Aircraft Braking System Auxiliary Brake Priority Control
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Solution Overview
Problem
Aircraft braking systems face significant wear on friction elements due to frequent use, which can be mitigated by incorporating auxiliary energy dissipation methods such as electromagnetic or hydraulic systems, but these methods often require careful management to optimize energy recovery and minimize friction brake wear.
Innovation Solution
A method that assesses braking parameters to determine when friction brakes are not essential, prioritizing the use of auxiliary brakes during conditions like taxiing, where the requested braking torque is below the auxiliary brake's maximum capacity and the brake temperature is within acceptable limits, thereby reducing friction brake wear by using the auxiliary brakes as a primary means of braking.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If friction brakes are used for all braking situations, then reliable braking is ensured, but wear of friction elements increases significantly
Solution Approach 1:
The braking function is segmented into two distinct systems: friction brakes for high-reliability braking situations and auxiliary brakes for energy recovery situations. The control unit segments the braking demand based on detected parameters (thrust, temperature, requested braking torque) to determine which system should be activated, thereby reducing wear on friction elements while maintaining reliability when needed.
Solution Approach 2:
The system monitors and responds to changes in braking parameters (thrust application, temperature thresholds, requested braking torque) to dynamically switch between friction and auxiliary brake systems. When parameters indicate a taxiing situation with low braking demand, the auxiliary brake is activated; when parameters indicate high braking demand or high temperature, the friction brake takes over.
2Loss of substance
If auxiliary brakes are used to replace friction brakes, then friction element wear is reduced, but energy recovery efficiency may be compromised
Solution Approach 1:
The control unit continuously monitors feedback from temperature sensors, thrust detection systems, and braking torque requests to determine the optimal braking mode. This feedback loop ensures that auxiliary brakes are activated only when conditions are favorable for energy recovery (low temperature, low thrust demand), thereby maximizing energy recovery efficiency while still reducing friction brake wear.
3Loss of substance
If auxiliary brakes are prioritized during taxiing, then friction brake wear is minimized, but system complexity increases
Solution Approach 1:
The auxiliary brake system is designed to serve multiple functions: it acts as a primary braking system during taxiing to reduce friction brake wear, and it can provide supplemental braking when needed. The control unit integrates multiple detection functions (thrust, temperature, braking request) into a single decision-making system, managing the complexity through functional integration rather than separate dedicated systems for each function.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach effectively minimizes the wear of friction brake elements by strategically utilizing auxiliary brakes during non-essential braking situations, such as taxiing, allowing for energy recovery and reduced friction brake engagement, thus extending the lifespan of friction brake components.
Implementation Method 1
an electromagnetic or hydraulic member. Such auxiliary members dissipate the kinetic energy of the aircraft by producing electrical or hydraulic energy that can be recovered
Implementation Method 2
a friction brake having a certain number of friction elements, in particular stator disks and rotor disks
Data Source
AI summary
A method of managing the braking of an aircraft having landing gear with wheels fitted with friction brakes and with auxiliary brakes that enable energy to be dissipated by other than friction. The method comprises the steps of, (1) when braking is requested, testing the braking parameters to determine whether the aircraft is in a braking situation for which the friction brakes are not essential for providing the requested braking, and (2) performing the requested braking by giving priority to actuating the auxiliary brakes so long as the aircraft remains within the braking situation, and actuating the friction brakes only if the aircraft departs from the braking situation.