex nonlinear load variable control method based on UAV electric braking is proposed. When the UAV aborts takeoff or during landing roll, the electric braking control system first iterates the mathematical model of the control system by querying parameters such as ground conditions and weather conditions from the flight control system, updating the control objective and threshold values ​​of various output parameters. Then, the electric braking control system incorporates parameters such as the UAV's current mass, airspeed, ground speed, and wheel speed into the closed-loop control logic of the braking process, and introduces differential control and ABS anti-skid control strategies to achieve rapid response and adjustment in abnormal situations during braking. Finally, closed-loop control of the actuator braking force is achieved primarily using current and secondarily using position. This invention can replace hydraulic braking control, enabling rapid short-distance braking of UAVs under complex nonlinear load variables and solving problems such as wheel lock-up during braking and single-sided wheel lock-up in crosswinds.

The invention relates to a system and method for monitoring a landing gear stowing brake load mitigation system. A method for monitoring a landing gear stowing brake load mitigation system includes receiving a plurality of wheel speed measurements from a wheel speed sensor associated with a wheel of a landing gear during air operation. The method includes determining a landing gear load metric based on the plurality of wheel speed measurements. The method further includes generating an alert indicative of a potential maintenance problem associated with the landing gear in response to the landing gear load metric satisfying a landing gear load threshold.

A method for monitoring a gear retract braking load alleviation system includes receiving, from a wheel speed sensor associated with a wheel of a landing gear during an in-air operation, a plurality of wheel speed measurements. The method includes determining a landing gear load metric based on the plurality of wheel speed measurements. The method also includes, in response to the landing gear load metric satisfying a landing gear load threshold, generating an alert indicating a potential maintenance issue associated with the landing gear.

An autobrake brake control system includes a shutoff valve (40) configured to receive a hydraulic fluid, a servo valve (421,42r) configured to receive the hydraulic fluid from the shutoff valve and configured to provide the hydraulic fluid to apply braking force to a wheel via a hydraulic line, and a brake control unit (150) in electronic communication with the shutoff valve. The brake control unit is configured to detect a weight-on-wheel (WOW) condition of a nose landing gear, and the brake control unit controls the shutoff valve in response to detecting the WOW condition of the nose landing gear.

A method of parking an aircraft is disclosed including flight crew pedal braking to cause a brake force to be applied to the aircraft wheel brakes to slow the aircraft to a stationary state in which it is ready to be parked. Flight crew then activate a parking brake device and then release the pedal braking. An electronic control device, forming part of the aircraft's braking system for example, automatically intervenes, following the manual release of the pedal braking, to cause a brake force to continue to be applied to the wheels. This may be until sufficient brake force is applied, as a result of the activation of the parking brake device, to hold the aircraft in its parked state or may be for a predetermined period of time, say, ten seconds.

The embodiment of the application relates to the technical field of multi-wheel brake control, in particular to a multi-wheel brake system based on brake capacity and a brake fault comprehensive treatment method, the system comprises an instruction control system and a drive control system, the drive control system comprises N brake channels, each brake channel comprises a hydraulic system, a cut-off valve, two servo valves, two brake wheels and two pressure sensors; the hydraulic system is connected with the cut-off valve, the cut-off valve is connected with the two servo valves, the two servo valves are connected with the two brake wheels, and the two brake wheels are provided with the pressure sensors; the hydraulic system is used for providing a hydraulic oil source; the cut-off valve is used for controlling the opening and closing of the hydraulic oil source; the servo valve is used for adjusting the flow of the hydraulic oil source; the brake wheel is used for executing a brake operation; and the pressure sensor is used for detecting brake pressure and transmitting the brake pressure to the instruction control system. Therefore, brake capacity is compared according to the comprehensive fault result, the margin with high brake capacity is preferentially used, and the safety of the system is improved.

An apparatus is disclosed, comprising a controller configured to generate a first indication for a vehicle braking system based on the oxidation state of wheel brakes of a vehicle. A braking system is also disclosed, comprising a controller configured to receive a first indication generated based on the oxidation state of wheel brakes of a vehicle; and to control operation of the brakes based on the first indication. A method for controlling at least one brake of an aircraft is also disclosed, as well as an aircraft including the apparatus, the braking system, and a temperature sensor configured to measure the temperature of the aircraft's wheel brakes and transmit the temperature measurement value to the apparatus.

The system (36) for controlling an aircraft thrust reverser comprises a reverse idle control device (38), a first detection device (31) configured to detect a condition for activating the thrust reverser when the reverse idle control is activated, and an actuation device (52) configured to activate the thrust reverser when the first detection device (31) detects the condition for activating the thrust reverser. The system further comprises a second detection device (42, 44, 46, 48, 49) configured to detect a condition for activating the reverse idle control, and the control device (38) configured to activate the reverse idle control when the second detection device (42, 44, 46, 48, 49) detects the condition for activating the reverse idle control.

A controller for an aircraft system of an aircraft, the aircraft system including a first actuator and a first energy supply. The controller is configured to, when the aircraft system is configured in a first configuration, in which the first actuator is coupled to the first energy supply, determine that there is a loss of energy supplied to the first actuator from the first energy supply. The controller is configured to determine a change in performance achievable by reconfiguring the aircraft system from the first configuration to an alternative configuration, in which the first actuator is uncoupled from the first energy supply, and cause reconfiguration of the aircraft system from the first configuration to the alternative configuration, in the event that the change in performance determined by the controller is a gain in performance.

Methods for reducing brake wear during aircraft taxiing are disclosed. As one example, a method comprises determining a sequence to apply brakes of a given set of landing gear during a brake event, wherein the determining includes selecting a warmer brake of the brakes to initially apply at a start of the brake event, and selecting a cooler brake of the brakes to subsequently apply when the warmer brake is released during the brake event. The method further comprises applying the warmer brake and the cooler brake in the determined sequence during the brake event. In another example, an aircraft brake system comprises brakes and a controller that is programmed to, during taxiing, apply a warmer subset of the brakes before applying a cooler subset of the brakes during a brake event.

An aircraft including a control system configured to receive: an indication of the deceleration of the aircraft during landing, an indication of a target deceleration level for the aircraft, and an indication of factors that might prevent the aircraft from meeting that target deceleration level. The control system is configured to output a command to indicate to the pilot that the target deceleration level of the aircraft is not being met. The control system is configured to indicate whether this was caused by one of the brake systems of the aircraft being skid-limited or whether the aircraft is achieving maximum available braking and is still not able to meet the target deceleration level. The control system may be retrofitted by the installation of software on an existing aircraft. A method for determining and indicating scenarios that limit the aircraft's ability to decelerate during landing.

Disclosed are a parking brake system, a method for operating a parking brake system, and an aircraft. A parking brake system includes: one or more pressure transducers that monitor fluid pressure of the parking brake system; and a brake selection device configured to indicate whether the parking brake system is in an engaged state or a disengaged state. The parking brake system includes one or more processors and a memory coupled to the one or more processors. The memory stores data including a database and program code that, when executed by the one or more processors, causes the parking brake system to determine that the fluid pressure of the parking brake system is less than a threshold pressure. In response to determining that the fluid pressure of the parking brake system is less than the threshold pressure, the parking brake system commands the brake selection device to indicate that the parking brake system is in a disengaged state.

The invention relates to aircraft braking. A brake system and a method of applying one or more aircraft wheel brakes according to at least one of a plurality of wheel brake control functions are disclosed. The method comprises receiving an indication of an aircraft speed from an aircraft speed indicator; controlling wheel brake operation of the aircraft according to at least a first wheel brake control function if the aircraft speed indicated by the aircraft speed indicator exceeds a speed threshold; and controlling wheel brake operation of the aircraft according to at least a second wheel brake control function if the aircraft speed does not exceed the speed threshold. An aircraft comprising one or more aircraft wheel brakes and the disclosed brake system is also disclosed.

Disclosed is a ground movement system for a helicopter having a fuselage and rotor blades fixed to the top of the fuselage, the ground movement system comprising at least three wheels secured below the fuselage of the helicopter, the wheels being retractable during flight; a motor positioned in the hub or on the undercarriage leg of each of at least two of the wheels, wherein each motor is operable to rotate the wheel in forward and backward directions; wherein each motor allows the wheel to rotate freely when unpowered; at least one user interface operable to receive user input commands to control the speed and direction of travel of the helicopter using the ground movement system; and a control arrangement to provide control signals to each of the motors based on the user input commands.

There is provided a pivot turn load alleviation (PTLA) brake system (12) for alleviating structural loads (28A) on a pivoting main landing gear (32) of an aircraft (10, 316, 96) in a pivot turn maneuver (30A, 30). The PTLA brake system (12) includes a brake control system (14) operatively coupled to at least two main landing gear (24), each having two or more wheels (46). The PTLA brake system (12) further includes a PTLA brake inhibit subsystem (16) coupled to the brake control system (14). The subsystem inhibits braking of one or more of the two or more wheels (46) of the pivoting main landing gear (32), in the pivot turn maneuver (30A, 30), so that at least one wheel (46) of the two or more wheels (46) is in an unbraked state (52), and a remaining number of the two or more wheels (46) are in a braked state (56). The PTLA brake system (12) alleviates structural loads (28A), and reduces wear (136) on the at least one wheel (46) that is in the unbraked state (52).

To provide systems and methods for monitoring a gear retract braking (GRB) load alleviation system.SOLUTION: A method for monitoring a gear retract braking load alleviation system includes receiving a plurality of wheel speed measurements from a wheel speed sensor associated with a wheel of a landing gear during an in-air operation. The method includes determining a landing gear load metric based on the plurality of wheel speed measurements. The method also includes, in response to the landing gear load metric satisfying a landing gear load threshold, generating an alert indicating a potential maintenance issue associated with the landing gear.SELECTED DRAWING: Figure 3

Disclosed is a controller (200, 300, 400, 610) for an aircraft system of an aircraft (10), the aircraft system comprising a first actuator (114A) and a first energy supply (111A), the controller (200, 300, 400, 610) configured to, when the aircraft system is configured in a first configuration, in which the first actuator (114A) is coupled to the first energy supply (111A), determine that there is a loss of energy supplied to the first actuator from the first energy supply. The controller (200, 300, 400, 610) is configured to determine a change in performance achievable by reconfiguring the aircraft system from the first configuration to an alternative configuration, in which the first actuator (114A) is uncoupled from the first energy supply, and cause reconfiguration of the aircraft system from the first configuration to the alternative configuration, in the event that the change in performance determined by the controller (200, 300, 400, 610) is a gain in performance.

The invention provides an aircraft brake control system for controlling antiskid braking of an aircraft wheel, the system comprising a control assembly 300 having a mode controller 327 which sets the mode of operation of an antiskid brake calculator 325, configured to set a first mode, when an input of the indication of a brake energy supply configuration 305 indicates a first brake energy supply being used, in which the antiskid brake calculator applies a first restriction level on a rise rate of the antiskid brake command 330, and a second mode, when the input 305 indicates a second brake energy supply being used, in which the antiskid brake calculator applies a second, lower, restriction level on a rise rate of the antiskid brake command. The invention also provides other aircraft brake control systems, aircraft landing gear, aircraft and methods of braking an aircraft.

Example approaches for determining take-off and landing (TOLD) parameters for an aircraft are disclosed. In an example, a flight status specifying a flight stage of an aircraft is obtained and configuration data including flight-specific details corresponding to the flight stage is retrieved from data sources. The configuration data is then segmented into data fields to extract values of flight specific parameters representing operational conditions. A TOLD parameter is determined based on the flight specific parameters, using either predefined set of rules or a trained machine learning model. Thereafter, the flight specific parameters are displayed on a display device for pilot confirmation or modification before determining TOLD parameters. The determined TOLD parameters are rendered on a display device for pilot viewing. In an example, the TOLD parameters may be analyzed against historical data to provide aircraft configuration suggestions for effecting guided control of the aircraft.

An aircraft landing event system including a processor communicatively coupled with memory storing aircraft landing event data. The processor is configured to receive environment information representative of an environmental condition of a runway approached by an aircraft and receive retardation information representative of a retardation demand of the aircraft during an anticipated landing event of the aircraft on the runway. The processor is further configured to select aircraft landing event data from the memory based on the environment information and the retardation information and determine a performance indicator for the landing event based on the aircraft landing event data selected by the processor. The processor is further configured to communicate the performance indicator to a landing system of the aircraft.

The present invention relates to a ground fixed-point braking control system architecture and control method for an aircraft. The control system architecture mainly includes an external cross-linking signal processing module, a fixed-point braking control module and an automatic braking module. The aircraft ground fixed-point braking control system of the present invention is suitable for a variety of taxiing braking environments, and can automatically control the aircraft braking system so that the aircraft can smoothly reach the target speed at the target position. The control method of the present invention divides the aircraft fixed-point braking process into a ground protection stage, a rapid deceleration stage, a slow deceleration stage and a buffer stage. The fixed-point braking control module controls the automatic braking module in the rapid and slow deceleration stages to ensure that the aircraft can complete the fixed-point braking efficiently and safely. The control system and control method of the present invention avoid the aircraft from decelerating too early or too late, reduce the loss of the braking device, reduce the runway occupancy time, and improve the airport runway utilization rate.

The invention provides an aircraft brake control system for controlling antiskid braking of an aircraft wheel, the system comprising a control assembly 300 having a mode controller 327 which sets the mode of operation of an antiskid brake calculator 325, configured to set a first mode, when an input of the indication of a brake energy supply configuration 305 indicates a first brake energy supply being used, in which the antiskid brake calculator applies a first restriction level on a rise rate of the antiskid brake command 330, and a second mode, when the input 305 indicates a second brake energy supply being used, in which the antiskid brake calculator applies a second, lower, restriction level on a rise rate of the antiskid brake command. The invention also provides other aircraft brake control systems, aircraft landing gear, aircraft and methods of braking an aircraft.