51results about "Automatic braking sequence" patented technology

A method of braking an aircraft. The method comprises: obtaining runway condition data (40) by inspecting a runway with a sensing system of the aircraft as the aircraft approaches the runway, either in flight or before a rejected take-off; analysing (41) the runway condition data to determine an expected performance profile (42); monitoring (44) a braking performance during braking of the aircraft; comparing the braking performance with the expected performance profile; and adjusting the braking of the aircraft in response to the comparison finding a deficit (46) in the braking performance relative to the expected performance profile.

The present invention relates to a method for controlling an aircraft taxiing system, comprising the following steps: generating a traction command (Com) for controlling an electric motor of a wheel drive actuator; detecting whether an external braking command is generated, the external braking command being intended to control wheel braking by means of a brake; if the external braking command is generated, generating a predetermined minimum command (Cmp) for controlling the electric motor so that the drive actuator applies a predetermined minimum motor torque on the wheel during braking, the minimum motor torque being strictly positive; detecting whether the speed of the aircraft becomes zero, and if so, disabling the predetermined minimum command (Cmp) so that the drive actuator applies zero torque on the wheel.

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

Detecting pressure (fig 3, 36) in a tire (fig 1, 22) of an aircraft wheel 20 to identify a transition between weight on wheels (WOW) and weight off wheels (WOFW) at the wheel which may allow detection of an airplane take-off or landing event. In response to detecting a transition between a weight on wheels and weight off wheels the following may occur: an alert is sent to other aircraft systems (fig 3, 40) in or remote to the aircraft, landing gear 14,16,18 retraction is controlled, and or initiation of aircraft braking (fig 3, 26). Preferably tire pressure is measured at a first frequency of detection and in response to detecting an impending aircraft take-off or landing event tire pressure measurements at a higher second frequency of detection are taken. Also, a controller which receives a pressure signal from an airplane tyre. Also, a system having a tire pressure monitoring system and a controller which outputs signals to other aircraft systems.

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.

The device (12) comprises a control element (30), adapted to be actuated by a pilot from a neutral position to define a taxiing control command, and a control unit (32), adapted to control at least one engine (14) of the aircraft to apply the taxiing control command defined by the pilot. The control unit is also adapted to control at least one braking element (16) of the aircraft (10) to apply the taxiing control command defined by the pilot.

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).

An aircraft brake control system for controlling antiskid braking of an aircraft wheel is disclosed including a control assembly having a mode controller which sets the mode of operation of an antiskid brake calculator, configured to set a first mode, when an input of the indication of a brake energy supply configuration 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, 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.

A method for braking at least one wheel of an aircraft, the wheel being provided with a brake having at least one brake actuator, the method comprising the steps of: based on a braking set point (C f ) to generate the braking command (C om ); estimating wheel speed; applying a dynamic correction to the braking command, the dynamic correction being a function of the braking command and the wheel speed (V(t)), the dynamic correction comprising generating a corrected braking command (C corr ), and subsequently when the wheel speed becomes less than a predetermined speed threshold, the step of reducing the corrected braking command, with the result that the corrected braking command becomes less than the braking command.

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 for limiting vibrations induced by the friction of brake discs (2a, 2b) (1) of two braked wheels (R1.1, R1.2, R2.1, R2.2; R1.1', … R1.4', R2.1', … R2.4'; R1.1'', … R1.6'', R2.1'', … R2.6'') mounted for rotation on an axle of a landing gear (L1, L2; L1', L2'; L1'', L2'') of an aircraft (A; A'; A''), the method comprising, when the aircraft is traveling at a speed (V; V'; V'') lower than a predetermined speed and a pilot of said aircraft applies the brakes to the landing gear wheels, the following steps: acquisition of a temperature (T1.1, T1.2, T2.1, T2.2; T1.1', … T1.4', T2.1', … T2.4'; T1.1'', … T1.6'', T2.1'', … T2.6'') of the brake discs of each of the two wheels; determination, from the acquired temperatures, of the wheel whose brake has the lowest probability of inducing vibrations; activation of the brake with the lowest probability of inducing vibrations. FIGURE FROM THE ABRIDGED: Fig. 6

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.

A brake control system includes a servo valve and a brake control unit in electronic communication with the servo valve. The servo valve is configured to receive a hydraulic fluid and provide the hydraulic fluid to apply braking force to a wheel via a hydraulic line. The brake control unit is configured to calibrate the servo valve and determine whether a calibration of the servo valve was successful. In response to the calibration of the servo valve being successful, the brake control unit can operate the servo valve in an open-loop system. In response to the calibration of the servo valve being unsuccessful, the brake control unit can operate the servo valve in a closed-loop system.

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.