Method and device for controlling landing gear retraction brake and storage medium

Abstract

Methods and apparatus and storage media for controlling landing gear retraction braking are described. A controller determines wheel speed data corresponding to a speed of a wheel of the landing gear. The controller determines wheel deceleration data corresponding to a rate of change of the wheel speed data. The controller generates a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold. The first control signal initiates a wheel deceleration adjustment process that cycles an antiskid valve between a first valve position that releases brake pressure from the wheel and a second valve position that stops releasing brake pressure from the wheel. The controller generates a second control signal in response to the wheel speed data being less than the wheel speed threshold. The second control signal terminates the wheel deceleration adjustment process.

Description

Technical Field

[0001] The present disclosure relates generally to landing gear for aircraft, and more particularly, to methods and apparatus for controlling landing gear retraction braking. Background Art

[0002] An aircraft (e.g., a commercial aircraft) generally includes landing gear (e.g., a left main landing gear, a right main landing gear, etc.) that can be hydraulically actuated to move between a deployed position and a retracted position. For example, the landing gear of the aircraft can be hydraulically actuated to move from the deployed position to the retracted position after and / or in association with a takeoff process of the aircraft, and to return from the retracted position to the deployed position before and / or in association with a landing process of the aircraft.

[0003] When the landing gear is in the retracted position, one or more wheels of the landing gear may be stored and / or contained within a well of the aircraft. The wheels of the landing gear rotate during and after takeoff and typically remain rotating as the landing gear begins to move from the deployed position to the retracted position. If the wheels remain rotating as the wheels begin to enter the well, a collision between the wheels of the landing gear and the well of the aircraft may occur. If the wheels remain rotating within the well, undesirable noise and / or vibration may occur within the aircraft cabin.

[0004] A hydraulic retraction brake system may be implemented to decelerate and / or derotate the wheels of the landing gear prior to and / or while the landing gear moves from the deployed position to the retracted position. Actuation of such a hydraulic retraction brake system typically occurs in response to manual actuation of a landing gear lever located in the cockpit of the aircraft (e.g., by a pilot of the aircraft). During takeoff, manual actuation of the landing gear lever by the pilot of the aircraft occurs after the pilot first determines (e.g., physically determines) that the aircraft is airborne (e.g., that the landing gear of the aircraft is not in contact with the ground and a positive climb rate has been established). Due to typical human and / or pilot reaction times, the time at which the manual actuation of the landing gear lever occurs may be delayed relative to the earliest time that the aircraft is airborne. Such a delay limits the amount of time available to decelerate and / or derotate the wheels of the landing gear before the wheels enter the well of the aircraft.

[0005] Some aircraft implement landing gear that must be retracted (e.g., reduced in length) before moving from a deployed position to a retracted position. For example, the length of the landing gear may need to be reduced (e.g., retracted) so that the landing gear can fit within the spatial confines of a well of the aircraft that carries the landing gear in the retracted position. In some such aircraft, rapid deceleration and / or counter-rotation of the wheels may result in an applied moment that reduces the length of the landing gear, followed by a rebound that increases the length of the landing gear. The applied moment and rebound may fatigue certain structural components of the landing gear, and may also result in such structural components of the landing gear and / or wheels being out of position when entering the well of the aircraft, thereby causing a collision. Summary of the invention

[0006] Methods and devices for controlling landing gear retraction braking are disclosed. In some examples, a device is disclosed. In some disclosed examples, the device includes a controller. In some disclosed examples, the controller is used to determine wheel speed data corresponding to the speed of a wheel of the landing gear. In some disclosed examples, the controller is used to determine wheel deceleration data corresponding to the rate of change of the wheel speed data. In some disclosed examples, the controller generates a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold. In some disclosed examples, the first control signal is used to start a wheel deceleration adjustment process, which causes an anti-skid valve to cycle between a first valve position that releases brake pressure from the wheel and a second valve position that stops releasing brake pressure from the wheel. In some disclosed examples, the controller generates a second control signal in response to the wheel speed data being less than the wheel speed threshold. In some disclosed examples, the second control signal is used to terminate the wheel deceleration adjustment process.

[0007] In some examples, a method is disclosed. In some disclosed examples, the method includes determining wheel speed data corresponding to the speed of a wheel of a landing gear by executing one or more instructions via a controller. In some disclosed examples, the method includes determining wheel deceleration data corresponding to the rate of change of the wheel speed data by executing one or more instructions via a controller. In some disclosed examples, the method includes generating a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold by executing one or more instructions via a controller. In some disclosed examples, the first control signal is used to start a wheel deceleration adjustment process, which causes an anti-skid valve to cycle between a first valve position that releases brake pressure from the wheel and a second valve position that stops releasing brake pressure from the wheel. In some disclosed examples, the method includes generating a second control signal in response to the wheel speed data being less than the wheel speed threshold by executing one or more instructions via a controller. In some disclosed examples, the second control signal is used to terminate the wheel deceleration adjustment process.

[0008] In some examples, a non-transitory machine-readable storage medium including instructions is disclosed. In some disclosed examples, the instructions, when executed, cause a controller to determine wheel speed data corresponding to the speed of a wheel of a landing gear. In some disclosed examples, the instructions, when executed, cause a controller to determine wheel deceleration data corresponding to the rate of change of the wheel speed data. In some disclosed examples, the instructions, when executed, cause a controller to generate a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold. In some disclosed examples, the first control signal is used to start a wheel deceleration adjustment process, which causes an anti-skid valve to cycle between a first valve position that releases brake pressure from the wheel and a second valve position that stops releasing brake pressure from the wheel. In some disclosed examples, the instructions, when executed, cause a controller to generate a second control signal in response to the wheel speed data being less than the wheel speed threshold. In some disclosed examples, the second control signal is used to terminate the wheel deceleration adjustment process. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 An example aircraft is shown in which an example retraction brake control system may be implemented in accordance with the teachings of the present disclosure.

[0010] Figure 2 Shows Figure 1 An exemplary RMLG in an exemplary deployed position and, alternatively, in an exemplary retracted position.

[0011] Figure 3 is a schematic diagram of a known hydraulic compression brake system.

[0012] Figure 4 is a cross-sectional view of an exemplary landing gear constructed in accordance with the teachings of the present disclosure.

[0013] Figure 5 is relative to Figure 4 The exemplary upper strut inner cylinder of the exemplary landing gear is located at the second exemplary position Figure 4 A cross-sectional view of an exemplary lower link of an exemplary landing gear.

[0014] Figure 6 is an example graph including a first example graph of strut stroke versus time and a second example graph of wheel speed versus time.

[0015] Figure 7 An exemplary partially retracted position associated with an exemplary landing gear retraction process is shown. Figure 4 and Figure 5 An exemplary landing gear of .

[0016] Figure 8is a block diagram of an exemplary retraction brake control system constructed in accordance with the teachings of the present disclosure.

[0017] Fig.9A It shows Figure 3 Example modification of the hydraulic compression brake system to achieve Figure 8 Schematic diagram of an exemplary first state of an exemplary retraction brake control system.

[0018] Fig. 9B It is shown Fig.9A Schematic diagram of an exemplary second state of an exemplary modification of .

[0019] Fig.10 Is Figure 8 An exemplary controller implements an exemplary control loop to control landing gear retraction braking.

[0020] Fig.11 A method for determining total wheel speed data and for determining wheel deceleration data related to the total wheel speed data is shown. Fig.10 An exemplary process of an exemplary control loop.

[0021] Fig.12 Shows Fig.10 An exemplary wheel deceleration adjustment process of an exemplary control loop.

[0022] Fig.13 Shows Fig.10 An alternative exemplary wheel deceleration adjustment process for an exemplary control loop of .

[0023] Fig.14 It means that you can Figures 8 to 13 A flow chart of an exemplary method executed at an exemplary controller of an exemplary retraction brake control system of an exemplary embodiment to control a landing gear retraction brake.

[0024] Fig.15 It means that you can Figures 8 to 13 Flowchart of an exemplary method executed at an exemplary controller of an exemplary retraction brake control system of an exemplary embodiment of the present invention to control wheel deceleration during landing gear retraction braking.

[0025] Fig.16 is able to execute instructions to achieve Fig.14 and Fig.15 An exemplary method and Figures 8 to 13 A block diagram of an exemplary retract brake control system is provided for an exemplary processor platform.

[0026] Certain examples are shown in the drawings identified above and described in detail below. In describing these examples, similar or identical reference numerals are used to identify the same or similar elements. The drawings are not necessarily drawn to scale, and certain features and certain views of the drawings may be shown exaggerated in scale or in schematic view for the sake of clarity and / or conciseness. DETAILED DESCRIPTION

[0027] Figure 1 An exemplary aircraft 100 is shown in which an exemplary retracting brake system may be implemented according to the teachings of the present disclosure. Aircraft 100 includes an exemplary left wing 102 and an exemplary right wing 104. Aircraft 100 also includes an exemplary left main landing gear (LMLG) 106 coupled to left wing 102 and having a first exemplary wheel set 108; and an exemplary right main landing gear (RMLG) 110 coupled to right wing 104 and having a second exemplary wheel set 112. Figure 1 In the example shown, the first wheel set 108 and the second wheel set 112 each include two wheels. In other examples, the first wheel set 108 and the second wheel set 112 may each include a plurality of wheels other than two (eg, one wheel, four wheels, etc.).

[0028] exist Figure 1 In the example shown, the LMLG 106 and RMLG 110 are in the deployed (eg, down locked) position. The LMLG 106 can be moved from Figure 1 The deployed position shown in FIG. 1 is moved to a position where the LMLG 106 and / or the first wheel assembly 108 are located Figure 1 The first exemplary well 114 of the aircraft 100 is in a retracted position. The RMLG 110 may also be Figure 1 The deployed position shown moves to a position where the RMLG 110 and / or the second wheel set 112 are located Figure 1 The second exemplary well 116 of the aircraft 100 is in a retracted position. Figure 1 The lower locking member (e.g., lower locking strut, rod, shaft, and / or link) of a corresponding one of the LMLG 106 and RMLG 110 can be positioned and / or engaged to secure and / or lock the LMLG 106 and RMLG 110 in the deployed position, and can be repositioned and / or disengaged to enable the LMLG 106 and RMLG 110 to move from the deployed position to the retracted position. The movement of the LMLG 106 and RMLG 110 between the deployed position and the retracted position is performed by a lower locking member located at the lower locking member. Figure 1 The landing gear hydraulic actuation system within the aircraft 100 is performed. The landing gear hydraulic actuation system is operably coupled to a Figure 1 A controller within the aircraft 100. The controller manages and / or controls the operation of the landing gear hydraulic actuation system.

[0029] After takeoff of aircraft 100, first wheel group 108 of LMLG 106 and second wheel group 112 of RMLG 110 rotate and / or rotate. In some examples, the rotation and / or rotation rate of first wheel group 108 and second wheel group 112 may exceed 1800 revolutions per minute (1800rpm). A braking process may be implemented during the landing gear retraction process to reduce the rotation and / or rotation rate of first wheel group 108 and second wheel group 112 to a value of zero revolutions per minute (0rpm). In some examples, it is desired that the braking process be completed before LMLG 106 and RMLG 110 reach the retracted position and / or before first wheel group 108 and second wheel group 112 enter a respective one of first well 114 and second well 116. During the landing gear retraction process, the first wheel group 108 and second wheel group 112 may be retracted to the first well 114 and second well 116. Figure 1 The hydraulic compression brake system in the aircraft 100 brakes (eg, slows down and / or reverses rotation) the first wheel set 108 and the second wheel set 112. The hydraulic compression brake system may be operably coupled to a Figure 1 A controller within aircraft 100. The controller manages and / or controls the operation of the hydraulic compression brake system.

[0030] In some instances, the Figure 1 A landing gear lever within the aircraft 100 (e.g., in a cockpit of the aircraft 100) is operably coupled to the controller. Movement of the landing gear lever (e.g., via a pilot) between the down position and the up position generates corresponding position inputs received by the controller to facilitate movement of the LMLG 106 and the RMLG 110 between the deployed and retracted positions described above. Figure 1 After and / or in conjunction with a takeoff procedure of the aircraft 100, the landing gear lever may be moved from the downward position to the upward position. Figure 1 Prior to and / or in conjunction with a landing procedure of the aircraft 100, the landing gear lever may be moved from the up position to the down position. In some examples, the operation of the retraction brake control system disclosed herein may be based in part on the position of the landing gear lever.

[0031] In other instances (e.g., Figure 1 In an example where aircraft 100 is an unmanned and / or autonomous aircraft, Figure 1 A landing gear position manager (e.g., a programmable processor) within the aircraft 100 is operably coupled to the controller. The landing gear position manager can be remotely programmed, commanded, configured, and / or controlled to obtain, accept, and / or implement a first state corresponding to the down position or a second state corresponding to the up position to generate corresponding position inputs received by the controller to facilitate movement of the LMLG 106 and RMLG 110 between the deployed and retracted positions described above. Figure 1After and / or in conjunction with a takeoff procedure for aircraft 100, the landing gear position manager may be remotely programmed, commanded, and / or set to a first state corresponding to the upward position. Figure 1 Prior to and / or in conjunction with a landing procedure for aircraft 100, the landing gear position manager may be remotely programmed, commanded, and / or set to a second state corresponding to the down position. In some examples, the operation of the retract brake control system disclosed herein may be based in part on the state and / or corresponding position of the landing gear position manager.

[0032] When the LMLG106 and RMLG110 are positioned Figure 1 In the deployed (eg, locked down) position shown, the corresponding one of the LMLG 106 and the RMLG 110 has a first length (eg, an unretracted length). Figure 1 In the deployed position shown, the first length of the LMLG 106 can be measured from the underside of the left wing 102 of the aircraft 100 to the bottom of the first wheel assembly 108, and when the RMLG 110 is in the Figure 1 In the deployed position shown in FIG. 1 , the first length of the RMLG 110 may be measured from the underside of the right wing 104 of the aircraft 100 to the bottom of the second wheel assembly 112. In some examples, the first length (eg, non-retracted length) of the LMLG 106 and / or the RMLG 110 may exceed the length of the RMLG 110 as shown in FIG. Figure 1 The space limitation defined by the shape and / or volume of the corresponding one of the first well 114 and / or the second well 116 of the aircraft 100 is defined. In such an example, it is necessary to shrink (e.g., reduce the length) the LMLG 106 and / or the RMLG 110 from a first length to a second length (e.g., a shrink length) less than the first length, which enables the LMLG 106 and / or the RMLG 110 to fit into the space defined by the shape and / or volume of the corresponding one of the first well 114 and / or the second well 116 of the aircraft 100. Figure 1 The spatial limitations are defined by the shape and / or volume of a respective one of the first well 114 and / or the second well 116 of the aircraft 100 .

[0033] Figure 1 The contraction and / or non-contraction of LMLG106 and / or RMLG110 can be controlled by Figure 1 The above-described landing gear hydraulic actuation system of the aircraft 100 occurs prior to and / or in conjunction with moving the LMLG 106 and / or the RMLG 110 from the deployed position to the retracted position, Figure 1 The LMLG 106 and / or RMLG 110 may be retracted (eg, reduced in length) from a first length to a second length, and after and / or in conjunction with moving the LMLG 106 and / or RMLG 110 from the retracted position to the deployed position, Figure 1 The LMLG 106 and / or RMLG 110 may be extended (eg, increased in length) from the second length to the first length. In some examples, Figure 1 The difference between the first length (e.g., uncontracted length) and the second length (e.g., contracted length) of a corresponding one of LMLG 106 and RMLG 110 may be approximately 9 inches. In other examples, the difference between the first length and the second length may be greater than or less than nine inches (e.g., six inches, twelve inches, etc.).

[0034] Figure 2 The embodiment of the present invention is shown positioned in an exemplary deployed position 202 and alternatively positioned in an exemplary retracted position 204. Figure 1 An exemplary RMLG 110. Figure 1 and Figure 2 When the second wheel group 112 of the RMLG 110 is not in contact with the ground (for example, when Figure 1 The aircraft 100 takes off), Figure 1 and 2 The RMLG110 can be located Figure 2 When the RMLG 110 is in the expanded position 202. Figure 2 When the expanded position 202 is shown, Figure 1 and Figure 2 The RMLG 110 has an exemplary rotation axis 208 from the RMLG 110 to Figure 1 and Figure 2 The exemplary first length 206 is measured from the bottom of the second wheel set 112. In the example where the RMLG 110 is a retractable landing gear, Figure 2 The first length 206 may be Figure 1 and Figure 2 The exemplary landing gear oleo strut 210 of the RMLG 110 is associated with not being compressed and / or extended in response to the weight of the aircraft 100 being removed from the RMLG 110 after and / or in conjunction with takeoff of the aircraft 100 .

[0035] when Figure 1 and Figure 2 The RMLG110 retracts to Figure 1 and Figure 2 When the second well 116 is in Figure 1 and Figure 2 The RMLG110 can be located Figure 2 When the RMLG 110 is in the retracted position 204 (shown in dotted lines). Figure 2 When in the retracted position 204 shown, Figure 1 and Figure 2 The RMLG 110 has a rotation axis 208 extending from the RMLG 110 to Figure 1 and Figure 2 The exemplary second length 212 is measured from the bottom of the second wheel set 112. In the example where the RMLG 110 is a retractable landing gear, Figure 2 The second length 212 is less than Figure 2 The first length 206. In some such instances, Figure 2 The second length 212 is comparable Figure 2 The first length 206 is less than about 9 inches. In other such examples, Figure 2 The difference between the first length 206 and the second length 212 may be greater than or less than 9 inches (eg, 6 inches, 12 inches, etc.). Figure 2 The second length 212 can be associated with contraction and retraction (e.g., from Figure 2 of the uncontracted expanded position 202) Figure 1 and Figure 2 The landing gear oleo strut 210 of the RMLG 110 is associated.

[0036] Figure 3 300 is a schematic diagram of a known hydraulic retraction braking system. In conjunction with the landing gear retraction process, Figure 3 The hydraulic pressure return brake system 300 can be implemented as Figure 1 The first wheel set 108 of the LMLG 106 and the second wheel set 112 of the RMLG 110 of the aircraft 100 provide retraction braking. Figure 3 The hydraulic retraction brake system 300 includes an alternate source select valve (ASSV) 302; a left alternate brake metering valve (left ALT BMV) 304 having a left landing gear retraction brake port (left GRBP) 306; a right alternate brake metering valve (right ALT BMV) 308 having a right landing gear retraction brake port (right GRBP) 310; a left alternate antiskid valve (left ALT A / S valve) 312; a right alternate antiskid valve (right ALT A / S valve) 314; a left brake 316 and a right brake 318. The left ALT A / S valve 312 is operably positioned between the left ALT BMV 304 and the left brake 316. The right ALT A / S valve 314 is operably positioned between the right ALT BMV 308 and the right brake 318. The left brake 316 may be operably coupled to Figure 1 The first wheel group 108 of the LMLG 106, and the right brake 318 may be operably coupled to Figure 1 The second wheel set 112 of the RMLG 110. In such an example, the application of the left brake 316 decelerates and / or reverses the rotation Figure 1 The first wheel group 108 of the LMLG 106 and the application of the right brake 318 decelerate and / or reverse rotation Figure 1 The second wheel set 112 of the RMLG110.

[0037] Figure 3 The flow control component of ASSV 302 is Figure 3 Movement and / or actuation between a first ASSV control position and a second ASSV control position are shown. Figure 3 The flow control member of the ASSV 302 is hydraulically biased via normal "B" system pressure to Figure 3 The first control position shown is maintained in the absence of a normal "B" system pressure loss and / or hydraulic failure. Figure 3 The flow control member of the ASSV 302 is in Figure 3 In the first control position shown, the landing gear "up" pressure conduit is in fluid communication with and / or terminates in the alternate "A" system supply conduit. The landing gear "up" pressure conduit can be pressurized in response to the aircraft's landing gear lever moving from the "down" position to the "up" position.

[0038] Figure 3 The alternate "A" system pressure shown in FIG. 1 passes through ASSV 302 and is routed to left and right ALT BMV 304 and 308. Alternate "A" system pressure is prevented from flowing through left and right ALT BMV 304 and 308 until the landing gear "up" pressure (at alternate "A" system pressure) pressurizes the alternate (e.g., retract) brake system and hydraulically actuates left and right GRBP 306 and 310. The pressurized left and right GRBP 306 and 310, in turn, cause left and right ALT BMV 304 and 308 to meter sufficient alternate "A" system pressure to left and right ALT A / S valves 312 and 314 via left and right brakes 316 and 318 to decelerate and / or counter-rotate the wheels of the landing gear (e.g., Figure 1 The first wheel group 108 of the LMLG 106 and / or Figure 1 The second wheel group 112 of the RMLG110), the wheels of the landing gear are operably coupled to Figure 3 The hydraulic pressure is compressed back into the braking system 300.

[0039] Figure 4 is a cross-sectional view of an exemplary landing gear 400 constructed in accordance with the teachings of the present disclosure. In some examples, Figure 1 and Figure 2 The LMLG106 and / or RMLG110 can be Figure 4 The landing gear 400 is realized. Figure 4 The landing gear 400 includes an exemplary upper strut inner cylinder 402, an exemplary lower strut 404, an exemplary pivot pin 406, an exemplary lower link 408, and an exemplary wheel 410. Figure 44. Although a single wheel 410 is shown in FIG. 4, the landing gear 400 may include additional wheels (e.g., a second wheel, etc.) forming a set of wheels (e.g., similar to Figure 1 and Figure 2 108 and / or the second wheel set 112 shown in FIG. Figure 4 In the example shown, the lower strut 404 is slidable within the upper strut inner cylinder 402. The lower link 408 includes a first example end 412 and a second example end 414 positioned opposite the first end 412. The wheel 410 is rotatably coupled to the first end 412 of the lower link 408. The second end 414 of the lower link 408 is pivotally coupled to the first example end 416 of the upper strut inner cylinder 402 via the pivot pin 406. The lower link 408 is thus movable and / or pivotable relative to the upper strut inner cylinder 402 about the pivot pin 406.

[0040] exist Figure 4 In the illustrated example, the lower link 408 of the landing gear 400 is in a first exemplary position 418 relative to the upper strut inner cylinder 402 of the landing gear 400 . Figure 5 is in a second exemplary position 502 relative to the exemplary upper strut inner cylinder 402 of the exemplary landing gear 400 Figure 4 408 of an exemplary lower link 408 of an exemplary landing gear 400. The first position 418 of the lower link 408 corresponds to the aircraft (e.g., Figure 1 The second position 502 of the lower link 408 corresponds to the position of the lower link 408 after (e.g., immediately after) the wheels 410 separate from the ground during takeoff of the aircraft 100 and before the initiation of the retraction braking process applied to the wheels 410 of the landing gear 400. The second position 502 of the lower link 408 corresponds to the position of the lower link 408 after the retraction braking process is completed.

[0041] When the lower connecting rod 408 is in Figure 4 When in the first position 418 shown in FIG. 4 , the wheel 410 rotates and / or spins about the first end 412 of the lower link 408 in a first exemplary direction 420 (e.g., clockwise) at a first rate (e.g., 1800 rpm). The retraction braking process is applied (e.g., via Figure 3 The hydraulic pressure of the retracting brake system 300 retracts the wheel 410 so that the rotation and / or rotation rate of the wheel 410 is reduced, so that the wheel 410 decelerates and / or reverses from the first rate to the second rate (e.g., 0 rpm). When the retracting brake process occurs, the deceleration and / or reverse rotation of the wheel 410 from the first rate to the second rate generates an exemplary applied torque 422, which causes the lower link 408 to move from the first direction 420 to the second direction 420. Figure 4 The first position 418 moves to Figure 5When the retraction braking process is completed, the lower link 408 is rotated from the first direction 420 in a second example direction 504 (eg, counterclockwise) opposite to the first direction 420. Figure 5 The second position 502 returns and / or rebounds back Figure 4 at the first position 418 .

[0042] Figure 6 6 is an example graph 600 including a first example graph 602 of strut stroke versus time and a second example graph 604 of wheel speed versus time. The time axis includes an example takeoff period 606, an example evaluation period 608 after the takeoff period 606, an example retraction braking period 610 after the evaluation period 608, and an example rebound period 612 after the retraction braking period 610. The duration and / or relative timing of a respective one of the takeoff period 606, the evaluation period 608, the retraction braking period 610, and / or the rebound period 612 may vary. Figure 6 The duration and / or relative timing shown in graph 600 .

[0043] exist Figure 6 In the illustrated example, the transition between the end of takeoff period 606 and the beginning of evaluation period 608 indicates the point in time at which the transition from ground mode to airborne mode occurs (e.g., the point in time at which the wheels of the aircraft are no longer in contact with the ground). The transition between the end of evaluation period 608 and the beginning of retract brake period 610 indicates the point in time at which the landing gear lever of the aircraft moves from the "down" position to the "up" position. Evaluation period 608 thus corresponds to the human and / or pilot reaction time associated with determining (e.g., physically determining) that the aircraft is airborne (e.g., the aircraft's landing gear is not in contact with the ground and a positive climb rate has been established) and thereafter actuating the landing gear lever to the "up" position. In some examples, Figure 6 The evaluation period 608 may have a duration of three seconds or longer.

[0044] like Figure 6 As shown in the first graph 602 of the illustrated example of FIG. 604 , during takeoff period 606, the strut stroke decreases from a maximum value to a minimum value. The strut stroke remains at a minimum value during an evaluation period 608. During a retraction braking period 610, the strut stroke increases from a minimum value to an increased value. During a rebound period 612, the strut stroke returns from an increased value to a minimum value. Repeated cycles of the strut stroke from a minimum value to an increased value and back to a minimum value may fatigue the struts and / or links of the landing gear (e.g., Figure 4 The lower strut 404 and / or the lower link 408 of the landing gear 400). In addition, Figure 6 Before the rebound period 612 ends, the strut, link and / or wheel may be relative to the well of the aircraft (e.g., Figure 1The wells 114, 116) of the aircraft 100 are misaligned.

[0045] like Figure 6 As further shown in the second graph 604 of the illustrated example of FIG, the wheel speed remains at a maximum value during a take-off period 606. The wheel speed further remains at a maximum value during an evaluation period 608. During a retract braking period 610, the wheel speed decreases from a maximum value to a minimum value. During a rebound period 612, the wheel speed remains at a minimum value. Figure 6 In the example shown in FIG. 1 , the wheels of the landing gear (e.g., Figure 4 The deceleration of the wheels 410 of the landing gear 400 is not initiated until the end of the evaluation period 608.

[0046] Figure 7 The exemplary landing gear is shown in an exemplary partially retracted position 702 associated with an exemplary landing gear retraction process. Figure 4 and Figure 5 An exemplary landing gear 400. Figure 7 In the example shown, the partially retracted position 702 corresponds to when the landing gear 400 is moved from the deployed position (e.g., Figure 2 202) to a retracted position (eg, Figure 2 When the wheels 410 of the landing gear 400 are in the retracted position 204 ) , they reach the position of an exemplary fairing 704 surrounding the well of the aircraft (eg, a wing-to-fuselage fairing surrounding the well 114 of the aircraft 100 ).

[0047] In some instances, it is desirable to have wheels 410 of landing gear 400 reach Figure 7 Before the fairing 704 is completed, the above combination Figures 3 to 6 For example, if the wheels 410 of the landing gear 400 continue to rotate when the wheels 410 reach the fairing 704, the whipping tread and / or carcass of the wheels 410 associated with the rotation may collide with the fairing 704, possibly causing damage to the wheels 410 and / or the fairing 704. In addition, the vibrations associated with the extended rotation of the unevenly worn tires of the wheels 410 may cause undesirable noise and / or vibrations in the aircraft cabin (e.g., an area where passengers may be seated). In some instances, it is also desirable to rotate the wheels 410 of the landing gear 400 when the wheels 410 reach the fairing 704. Figure 7 Before the fairing 704, the lower link 408 of the landing gear 400 is Figure 5 The second position 502 returns and / or rebounds to Figure 4For example, if the wheel 410 of the landing gear 400 does not fully return and / or rebound when the wheel 410 reaches the fairing 704, the wheel 410 that is not in the proper position may collide with the fairing 704, possibly causing damage to the tire of the wheel 410 and / or the fairing 704. Figure 7 The fairing 704 is completed before the above combination Figures 3 to 6 The described retraction braking and rebound process is advantageous. It is also advantageous to reduce the degree of applied moment and the corresponding degree of rebound associated with the landing gear 400.

[0048] The exemplary retract brake control system disclosed herein provides Figure 1 Modulated wheel deceleration control associated with retraction braking of a first wheel set 108 of a LMLG 106 and / or a second wheel set 112 of a RMLG 110 of an aircraft 100. In some disclosed examples, an active modulated wheel deceleration process is implemented based on wheel speed data obtained from wheel speed sensors operably coupled to the first wheel set 108 of the LMLG 106 and / or the second wheel set 112 of the RMLG 110. In response to the wheel speed data indicating excessive wheel deceleration, an antiskid valve may be activated in association with the retraction braking process to release brake pressure applied to the wheel. Modulated wheel deceleration associated with the retraction braking process and / or the landing gear retraction process advantageously reduces the degree of deceleration torque applied and the more significant kickback that may occur when the wheels are rapidly decelerated and / or when the wheel deceleration is not actively regulated. Thus, the disclosed retraction braking control system reduces the friction associated with the landing gear retraction process. Figure 1 The first wheel group 108 of the LMLG 106 and / or the second wheel group 112 of the RMLG 110 of the aircraft 100 are connected to Figure 1 The disclosed retraction brake control system also reduces fatigue on the struts and / or links of the LMLG 106 and RMLG 110.

[0049] Figure 8 is a block diagram of an exemplary retract brake control system 800 constructed in accordance with the teachings of the present disclosure. Figure 8The retraction brake control system 800 includes a first exemplary LMLG wheel speed sensor 802, a second exemplary LMLG wheel speed sensor 804, a first exemplary RMLG wheel speed sensor 806, a second exemplary RMLG wheel speed sensor 808, an exemplary landing gear rod position sensor 810, an exemplary controller 812, a first exemplary control system 814, a first exemplary memory 816, a second exemplary control system 818, a second exemplary memory 820, a first exemplary alternating anti-skid inhibit switch (first ALT A / S inhibit switch) 822, a second exemplary alternating anti-skid inhibit switch (second ALT A / S inhibit switch) 824, a left ALT A / S valve 312, and a right ALT A / S valve 314.

[0050] In some instances, Figure 8 The controller 812 may be used in and / or as Figure 8 The retraction brake control system 800 is implemented by an anti-skid and automatic brake control unit (AACU). In some such examples, Figure 8 The first control system 814 of the controller 812 may be implemented as a first control card of the AACU, and Figure 8 The second control system 818 of the controller 812 may be implemented as a second control card of the AACU. In some examples, the first control card and the second control card may be digital control cards, and the AACU may be a digital controller. In some examples, the first digital control card and the second digital control card may transmit data between each other via a digital communication bus.

[0051] exist Figure 8 In the example shown, Figure 8 The first LMLG wheel speed sensor 802, the first RMLG wheel speed sensor 806, and the landing gear rod position sensor 810 are operably coupled to the first control system 814, and / or more generally, to the Figure 8 Controller 812. Figure 8 The second LMLG wheel speed sensor 804, the second RMLG wheel speed sensor 808, and the landing gear rod position sensor 810 are operably coupled to the second control system 818, and / or more generally, to the Figure 8 Controller 812. Figure 8 The first control system 814 is operably coupled to Figure 8 The second control system 818 and the first ALT A / S disable switch 822. Figure 8 The second control system 818 is operably coupled to Figure 8 The first control system 814 and the second ALT A / S disable switch 824 . Figure 8 The first ALT A / S disable switch 822 is operably coupled to Figure 8 The left ALT A / S valve 312 of FIG. Figure 8 The second ALT A / S disable switch 824 is operably coupled to Figure 8 Right ALT A / S valve 314 .

[0052] Figure 8 The first LMLG wheel speed sensor 802 senses and / or detects Figure 1 In some examples, Figure 8 The first LMLG wheel speed sensor 802 may sense and / or detect whether the speed of the first wheel exceeds a wheel speed threshold (eg, wheel speed threshold data). Figure 8 The first LMLG wheel speed sensor 802 is positioned, mounted and / or otherwise structurally coupled to Figure 1 The first set of wheels 108 of the LMLG 106 and operably coupled to the first control system 814, the first memory 816, and / or more generally Figure 8 Controller 812.

[0053] Depend on Figure 8 The first LMLG wheel speed data sensed, measured and / or detected by the first LMLG wheel speed sensor 802 may be stored in Figure 8 in the first memory 816 and may be controlled by the first control system 814 and / or more generally by Figure 8 The controller 812 from Figure 8 The first memory 816 or directly from Figure 8 The first LMLG wheel speed sensor 802 is accessed. In some examples, Figure 8 The first LMLG wheel speed sensor 802 may continuously sense and / or continuously detect the first LMLG wheel speed data. In other examples, Figure 8 The first LMLG wheel speed sensor 802 may be based on Figure 8 The first control system 814 and / or the controller 812 implements a timing interval and / or a sampling frequency to periodically sense and / or periodically detect the first LMLG wheel speed data.

[0054] Figure 8 The second LMLG wheel speed sensor 804 senses and / or detects Figure 1 In some examples, Figure 8The second LMLG wheel speed sensor 804 may sense and / or detect whether the speed of the second wheel exceeds a wheel speed threshold (eg, wheel speed threshold data). Figure 8 The second LMLG wheel speed sensor 804 is positioned, mounted and / or otherwise structurally coupled to Figure 1 The first set of wheels 108 of the LMLG 106 and operably coupled to the second control system 818, the second memory 820 and / or more generally, Figure 8 Controller 812.

[0055] Depend on Figure 8 The second LMLG wheel speed data sensed, measured and / or detected by the second LMLG wheel speed sensor 804 may be stored in Figure 8 in the second memory 820 and may be controlled by the second control system 818 and / or more generally by Figure 8 The controller 812 from Figure 8 or directly from the second memory 820 Figure 8 The second LMLG wheel speed data is accessed from the second LMLG wheel speed sensor 804. In some examples, the second LMLG wheel speed data is obtained from Figure 8 The second memory 820 and / or the second control system 818 transmits (e.g., via a digital communication bus) to Figure 8 The first memory 816 and / or the first control system 814. In some examples, Figure 8 The second LMLG wheel speed sensor 804 may continuously sense and / or continuously detect the second LMLG wheel speed data. In other examples, Figure 8 The second LMLG wheel speed sensor 804 can be based on Figure 8 The second control system 818 and / or the controller 812 implement a timing interval and / or a sampling frequency to periodically sense and / or periodically detect the second LMLG wheel speed data.

[0056] Figure 8 The first RMLG wheel speed sensor 806 senses and / or detects Figure 1 In some examples, Figure 8 The first RMLG wheel speed sensor 806 may sense and / or detect whether the speed of the first wheel exceeds a wheel speed threshold (eg, wheel speed threshold data). Figure 8 The first RMLG wheel speed sensor 806 is positioned, mounted and / or otherwise structurally coupled to Figure 1The second wheel group 112 of the RMLG 110 and is operably coupled to the first control system 814, the first memory 816, and / or more generally, Figure 8 Controller 812.

[0057] Depend on Figure 8 The first RMLG wheel speed data sensed, measured and / or detected by the first RMLG wheel speed sensor 806 may be stored in Figure 8 in the first memory 816 and may be controlled by the first control system 814 and / or more generally by Figure 8 The controller 812 from Figure 8 The first memory 816 or directly from Figure 8 The first RMLG wheel speed data is accessed from the first RMLG wheel speed sensor 806. In some examples, the first RMLG wheel speed data is obtained from Figure 8 The first memory 816 and / or the first control system 814 transmits (e.g., via a digital communication bus) to Figure 8 The second memory 820 and / or the second control system 818. In some examples, Figure 8 The first RMLG wheel speed sensor 806 may continuously sense and / or continuously detect the first RMLG wheel speed data. In other examples, Figure 8 The first RMLG wheel speed sensor 806 may be based on Figure 8 The first control system 814 and / or the controller 812 may implement a timing interval and / or a sampling frequency to periodically sense and / or periodically detect the first RMLG wheel speed data.

[0058] Figure 8 The second RMLG wheel speed sensor 808 senses and / or detects Figure 1 In some examples, Figure 8 The second RMLG wheel speed sensor 808 may sense and / or detect whether the speed of the second wheel exceeds a wheel speed threshold (eg, wheel speed threshold data). Figure 8 The second RMLG wheel speed sensor 808 is positioned, mounted and / or otherwise structurally coupled to Figure 1 The second wheel set 112 of the RMLG 110 and is operably coupled to a second control system 818, a second memory 820 and / or more generally, Figure 8 Controller 812.

[0059] Depend on Figure 8 The second RMLG wheel speed data sensed, measured and / or detected by the second RMLG wheel speed sensor 808 may be stored in Figure 8 in the second memory 820 and may be controlled by the second control system 818 and / or more generally by Figure 8 The controller 812 from Figure 8 or directly from the second memory 820 Figure 8 The second RMLG wheel speed sensor 808 is accessed. In some examples, Figure 8 The second RMLG wheel speed sensor 808 may continuously sense and / or continuously detect the second RMLG wheel speed data. In other examples, Figure 8 The second RMLG wheel speed sensor 808 can be based on Figure 8 The second control system 818 and / or the controller 812 implement a timing interval and / or a sampling frequency to periodically sense and / or periodically detect the second RMLG wheel speed data.

[0060] Figure 8 The landing gear rod position sensor 810 senses, measures and / or detects Figure 1 The position (eg, upward position or downward position) of a landing gear rod of the aircraft 100 (eg, landing gear rod position data). Figure 8 The landing gear rod position sensor 810 is operably coupled to a Figure 1 810 and further operably coupled to a first control system 814, a first memory 816, a second control system 818, a second memory 820, and / or more generally, Figure 8 Controller 812.

[0061] Depend on Figure 8 The landing gear rod position data sensed, measured and / or detected by the landing gear rod position sensor 810 may be stored in Figure 8 The first memory 816 and / or the second memory 820 and may be controlled by the first control system 814, the second control system 818 and / or more generally, by Figure 8 The controller 812 from Figure 8 The first memory 816 or the second memory 820 or directly from Figure 8 The landing gear rod position sensor 810 is accessed. In some examples, Figure 8 The landing gear rod position sensor 810 can continuously sense and / or continuously detect the landing gear rod position data. In other examples, Figure 8 The landing gear rod position sensor 810 can be based on Figure 8 The first control system 814, the second control system 818 and / or the controller 812 may implement a timing interval and / or a sampling frequency to periodically sense and / or periodically detect the landing gear rod position data.

[0062] In other instances (e.g., Figure 1 In instances where the aircraft 100 is an unmanned and / or autonomous aircraft, Figure 8 The landing gear rod position sensor 810 may be operably coupled to a landing gear position manager (e.g., a programmable processor) rather than to the landing gear rod. In such an example, Figure 8 The landing gear rod position sensor 810 can sense, measure and / or detect a landing gear position input corresponding to a remotely programmed, commanded and / or set state of the landing gear position manager as described above. Figure 1 The position of the landing gear rod of the aircraft 100 Figure 8 The examples provided for the landing gear rod position sensor 810 should therefore be understood to be optionally applicable to sensing, measuring and / or detecting a landing gear position input corresponding to a remotely programmed, commanded and / or set state of a landing gear position manager.

[0063] Figure 8 The first control system 814 may be implemented by a semiconductor device such as a processor, a microprocessor, a controller or a microcontroller. Figure 8 In the example shown, the first control system 814 executes, implements, and / or manages one or more control loops to control the first ALT A / S disable switch 822 and / or control the retraction brake pressure to the left brake 316 through the left ALT A / S valve 312. Figure 8 The control loop implemented by the first control system 814 may be based on the first control system 814 directly from the first LMLG wheel speed sensor 802 and the landing gear rod position sensor 810, or via Figure 8 The second control system 818 indirectly receives, obtains and / or accesses wheel speed data (e.g., first LMLG wheel speed data and second LMLG wheel speed data) and landing gear rod position data from the second LMLG wheel speed sensor 804. As described above, Figure 8 The first control system 814 and the second control system 818 can exchange data with each other via a communication bus (eg, a digital communication bus). Figure 8 An exemplary control loop implemented by the first control system 814 is as follows: Figures 10 to 13 Further discussion.

[0064] In some instances, Figure 8 The first control system 814 determines via Figure 8 The landing gear rod position sensor 810 senses and / or detects whether the landing gear rod position data indicates Figure 1 The landing gear lever of the aircraft 100 is changed from the "down" position to the "up" position. In some examples, Figure 8 The first control system 814 is based on Figure 8 The first LMLG wheel speed data sensed and / or detected by the first LMLG wheel speed sensor 802 is further based on the first LMLG wheel speed data sensed and / or detected by the first LMLG wheel speed sensor 802 Figure 8 The second LMLG wheel speed sensor 804 senses and / or detects and from Figure 8 The second LMLG wheel speed data transmitted by the second control system 818 to the first control system 814 determines the left total wheel speed (eg, left total wheel speed data). Figure 8 The first control system 814 determines whether the left total wheel speed data meets (eg, is less than) a wheel speed threshold. In some examples, Figure 8 The first control system 814 determines the rate of change of the left total wheel speed data (eg, the left wheel deceleration data). In some examples, Figure 8 The first control system 814 determines whether the left wheel deceleration data meets (eg, is greater than) a wheel deceleration threshold.

[0065] exist Figure 8 In the example shown, the first control system 814 generates one or more control signals and / or commands (e.g., one or more inhibit commands) based on the left total wheel speed data and / or the left wheel deceleration data to modulate the retraction brake pressure provided and / or managed via the left ALTA / S valve 312. Figure 8 The control signals and / or commands generated by the first control system 814 are sent to Figure 8 The first ALT A / S disable switch 822. In some examples, the Figure 8 The first control signal generated by the first control system 814 indicates and / or commands the first ALT A / S disable switch 822 to enter a first position (e.g., an “ON” position). When the first ALT A / S disable switch 822 is in the first position, the first ALT A / S disable switch 822 generates and / or activates a first ALT A / S disable control signal that causes the full anti-skid current to release the brake pressure from the left brake 316 via the left ALT A / S valve 312. In some examples, the first ALT A / S disable switch 822 generates and / or activates a first ALT A / S disable control signal that causes the full anti-skid current to release the brake pressure from the left brake 316 via the left ALT A / S valve 312. Figure 8 The second control signal generated by the first control system 814 of the left ALT A / S disable switch 822 indicates and / or commands the first ALT A / S disable switch 822 to enter a second position (e.g., an “OFF” position). When the first ALT A / S disable switch 822 is in the second position, the first ALT A / S disable switch 822 generates and / or activates a second ALT A / S disable control signal that stops the left ALT A / S valve 312 from releasing brake pressure from the left brake 316.

[0066] Figure 8Cyclic and / or repeated actuation of the first ALT A / S inhibit switch 822 between a first position and a second position (e.g., “ON” and “OFF” positions) modulates the pressure of the hydraulic fluid supplied to the left brake 316 via the left ALT A / S valve 312. The modulated brake pressure results in Figure 1 Modulating the deceleration of the first set of wheels 108 of the LMLG 106 of the aircraft 100. Modulating the deceleration of the wheels reduces the degree of deceleration torque applied and the resulting rebound (which may be more significant when the wheels are decelerated rapidly and / or when the deceleration of the wheels is not actively modulated). Therefore, modulating the deceleration of the wheels reduces the likelihood of the wheels colliding with the wing-to-fuselage fairing around the first well 114 of the aircraft 100 associated with the landing gear retraction process. Modulating the deceleration of the wheels also reduces fatigue on the struts and / or links of the LMLG 106 of the aircraft 100.

[0067] Figure 8 The first memory 816 may be implemented by any type and / or any number of storage devices, such as a storage drive, flash memory, read-only memory (ROM), random access memory (RAM), cache, and / or any other storage medium in which information is stored for any duration (e.g., for an extended period of time, permanently, for a brief instance, for temporary buffering, and / or for caching of information). The information stored in the first memory 816 may be stored in any file and / or data structure format, organizational scheme, and / or arrangement.

[0068] Depend on Figure 8 The first control system 814 from Figure 8 The data and / or information received by the first LMLG wheel speed sensor 802, the first RMLG wheel speed sensor 806, the landing gear rod position sensor 810 and / or the second memory 820 may be stored in Figure 8 The data and / or information stored in the first memory 816 may be accessed by the first control system 814 and / or more generally, may be stored in the first memory 816. The data and / or information stored in the first memory 816 may be accessed by the first control system 814 and / or more generally, may be stored in the first memory 816. Figure 8 In some examples, the data and / or information stored in the first memory 816 may be transmitted to the Figure 8 a second control system 818 and / or a second memory 820.

[0069] Figure 8 The second control system 818 may be implemented by a semiconductor device such as a processor, a microprocessor, a controller or a microcontroller. Figure 8 In the example shown, the second control system 818 executes, implements and / or manages one or more control loops to control the second ALT A / S disable switch 824 and / or control the retraction brake pressure to the right brake 318 through the right ALT A / S valve 314. Figure 8 The control loop implemented by the second control system 818 can be based on the second control system 818 directly from Figure 8 The second RMLG wheel speed sensor 808 and the landing gear rod position sensor 810, and via Figure 8 The first control system receives, obtains and / or accesses wheel speed data (e.g., first RMLG wheel speed data and second RMLG wheel speed data) and landing gear rod position data indirectly from the first RMLG wheel speed sensor 806. As described above, Figure 8 The second control system 818 and the first control system 814 can exchange data with each other via a communication bus (eg, a digital communication bus). Figure 8 An exemplary control loop implemented by the second control system 818 is as follows: Figures 10 to 13 Further discussion.

[0070] In some instances, Figure 8 The second control system 818 determines via Figure 8 The landing gear rod position sensor 810 senses and / or detects whether the landing gear rod position data indicates Figure 1 The landing gear lever of the aircraft 100 is changed from the "down" position to the "up" position. In some examples, Figure 8 The second control system 818 is based on Figure 8 The second RMLG wheel speed data sensed and / or detected by the second RMLG wheel speed sensor 808, and further based on the Figure 8 The first RMLG wheel speed sensor 806 senses and / or detects and receives from Figure 8 The first RMLG wheel speed data transmitted by the first control system 814 to the second control system 818 determines the right total wheel speed (eg, right total wheel speed data). Figure 8 The second control system 818 determines whether the right total wheel speed data meets (eg, is less than) the wheel speed threshold. In some examples, Figure 8 The second control system 818 determines the rate of change of the right total wheel speed data (eg, right wheel deceleration data). In some examples, Figure 8 The second control system 818 determines whether the right wheel deceleration data meets (eg, is greater than) a wheel deceleration threshold.

[0071] exist Figure 8In the example shown, the second control system 818 generates one or more control signals and / or commands (e.g., one or more inhibit commands) based on the right total wheel speed data and / or the right wheel deceleration data to modulate the retraction brake pressure provided and / or managed via the right ALTA / S valve 314. Figure 8 The control signals and / or commands generated by the second control system 818 are sent to Figure 8 The second ALT A / S disable switch 824. In some examples, the Figure 8 The first control signal generated by the second control system 818 indicates and / or commands the second ALT A / S disable switch 824 to enter a first position (e.g., an “ON” position). When the second ALT A / S disable switch 824 is in the first position, the second ALT A / S disable switch 824 generates and / or activates the first ALT A / S disable control signal, which causes a full anti-skid current to flow through the right ALT A / S valve 314 to release the brake pressure from the right brake 318. In some examples, the second ALT A / S disable switch 824 generates and / or activates the first ALT A / S disable control signal, which causes a full anti-skid current to flow through the right ALT A / S valve 314 to release the brake pressure from the right brake 318. Figure 8 The second control signal generated by the second control system 818 of the right ALT A / S disable switch 824 indicates and / or commands the second ALT A / S disable switch 824 to enter a second position (e.g., an “OFF” position). When the second ALT A / S disable switch 824 is in the second position, the second ALT A / S disable switch 824 generates and / or activates a second ALT A / S disable control signal that stops the right ALT A / S valve 314 from releasing brake pressure from the right brake 318.

[0072] Figure 8 Cyclic and / or repeated actuation of the second ALT A / S inhibit switch 824 between a first position and a second position (e.g., “ON” and “OFF” positions) modulates the pressure of the hydraulic fluid supplied to the right brake 318 via the right ALT A / S valve 314. The modulated brake pressure results in Figure 1 Modulating the deceleration of the second wheel set 112 of the RMLG 110 of the aircraft 100. Modulating the deceleration of the wheel reduces the degree of deceleration torque applied and the resulting rebound (which may be more significant when the wheel is decelerated rapidly and / or when the deceleration of the wheel is not actively modulated). Therefore, modulating the deceleration of the wheel reduces the likelihood of the wheel colliding with the wing-to-fuselage fairing around the second well 116 of the aircraft 100 associated with the landing gear retraction process. Modulating the deceleration of the wheel also reduces fatigue on the struts and / or links of the RMLG 110 of the aircraft 100.

[0073] Figure 8The second memory 820 may be implemented by any type and / or any number of storage devices, such as a storage drive, flash memory, read-only memory (ROM), random access memory (RAM), cache, and / or any other storage medium in which information is stored for any duration (e.g., for an extended period of time, permanently, for a brief instance, for temporary buffering, and / or for caching of information). The information stored in the second memory 820 may be stored in any file and / or data structure format, organizational scheme, and / or arrangement.

[0074] Depend on Figure 8 The second control system 818 from Figure 8 The data and / or information received by the second LMLG wheel speed sensor 804, the second RMLG wheel speed sensor 808, the landing gear rod position sensor 810, and / or the first memory 816 may be stored in Figure 8 The data and / or information corresponding to any of the above-mentioned landing gear rod position data, first RMLG wheel speed data, second LMLG wheel speed data, second RMLG wheel speed data, right total wheel speed data, wheel speed threshold, right wheel deceleration data and / or wheel deceleration threshold can be stored in the second memory 820. The data and / or information stored in the second memory 820 can be accessed by the second control system 818 and / or more generally, can be accessed by Figure 8 In some examples, the data and / or information stored in the second memory 820 may be transferred to the Figure 8 of the first control system 814 and / or the first memory 816.

[0075] Fig.9A It shows Figure 3 The first state 902 of the exemplary modification 900 of the hydraulic pressure return brake system 300 is implemented Figure 8 Schematic diagram of an exemplary retraction brake control system 800 . Fig. 9B is a schematic diagram illustrating an exemplary second state 904 of the exemplary modification 900 of FIG. 9 . Fig.9A and Fig. 9B The modification 900 shows Figure 8 The first LMLG wheel speed sensor 802 , the second LMLG wheel speed sensor 804 , the first RMLG wheel speed sensor 806 , the second RMLG wheel speed sensor 808 and the controller 812 of the retraction brake control system 800 are combined with the hydraulic compression retraction brake system 300 .

[0076] exist Fig.9A and Fig. 9B In the example shown, the controller is combined with Figure 8 AACU discussed and / or as above in conjunction Figure 8 The controller 812 and / or more generally, the AACU may be operably coupled to a respective one of the left ALT A / S valve 312 and the right ALT A / S valve 314. The controller 812 and / or more generally, the AACU may also be operably coupled to a respective one of the first LMLG wheel speed sensor 802, the second LMLG wheel speed sensor 804, the first RMLG wheel speed sensor 806, and the second RMLG wheel speed sensor 808. Fig.9A and Fig. 9B The first LMLG wheel speed sensor 802 and the second LMLG wheel speed sensor 804 may be operably coupled to Figure 1 The inner wheel and the outer wheel of the first wheel set 108 of the LMLG 106. Similarly, Fig.9A and Fig. 9B The first RMLG wheel speed sensor 806 and the second RMLG wheel speed sensor 808 are respectively operably coupled to Figure 1 The second set of wheels 112 of the RMLG 110 include an inner wheel and an outer wheel.

[0077] exist Fig.9A and Fig. 9B In the example shown, the respective flow control components of the left ALT A / S valve 312 and the right ALT A / S valve 314 may be Fig.9A The first control position shown and Fig. 9B In some examples, the respective flow control members of the left ALT A / S valve 312 and the right ALT A / S valve 314 are electrically movable and / or actuatable between the first control position and the second control position in response to one or more control signals (e.g., one or more inhibit commands) generated by the controller 812 and / or, more generally, by the AACU of FIG. 9 . When the respective flow control members of the left ALT A / S valve 312 and the right ALT A / S valve 314 are in the Fig.9A In the first control position shown, the left brake 316 and the right brake 318 are hydraulically pressurized. Fig. 9B In the second control position shown, hydraulic pressure from the left brake 316 and the right brake 318 is transmitted to the return line.

[0078] The respective flow control components of the left ALT A / S valve 312 and the right ALT A / S valve 314 are Fig.9A The first control position and Fig. 9BThe cyclic and / or repeated actuation between the second control positions of the left and right ALT A / S valves 312 and 314 modulates the pressure of the hydraulic fluid supplied to the left and right brakes 316 and 318 via the respective valves. The modulated pressure causes the wheels of the aircraft (e.g., Figure 1 Modulating the deceleration of the wheels reduces the magnitude of the deceleration torque applied and the resulting rebound (which may be more significant when the wheels are rapidly decelerated and / or when the deceleration of the wheels is not actively modulated). Thus, modulating the deceleration of the wheels reduces the likelihood of the wheels colliding with the wing-to-fuselage fairing around the aircraft well associated with the landing gear retraction process. Modulating the deceleration of the wheels also reduces fatigue on struts and / or links of the aircraft landing gear.

[0079] Fig.10 It will be Figure 8 The exemplary controller 812 of the exemplary controller 812 implements an exemplary control loop 1000 to control the landing gear retraction brake. The implementation and / or execution of the control loop 1000 enables the regulation of wheel speed deceleration during the hydraulic retraction braking process, while also ensuring that the wheel speed reaches zero (e.g., the wheel stops rotating) before the wheel enters the aircraft well in connection with the landing gear retraction process. Fig.10 The control loop 1000 includes a first exemplary state 1002, a second exemplary state 1004, a third exemplary state 1006, and a fourth exemplary state 1008. Fig.10 During the first exemplary state 1002, the landing gear retraction brake is not activated and the anti-skid function is not disabled. Fig.10 The control loop 1000 responds to Figure 8 The controller 812 of the aircraft determines that the landing gear lever of the aircraft has moved / actuated (eg, transitioned) from a “down” position to an “up” position, transitioning (eg, advancing) from the first state 1002 to the second state 1004 .

[0080] exist Fig.10 During the second state 1004, the landing gear retraction brake is enabled, and based on Fig.10 The third state 1006 and the fourth state 1008 form an inner control loop and / or sub-states to control the anti-skid function. Fig.10 The control loop 1000 responds to Figure 8 The controller 812 of the aircraft determines that the landing gear lever of the aircraft has moved and / or actuated (e.g., has transitioned) from the "up" position to the "down" position, transitioning (e.g., returning) from the second state 1004 to the first state 1002. Alternatively, Fig.10 The control loop 1000 responds to Figure 8The controller 812 determines that a timer associated with the execution duration of the second state 1004 has expired, and transitions (e.g., returns) from the second state 1004 to the first state 1002. In some examples, the timer may expire approximately twelve seconds after the second state 1004 of the control loop 1000 is initiated.

[0081] exist Fig.10 During the third state 1006, the anti-skid function is disabled. Figure 8 The controller 812 is implemented in Fig.10 Processing during the third state 1006 of to determine total wheel speed data and determine rate of change data (eg, wheel deceleration data) associated with the total wheel speed data. Figure 8 The controller 812 in Fig.10 An exemplary process implemented during the third state 1006 of the control loop 1000 is as follows in conjunction with Fig.11 Further discussion. Fig.10 The control loop 1000 responds to Figure 8 The controller 812 determines the total wheel speed data (in Fig.10 The wheel deceleration data associated with the wheel deceleration data (referred to as "SUM DECEL" in FIG. 10 ) is greater than the wheel deceleration threshold value (e.g., Fig.10 ), transitions (e.g., advances) from the third state 1006 to the fourth state 1008.

[0082] exist Fig.10 During the fourth state 1008, Figure 8 The controller 812 implements the wheel deceleration adjustment process. Figure 8 The controller 812 in Fig.10 An exemplary wheel deceleration adjustment process implemented during the fourth state 1008 of the control loop 1000 is described below in conjunction with Fig.12 and Fig.13 Further discussion. Fig.10 The control loop 1000 responds to Figure 8 The controller 812 determines the total wheel speed data (at Fig.10 is less than a wheel speed threshold (e.g., Fig.10 ), transitions (e.g., returns) from the fourth state 1008 to the third state 1006.

[0083] Fig.11 Shows Fig.10 An example process 1100 of the example control loop 1000 for determining total wheel speed data and for determining wheel deceleration data related to the total wheel speed data. Figure 8The controller 812 is during the third state 1006 and / or more generally, in Fig.10 The control loop 1000 is executed and / or implemented during the second state 1004 Fig.11 The process 1100. Fig.11 In the process 1100, Figure 8 The controller 812 determines the first wheel speed data (at Fig.11 WSPD-X) and the second wheel speed data (in Fig.11 referred to as “WSPD-Y” in the literature).

[0084] For example, when Fig.11 The process 1100 is Figure 8 When the first control system 814 is implemented and / or executed, the first control system 814 is based on Figure 8 The first wheel speed data is determined based on the first LMLG wheel speed data sensed and / or detected by the first LMLG wheel speed sensor 802, and also based on the first wheel speed data sensed and / or detected by the first LMLG wheel speed sensor 802. Figure 8 The second wheel speed data is determined based on the second LMLG wheel speed data sensed and / or detected by the second LMLG wheel speed sensor 804 (eg, the second LMLG wheel speed data is obtained from the second control system 818).

[0085] As another example, when Fig.11 The process 1100 is Figure 8 When the second control system 818 is implemented and / or executed, the second control system 818 is based on Figure 8 The second wheel speed data is determined based on the second RMLG wheel speed data sensed and / or detected by the second RMLG wheel speed sensor 808, and also based on the second RMLG wheel speed data sensed and / or detected by the second RMLG wheel speed sensor 808. Figure 8 The first wheel speed data is determined based on first RMLG wheel speed data sensed and / or detected by the first RMLG wheel speed sensor 806 (eg, the first RMLG wheel speed data is obtained from the first control system 814 ).

[0086] like Fig.11 As further shown in process 1100, Figure 8 The controller 812 determines the total wheel speed data (in Fig.11 For example, when Fig.11 The process 1100 is Figure 8 When the first control system 814 is implemented and / or executed, the first control system 814 determines the left total wheel speed data by summing the first LMLG wheel speed data and the second LMLG wheel speed data. As another example, when Fig.11 The process 1100 is Figure 8 When the second control system 818 is implemented and / or executed, the second control system 818 determines the right total wheel speed data by summing the first RMLG wheel speed data and the second RMLG wheel speed data. The total wheel speed data is Fig.11 The output of process 1100.

[0087] like Fig.11 As further shown in process 1100, Figure 8 The controller 812 also determines rate of change data and / or wheel deceleration data associated with the total wheel speed data (in Fig.11 is called "SUM DECEL" in . For example, when Fig.11 The process 1100 is Figure 8 When the first control system 814 is implemented and / or executed, the first control system 814 determines the left wheel deceleration data associated with the left total wheel speed data. As another example, when Fig.11 The process 1100 is Figure 8 When the second control system 818 is implemented and / or executed, the second control system 818 determines right wheel deceleration data associated with the right total wheel speed data. The wheel deceleration data is Fig.11 The output of process 1100.

[0088] Fig.12 Shows Fig.10 An exemplary wheel deceleration adjustment process 1200 of the exemplary control loop 1000 is shown. Figure 8 The controller 812 in Fig.10 The control loop 1000 is executed and / or implemented during the fourth state 1008 Fig.12 Wheel deceleration adjustment process 1200. Fig.11 The process 1100 determines the wheel deceleration data (in Fig.12 is called "SUM DECEL" Fig.12 The wheel deceleration threshold (see Fig.12 and "DECEL TARGET") Fig.12 The input of the wheel deceleration adjustment process 1200. Fig.12 In the example shown, Figure 8 The controller 812 compares the wheel deceleration data with the wheel deceleration threshold. For example, when Fig.12 The wheel deceleration adjustment process 1200 is via Figure 8 When the first control system 814 is implemented and / or executed, the first control system 814 compares the left wheel deceleration data with the wheel deceleration threshold. As another example, when Fig.12 The wheel deceleration adjustment process 1200 is via Figure 8When the second control system 818 is implemented and / or executed, the second control system 818 compares the right wheel deceleration data with the wheel deceleration threshold.

[0089] Figure 8 The controller 812 is a regulator and / or is operably coupled to Figure 8 The controller 812 is coupled to Figure 8 The regulator of the ALT A / S inhibit switch attempts to drive the difference between the wheel deceleration data and the wheel deceleration threshold to zero (e.g., by modulating the duty cycle of the ALT A / S inhibit switch). Fig.12 The wheel deceleration adjustment process 1200 is via Figure 8 When implemented and / or executed by the first control system 814, the first control system 814 and the Figure 8 The regulator of the first ALT A / S disable switch 822 attempts to drive the difference between the left wheel deceleration data and the wheel deceleration threshold to zero. As another example, when Fig.12 The wheel deceleration adjustment process 1200 is via Figure 8 When implemented and / or executed by the second control system 818, the second control system 818 may be operably coupled to the second control system 818 and Figure 8 The regulator of the second ALT A / S disable switch 824 attempts to drive the difference between the right wheel deceleration data and the wheel deceleration threshold to a zero value.

[0090] Fig.12 The wheel deceleration modulation process 1200 thus modulates the brake pressure between the full landing gear retraction brake pressure and the return pressure via the modulator and the respective one of the first ALT A / S inhibit switch 822 and the second ALT A / S inhibit switch 824. In some examples, the modulation rate implemented by the controller 812 is faster than the response time of the hydraulic retraction brake system, thereby producing a smooth, modulated brake pressure at the respective one of the left brake 316 and the right brake 318 as provided and / or managed via the respective one of the left ALT A / S valve 312 and the right ALT A / S valve 314.

[0091] Fig.13 Shows Fig.10 An optional exemplary wheel deceleration adjustment process 1300 of the exemplary control loop 1000 is shown. Figure 8 The controller 812 in Fig.10 The control loop 1000 is executed and / or implemented during the fourth state 1008 Fig.13 Wheel deceleration adjustment process 1300. Fig.11 The wheel deceleration data determined by process 1100 is Fig.13 The input of the wheel deceleration adjustment process 1300. Fig.13In the wheel deceleration adjustment process 1300, Figure 8 The controller 812 determines the wheel deceleration data (in Fig.13 is greater than the wheel deceleration threshold (in Fig.13 If the controller 812 determines that the wheel deceleration data is greater than the wheel deceleration threshold, the controller 812 generates a first control signal (e.g., a first prohibition command) corresponding to prohibiting the "ON" command. If the controller 812 determines that the wheel deceleration data is not greater than the wheel deceleration threshold, the controller 812 generates a second control signal (e.g., a second prohibition command) corresponding to prohibiting the "OFF" command.

[0092] For example, when Fig.13 The wheel deceleration adjustment process 1300 is via Figure 8 When the first control system 814 is implemented and / or executed, the first control system 814 determines whether the left wheel deceleration data is greater than the wheel deceleration threshold. If the first control system 814 determines that the left wheel deceleration data is greater than the wheel deceleration threshold, the first control system 814 generates a first control signal (e.g., a first prohibition command) corresponding to a prohibition "ON" command. If the first control system 814 determines that the left wheel deceleration data is not greater than the wheel deceleration threshold, the first control system 814 generates a second control signal (e.g., a second prohibition command) corresponding to a prohibition "OFF" command. A corresponding one of the first control signal and the second control signal is sent and / or transmitted to Figure 8 In response to the first control signal, the first ALT A / S inhibit switch 822 is turned on, which causes the full anti-skid current to release the brake pressure from the left brake 316 via the left ALT A / S valve 312. In response to the second control signal, the first ALT A / S inhibit switch 822 is turned off, which stops the left ALT A / S valve 312 from releasing the brake pressure from the left brake 316.

[0093] As another example, when Fig.13 The wheel deceleration adjustment process 1300 is via Figure 8 When the second control system 818 is implemented and / or executed, the second control system 818 determines whether the right wheel deceleration data is greater than the wheel deceleration threshold. If the second control system 818 determines that the right wheel deceleration data is greater than the wheel deceleration threshold, the second control system 818 generates a first control signal (e.g., a first prohibition command) corresponding to a prohibition "ON" command. If the second control system 818 determines that the right wheel deceleration data is not greater than the wheel deceleration threshold, the second control system 818 generates a second control signal (e.g., a second prohibition command) corresponding to a prohibition "OFF" command. A corresponding one of the first control signal and the second control signal is sent and / or transmitted to Figure 8 In response to the first control signal, the second ALT A / S inhibit switch 824 is turned on, which causes the full anti-skid current to release the brake pressure from the right brake 318 via the right ALT A / S valve 314. In response to the second control signal, the second ALT A / S inhibit switch 824 is turned off, which causes the right ALT A / S valve 314 to stop releasing the brake pressure from the right brake 318.

[0094] Although an exemplary manner of implementing the retract brake control system 800 is Figures 8 to 13 It is shown in Figures 8 to 13 One or more of the elements, processes and / or devices shown in the drawings may be combined, divided, rearranged, omitted, eliminated and / or implemented in any other manner. In addition, the first exemplary LMLG wheel speed sensor 802, the second exemplary LMLG wheel speed sensor 804, the first exemplary RMLG wheel speed sensor 806, the second exemplary RMLG wheel speed sensor 808, the exemplary landing gear rod position sensor 810, the exemplary controller 812, the first exemplary control system 814, the first exemplary memory 816, the second exemplary control system 818, the second exemplary memory 820, the first exemplary ALT A / S disable switch 822, the second exemplary ALT A / S disable switch 824, and / or more generally, Figures 8 to 13 The exemplary retract brake control system 800 may be implemented by hardware, software, firmware, and / or any combination of hardware, software, and / or firmware. Thus, for example, the first exemplary LMLG wheel speed sensor 802, the second exemplary LMLG wheel speed sensor 804, the first exemplary RMLG wheel speed sensor 806, the second exemplary RMLG wheel speed sensor 808, the exemplary landing gear rod position sensor 810, the exemplary controller 812, the first exemplary control system 814, the first exemplary memory 816, the second exemplary control system 818, the second exemplary memory 820, the first exemplary ALT A / S disable switch 822, the second exemplary ALT A / S disable switch 824, and / or more generally, Figures 8 to 13Any of the exemplary retraction brake control systems 800 may be implemented by one or more analog or digital circuits, logic circuits, programmable processors, application specific integrated circuits (ASICs), programmable logic devices (PLDs), and / or field programmable logic devices (FPLDs). When any device or system claim of this patent is read to cover pure software and / or firmware implementations, the first exemplary LMLG wheel speed sensor 802, the second exemplary LMLG wheel speed sensor 804, the first exemplary RMLG wheel speed sensor 806, the second exemplary RMLG wheel speed sensor 808, the exemplary landing gear rod position sensor 810, the exemplary controller 812, the first exemplary control system 814, the first exemplary memory 816, the second exemplary control system 818, the second exemplary memory 820, the first exemplary ALTA / S disable switch 822, the second exemplary ALT A / S disable switch 824, and / or more generally, Figures 8 to 13 At least one of the exemplary retract brake control systems 800 is expressly defined herein as comprising a non-transitory computer readable storage device or storage disk, such as a memory, a digital versatile disk (DVD), a compact disk (CD), a Blu-ray disk, etc., including software and / or firmware. In addition, Figures 8 to 13 The exemplary retract brake control system 800 includes one or more components, processes and / or devices, in addition to Figures 8 to 13 Those shown in, or as an alternative to them, and may include more than one of any or all of the elements, processes, and devices shown.

[0095] exist Fig.14 and Fig.15 The diagram shows a method for implementing Figures 8 to 13 Flowchart of an exemplary method of controlling the retraction brake of the landing gear and controlling the deceleration of the wheels. In these examples, the method can be implemented using machine-readable instructions including one or more programs that are executed by one or more processors, such as the following in combination with Fig.16 The processor 1602 shown in the exemplary processor platform 1600 discussed above. The one or more programs may be implemented in software stored on a non-transitory computer-readable storage medium such as a CD-ROM, floppy disk, hard drive, digital versatile disk (DVD), Blu-ray disk, or memory associated with the processor 1602, but all of any program and / or portion thereof may alternatively be executed by a device other than the processor 1602, and / or implemented in firmware or dedicated hardware. In addition, although reference is made to Fig.14 and Fig.15 The flowchart shown in describes an exemplary procedure that may alternatively be implemented using Figures 8 to 13Many other methods of the exemplary retract brake control system 800 are described. For example, the order of execution of the blocks may be changed, and / or some of the blocks described may be changed, eliminated, or combined. Additionally or alternatively, any or all of the blocks may be implemented by one or more hardware circuits (e.g., discrete and / or integrated analog and / or digital circuits, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), comparators, operational amplifiers (op-amps), logic circuits, etc.) that are configured to perform corresponding operations without executing software or firmware.

[0096] As mentioned above, Fig.14 and Fig.15 The example method can be implemented using coded instructions (e.g., computer and / or machine readable instructions) stored on a non-transitory computer and / or machine readable medium, such as a hard drive, flash memory, read-only memory, optical disk, digital versatile disk, cache, random access memory and / or any other storage device or storage disk, wherein information is stored for any duration (e.g., long-term storage, permanent, for short examples, for temporary buffering and / or for caching information). As used herein, the term "non-transitory computer readable medium" is explicitly defined to include any type of computer readable storage device and / or storage disk, and excludes propagation signals and excludes transmission media. "Including" and "comprising" (and all forms and tenses thereof) are used as open terms in this article. Therefore, whenever a claim lists any content after "including" or "comprising" (e.g., including, including, etc.), it should be understood that additional elements, terms, etc. may exist without exceeding the corresponding claim. As used herein, when the phrase "at least" is used as a transition item in the preamble of a claim, it is open in the same way that the terms "including" and "comprising" are open.

[0097] Fig.14 It means that it can be Figures 8 to 13 Flow chart of an exemplary method 1400 executed at the exemplary controller 812 of the exemplary retraction brake control system 800 of FIG. Figure 8 When the controller 812 determines whether the landing gear lever is in the "down" position, Fig.14 The exemplary method 1400 of FIG. 1402 begins (block 1402). If the controller 812 determines at block 1402 that the landing gear lever is in the “down” position, control of the exemplary method 1400 proceeds to block 1404. If the controller 812 determines at block 1402 that the landing gear lever is not in the “down” position, control of the exemplary method 1400 remains at block 1402.

[0098] At block 1404, Figure 8The controller 812 of the exemplary method 1400 determines whether the landing gear lever is in the "up" position (block 1404). If the controller 812 determines at block 1404 that the landing gear lever is in the "up" position, control of the exemplary method 1400 proceeds to block 1406. If the controller 812 determines at block 1404 that the landing gear lever is not in the "up" position, control of the exemplary method 1400 remains at block 1404. Fig.14 Progression from block 1402 to block 1406 of the exemplary method 1400 may occur in response to the landing gear lever transitioning from a determined “down” position to a determined “up” position.

[0099] At block 1406, Figure 8 The controller 812 enables the retract braking process (block 1406). In some examples, Figure 8 The controller 812 may implement and / or perform the following in response to enabling the retract braking process at block 1406: Fig.15 After the retraction braking process is enabled at block 1406 , control of the exemplary method 1400 proceeds to block 1408 .

[0100] At block 1408, Figure 8 The controller 812 of the exemplary method 1400 determines whether the landing gear lever is in the "down" position (block 1408). If the controller 812 determines at block 1408 that the landing gear lever is not in the "down" position, control of the exemplary method 1400 proceeds to block 1410. If the controller 812 determines at block 1408 that the landing gear lever is in the "down" position, control of the exemplary method 1400 proceeds to block 1412.

[0101] At block 1410, Figure 8 The controller 812 of the exemplary method 1400 determines whether a timer associated with the activation of the retract braking process has expired (block 1410). If the controller 812 determines at block 1410 that the timer has not expired, control of the exemplary method 1400 returns to block 1408. If the controller 812 determines at block 1410 that the timer has expired, control of the exemplary method 1400 proceeds to block 1412.

[0102] At block 1412, Figure 8 The controller 812 of the exemplary method 1400 disables the retract braking process (block 1412). After block 1412, control of the exemplary method 1400 returns to block 1402. In some examples, blocks 1402, 1404, 1406, 1408, 1410, and 1412 correspond to the above-described Fig.10 One or more portions of control loop 1000.

[0103] Fig.15 It means that it can be Figures 8 to 13Flow chart of an exemplary method 1500 executed at the exemplary controller 812 of the exemplary retraction braking control system 800 of FIG. 8 to control wheel deceleration during landing gear retraction braking. Fig.15 The exemplary method 1500 is responsive to Fig.14 The exemplary method 1400 begins with the activation of the retraction braking process at box 1406. Fig.15 The exemplary method 1500 is responsive to Fig.14 The exemplary method 1400 ends with the disabling of the retraction braking process at box 1414.

[0104] when Fig.15 When the exemplary method 1500 is being implemented and / or executed (eg, when a retraction braking process is enabled), Figure 8 The controller 812 of the embodiment of the present invention determines the total wheel speed data (block 1502) and further determines the rate of change data (e.g., wheel deceleration data) related to the total wheel speed data (block 1504). In some examples, the controller 812 may implement the above-described Fig.11 The process 1100 of FIG. 1100 determines total wheel speed data (block 1502) and wheel deceleration data (block 1504). In some examples, when the retract braking process is enabled and / or throughout Fig.15 The exemplary method 1500, Figure 8 The controller 812 continuously or periodically determines total wheel speed data (block 1502) and wheel deceleration data (block 1504).

[0105] At block 1506, Figure 8 The controller 812 of the exemplary method 1500 determines whether the wheel deceleration data is greater than the wheel deceleration threshold (block 1506). If the controller 812 determines at block 1506 that the wheel deceleration data is greater than the wheel deceleration threshold, control of the exemplary method 1500 proceeds to block 1508. If the controller 812 determines at block 1506 that the wheel deceleration data is not greater than the wheel deceleration threshold, control of the exemplary method 1500 remains at block 1506. Fig.15 As specifically shown in FIG. 1 , it should be understood that boxes 1502 and 1504 of exemplary method 1500 may be continuously and / or periodically repeated, while control of exemplary method 1500 is maintained at box 1506 such that the determination made at box 1506 is based on continuously and / or periodically updated wheel deceleration data.

[0106] At block 1508, Figure 8 The controller 812 starts the wheel deceleration adjustment process (block 1508). For example, the controller 812 may start the wheel deceleration adjustment process as described above. Fig.12 The wheel deceleration adjustment process 1200 may alternatively be initiated as described above. Fig.13Wheel deceleration adjustment process 1300.

[0107] At block 1510, Figure 8 The controller 812 of the exemplary method 1500 determines whether the total wheel speed data is less than the wheel speed threshold (block 1510). If the controller 812 determines at block 1510 that the total wheel speed data is less than the wheel speed threshold, control of the exemplary method 1500 proceeds to block 1512. If the controller 812 determines at block 1510 that the total wheel speed data is not less than the wheel speed threshold, control of the exemplary method 1500 remains at block 1510. Fig.15 As specifically shown in FIG. 1 , it should be understood that when control of exemplary method 1500 is maintained at box 1510, boxes 1502 and 1504 of exemplary method 1500 may be continuously and / or periodically repeated, such that the determination made at box 1510 is based on continuously and / or periodically updated total wheel speed data.

[0108] At block 1512, Figure 8 The controller 812 terminates the wheel deceleration adjustment process (block 1512). For example, the controller 812 may terminate the wheel deceleration adjustment process as described above. Fig.12 The wheel deceleration adjustment process 1200 may alternatively terminate as described above. Fig.13 After block 1512, control of the exemplary method 1500 returns to block 1502. In some examples, blocks 1502, 1504, 1506, 1508, 1510, and 1512 correspond to Fig.10 One or more portions of the control loop 1000 and / or as described above Figures 11 to 13 The control loop subprocess.

[0109] Fig.16 Is able to execute instructions to achieve Fig.14 and Fig.15 Exemplary methods 1400, 1500 and Figures 8 to 13 1 is a block diagram of an exemplary processor platform 1600 of an exemplary retract brake control system 800 of FIG. The processor platform 1600 of the illustrated example includes a processor 1602. The processor 1602 of the illustrated example is hardware. For example, the processor 1602 may be implemented by one or more integrated circuits, logic circuits, microprocessors, or controllers from any desired family or manufacturer. Fig.16 In the example of Figure 8 The exemplary controller 812, the first exemplary control system 814, the second exemplary control system 818, the first exemplary ALT A / S disable switch 822, and the second exemplary ALT A / S disable switch 824. The processor 1602 of the illustrated example also includes a local memory 1604 (eg, a cache).

[0110] The processor 1602 of the illustrated example communicates with one or more sensors 1606 via a bus 1608 (e.g., a CAN bus). Fig.16 In the example of Figure 8 The processor 1602 of the illustrated example may send one or more control signals and / or commands to the first exemplary LMLG wheel speed sensor 802, the second exemplary LMLG wheel speed sensor 804, the first exemplary RMLG wheel speed sensor 806, the second exemplary RMLG wheel speed sensor 808, and the exemplary landing gear rod position sensor 810. Figure 8 and the example left ALT A / S valve 312 and / or the example right ALT A / S valve 314 of FIG. 9 .

[0111] The processor 1602 of the illustrated example also communicates with a main memory including a volatile memory 1610 and a non-volatile memory 1612 via a bus 1608. The volatile memory 1610 may be implemented by a synchronous dynamic random access memory (SDRAM), a dynamic random access memory (DRAM), a RAMBUS dynamic random access memory (RDRAM), and / or any other type of random access memory device. The non-volatile memory 1612 may be implemented by a flash memory and / or any other desired type of memory device. Access to the volatile memory 1610 and the non-volatile memory 1612 is controlled by a memory controller. In the illustrated example, the main memory 1610, 1612 includes Figure 8 A first exemplary memory 816 and a second exemplary memory 820.

[0112] The processor 1602 of the illustrated example is also in communication with a mass storage device 1614 for storing software and / or data. The mass storage device 1614 may be implemented, for example, via one or more floppy disk drives, hard disk drives, optical disk drives, Blu-ray disk drives, RAID systems, digital versatile disk (DVD) drives, etc. In the illustrated example, the mass storage device 1614 includes Figure 8 A first exemplary memory 816 and a second exemplary memory 820.

[0113] The processor platform 1600 of the illustrated example also includes a network interface circuit 1616. The network interface circuit 1616 may be implemented by any type of interface standard, such as an Ethernet interface, a universal serial bus (USB), and / or a PCI Express interface. The network interface circuit 1616 of the illustrated example includes a communication device, such as a transmitter, a receiver, a transceiver, a modem, and / or a network interface card, to facilitate data exchange with one or more networked devices 1618 (e.g., any type of computing and / or controller device) via a network 1620 (e.g., a controller area network, a wireless network, a cellular network, etc.).

[0114] To achieve Fig.14 and Fig.15 The encoded instructions 1622 of the exemplary methods 1400, 1500 may be stored in the local memory 1604, in the volatile memory 1610, in the non-volatile memory 1612, on a mass storage device 1614, and / or on a removable tangible computer-readable storage medium, such as a CD or DVD.

[0115] As can be appreciated from the foregoing, the disclosed methods and apparatus advantageously provide modulated wheel deceleration control associated with retraction braking of one or more wheels of an aircraft. In some disclosed examples, an active, regulated wheel deceleration process is implemented based on wheel speed data obtained from one or more corresponding wheel speed sensors operably coupled to a corresponding one of the one or more wheels of the corresponding aircraft. In response to the wheel speed data indicating that the wheel deceleration rate is too great, an antiskid valve may be actuated to release the braking pressure applied to the wheel associated with the retraction braking process. Regulating the wheel deceleration associated with the retraction braking process and / or during the landing gear retraction process advantageously reduces the degree of deceleration torque applied and the resulting rebound (which may be more significant when the wheel is rapidly decelerated and / or when the wheel deceleration is not actively regulated). Therefore, the disclosed retraction brake control system reduces the likelihood of the wheels of the aircraft colliding with the wing-to-fuselage fairing around the aircraft well associated with the landing gear retraction process. The disclosed retraction brake control system also reduces fatigue on struts and / or links of the aircraft landing gear.

[0116] In some instances, a device is disclosed. In some disclosed instances, the device includes a controller. In some disclosed instances, the controller is used to determine wheel speed data corresponding to the speed of a wheel of a landing gear. In some disclosed instances, the controller is used to determine wheel deceleration data corresponding to the rate of change of the wheel speed data. In some disclosed instances, the controller generates a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold. In some disclosed instances, the first control signal is used to start a wheel deceleration adjustment process, and the wheel deceleration adjustment process is used to cycle an anti-skid valve between a first valve position that releases brake pressure from the wheel and a second position that stops releasing brake pressure from the wheel. In some disclosed instances, the controller generates a second control signal in response to the wheel speed data being less than the wheel speed threshold. In some disclosed instances, the second control signal is used to terminate the wheel deceleration adjustment process.

[0117] In some disclosed examples, the wheel speed data is total wheel speed data corresponding to the sum of a speed of a first wheel of the landing gear and a speed of a second wheel of the landing gear. In some disclosed examples, the controller is configured to obtain the wheel speed data from a wheel speed sensor operably coupled to a wheel of the landing gear.

[0118] In some disclosed examples, the controller includes an anti-skid inhibit switch to control cycling of the anti-skid valve between a first valve position and a second valve position. In some disclosed examples, the anti-skid inhibit switch operates between a first switch position corresponding to the first valve position and a second switch position corresponding to the second valve position. In some disclosed examples, the anti-skid inhibit switch operates between the first switch position and the second switch position based on a duty cycle.

[0119] In some disclosed examples, the controller enables a retraction braking process in response to the landing gear lever moving from a first lever position to a second lever position. In some disclosed examples, the retraction braking process includes a wheel deceleration adjustment process. In some disclosed examples, the controller disables the retraction braking process in response to the landing gear lever moving from the second lever position to the first lever position or in response to the expiration of a timer associated with the duration of the retraction braking process.

[0120] In some examples, a method is disclosed. In some disclosed examples, the method includes determining wheel speed data corresponding to the speed of a wheel of a landing gear by executing one or more instructions via a controller. In some disclosed examples, the method includes determining wheel deceleration data corresponding to the rate of change of the wheel speed data by executing one or more instructions via a controller. In some disclosed examples, the method includes generating a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold by executing one or more instructions via a controller. In some disclosed examples, the first control signal is used to start a wheel deceleration adjustment process, which causes an anti-skid valve to cycle between a first valve position that releases brake pressure from a wheel and a second valve position that stops releasing brake pressure from a wheel. In some disclosed examples, the method includes generating a second control signal in response to the wheel speed data being less than a wheel speed threshold by executing one or more instructions via a controller. In some disclosed examples, the second control signal is used to terminate the wheel deceleration adjustment process.

[0121] In some disclosed examples of the method, the wheel speed data is total wheel speed data corresponding to the sum of a speed of a first wheel of the landing gear and a speed of a second wheel of the landing gear. In some disclosed examples, the method further includes obtaining the wheel speed data from a wheel speed sensor operably coupled to a wheel of the landing gear.

[0122] In some disclosed examples of the method, cycling of the anti-skid valve between the first valve position and the second valve position is controlled via an anti-skid inhibit switch. In some disclosed examples, the anti-skid inhibit switch operates between a first switch position corresponding to the first valve position and a second switch position corresponding to the second valve position. In some disclosed examples, the anti-skid inhibit switch operates between the first switch position and the second switch position based on a duty cycle.

[0123] In some disclosed examples, the method further includes enabling a retraction braking process in response to determining that the landing gear lever has moved from the first lever position to the second lever position. In some disclosed examples, the retraction braking process includes a wheel deceleration adjustment process. In some disclosed examples, the method further includes disabling the retraction braking process in response to determining that the landing gear lever has moved from the second lever position to the first lever position, or in response to determining that a timer associated with a duration of the retraction braking process has expired.

[0124] In some examples, a non-transitory machine-readable storage medium including instructions is disclosed. In some disclosed examples, the instructions, when executed, cause a controller to determine wheel speed data corresponding to the speed of a wheel of a landing gear. In some disclosed examples, the instructions, when executed, cause a controller to determine wheel deceleration data corresponding to the rate of change of the wheel speed data. In some disclosed examples, the instructions, when executed, cause a controller to generate a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold. In some disclosed examples, the first control signal is used to start a wheel deceleration adjustment process, which causes an anti-skid valve to cycle between a first valve position that releases brake pressure from a wheel and a second valve position that stops releasing brake pressure from a wheel. In some disclosed examples, the instructions, when executed, cause a controller to generate a second control signal in response to the wheel speed data being less than a wheel speed threshold. In some disclosed examples, the second control signal is used to terminate the wheel deceleration adjustment process.

[0125] In some disclosed examples, the wheel speed data is total wheel speed data corresponding to the sum of a speed of a first wheel of the landing gear and a speed of a second wheel of the landing gear. In some disclosed examples, the instructions, when executed, cause the controller to control cycling of the anti-skid valve via an anti-skid inhibit switch. In some disclosed examples, the anti-skid inhibit switch operates between a first switch position corresponding to the first valve position and a second switch position corresponding to the second valve position. In some disclosed examples, the anti-skid inhibit switch operates between the first switch position and the second switch position based on a duty cycle.

[0126] In some disclosed examples, the instructions, when executed, cause the controller to enable a retraction braking procedure in response to determining that the landing gear lever has moved from a first lever position to a second lever position. In some disclosed examples, the retraction braking procedure includes a wheel deceleration adjustment procedure. In some disclosed examples, the instructions, when executed, cause the controller to disable the retraction braking procedure in response to determining that the landing gear lever has moved from the second lever position to the first lever position or in response to determining that a timer associated with a duration of the retraction braking procedure has expired.

[0127] Although certain example methods, apparatus, and articles of manufacture have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus, and articles of manufacture that fully fall within the scope of the claims of this patent.

Claims

1. A device for controlling the retraction brake of a landing gear, comprising: A controller (812) is configured to perform the following steps during a landing gear retraction process: determining wheel speed data corresponding to a speed of a wheel (108, 112, 410) of a landing gear (106, 110, 400), wherein the controller is configured to obtain the wheel speed data from a wheel speed sensor (802, 804, 806, 808) operatively coupled to the wheel of the landing gear; determining wheel deceleration data corresponding to a rate of change of the wheel speed data; generating a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold, the first control signal being used to initiate a wheel deceleration adjustment process (1008, 1200, 1300), the wheel deceleration adjustment process being executed during the landing gear retraction process to cycle an anti-skid valve (312, 314) between a first valve position that releases brake pressure from the wheel and a second valve position that stops releasing brake pressure from the wheel; and A second control signal is generated in response to the wheel speed data being less than a wheel speed threshold, the second control signal being used to terminate the wheel deceleration adjustment process.

2. The device according to claim 1, wherein The wheel speed data is total wheel speed data corresponding to the sum of a speed of a first wheel of the landing gear and a speed of a second wheel of the landing gear.

3. The device according to claim 1, wherein The controller includes an anti-skid inhibit switch (822, 824) to control cycling of the anti-skid valve between the first valve position and the second valve position.

4. The device according to claim 3, wherein The anti-skid inhibit switch operates between a first switch position corresponding to the first valve position and a second switch position corresponding to the second valve position.

5. The device according to claim 4, wherein The anti-skid inhibit switch operates between the first switch position and the second switch position based on a duty cycle.

6. The device according to claim 1, wherein The controller is used to: In response to the landing gear lever moving from the first lever position to the second lever position, activating a retraction braking process (1004), the retraction braking process including the wheel deceleration adjustment process; and The retraction braking procedure is disabled in response to the landing gear lever moving from the second lever position to the first lever position or in response to expiration of a timer associated with a duration of the retraction braking procedure.

7. A method for controlling a landing gear retraction brake, comprising the following steps performed during a landing gear retraction process: Wheel speed data corresponding to a speed of wheels (108, 112, 410) of a landing gear (106, 110, 400) is determined by executing one or more instructions via a controller (812), wherein: The wheel speed data is obtained from wheel speed sensors (802, 804, 806, 808) operatively coupled to wheels of the landing gear; determining wheel deceleration data corresponding to a rate of change of the wheel speed data by executing one or more instructions via a controller; generating a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold by executing one or more instructions via a controller, the first control signal being used to initiate a wheel deceleration adjustment process (1008, 1200, 1300), the wheel deceleration adjustment process being executed during the landing gear retraction process to cycle an anti-skid valve (312, 314) between a first valve position for releasing brake pressure from the wheel and a second valve position for ceasing to release brake pressure from the wheel; as well as By executing one or more instructions via a controller, a second control signal is generated in response to the wheel speed data being less than a wheel speed threshold, wherein the second control signal is used to terminate the wheel deceleration adjustment process.

8. The method according to claim 7, wherein: The wheel speed data is total wheel speed data corresponding to the sum of a speed of a first wheel of the landing gear and a speed of a second wheel of the landing gear.

9. The method according to claim 7, wherein: Cycling of the anti-skid valve between the first valve position and the second valve position is controlled via an anti-skid inhibit switch (822, 824).

10. The method according to claim 9, wherein: The anti-skid inhibit switch operates between a first switch position corresponding to the first valve position and a second switch position corresponding to the second valve position.

11. The method according to claim 10, wherein: The anti-skid inhibit switch operates between the first switch position and the second switch position based on a duty cycle.

12. The method according to claim 7, further comprising: activating a retraction braking process (1004) in response to determining that the landing gear lever has moved from a first lever position to a second lever position, the retraction braking process including the wheel deceleration adjustment process; and In response to determining that the landing gear lever has moved from the second lever position to the first lever position, or in response to determining that a timer associated with a duration of the retraction braking procedure has expired, the retraction braking procedure is disabled.

13. A non-transitory machine-readable storage medium comprising instructions that, when executed, cause a controller (812) to perform at least the following steps during a landing gear retraction process: Wheel speed data corresponding to the speed of wheels (108, 112, 410) of the landing gear (106, 110, 400) is determined, wherein The wheel speed data is obtained from wheel speed sensors (802, 804, 806, 808) operatively coupled to wheels of the landing gear; determining wheel deceleration data corresponding to a rate of change of the wheel speed data; generating a first control signal in response to the wheel deceleration data being greater than a wheel deceleration threshold, the first control signal being used to initiate a wheel deceleration adjustment process (1008, 1200, 1300), the wheel deceleration adjustment process being executed during the landing gear retraction process to cycle an anti-skid valve (312, 314) between a first valve position that releases brake pressure from the wheel and a second valve position that stops releasing brake pressure from the wheel; as well as A second control signal is generated in response to the wheel speed data being less than a wheel speed threshold, the second control signal being used to terminate the wheel deceleration adjustment process.

14. The non-transitory machine-readable storage medium of claim 13, wherein: The wheel speed data is total wheel speed data corresponding to the sum of a speed of a first wheel of the landing gear and a speed of a second wheel of the landing gear.

15. The non-transitory machine-readable storage medium of claim 13, wherein: The instructions, when executed, cause the controller to control cycling of the anti-skid valve via an anti-skid inhibit switch (822, 824).

16. The non-transitory machine-readable storage medium of claim 15, wherein: The anti-skid inhibit switch operates between a first switch position corresponding to the first valve position and a second switch position corresponding to the second valve position.

17. The non-transitory machine-readable storage medium of claim 16, wherein: The anti-skid inhibit switch operates between the first switch position and the second switch position based on a duty cycle.

18. The non-transitory machine-readable storage medium of claim 13, wherein: When executed, the instructions cause the controller to: initiating a retraction braking process (1004) in response to determining that the landing gear lever has moved from a first lever position to a second lever position, the retraction braking process including the wheel deceleration adjustment process; and In response to determining that the landing gear lever has moved from the second lever position to the first lever position, or in response to determining that a timer associated with a duration of the retraction braking procedure has expired, the retraction braking procedure is disabled.

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