Aircraft Undercarriage Control System Architecture
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current aircraft landing gear management systems are complex and inhomogeneous, requiring numerous cables and duplicating critical computers, with braking functions often isolated and located insecurely, lacking integration with other systems.
Innovation Solution
A simplified architecture using a single synchronous communication network to manage all landing gear functions, including extension/retraction, orientation, and braking, with control units and sensors connected to this network, eliminating the need for separate braking computers and ensuring secure, deterministic data transmission.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If separate braking computers are used for anti-slip servo-control, then braking function reliability is improved, but device complexity and cable quantity increase
Solution Approach 1:
The patent merges the braking control function with the maneuver control function by integrating the braking computer into the existing maneuver control unit. This consolidation eliminates separate braking computers and reduces cable quantity while maintaining reliability through functional integration within a unified control architecture.
Solution Approach 2:
The maneuver control unit is designed to perform multiple functions including both maneuver control and braking control. This multi-functional approach allows a single control unit to manage diverse landing gear operations, reducing overall system complexity while preserving the reliability needed for critical braking functions.
2Reliability
If braking computers are relocated to secure locations, then security is improved, but transmission speed and stability for anti-slip servo-control deteriorate
Solution Approach 1:
By combining braking control and maneuver control in a single integrated control unit located in a secure area, the patent eliminates the need to relocate braking computers to insecure locations. The unified control architecture maintains fast transmission speeds while ensuring security through centralized protection in secure aircraft areas.
3Device complexity
If integrated modular avionics with central computers are used, then device complexity is reduced, but inhomogeneous architecture with specific computers in unsecured locations increases
Solution Approach 1:
The patent resolves the architectural inhomogeneity by merging braking control with maneuver control in a unified control unit. This integration eliminates the need for separate braking computers in unsecured locations, creating a homogeneous architecture where all critical control functions reside in secure areas while maintaining reduced device complexity.
4Reliability
If many cables and duplicated computers are used, then reliability is improved, but manufacturing cost and installation complexity increase
Solution Approach 1:
The patent reduces manufacturing cost and installation complexity by merging braking control with maneuver control in a single integrated unit. This consolidation eliminates the need for duplicated computers and extensive cable wiring while preserving reliability through functional integration and reduced system complexity.
Data Source
Figure 1~2B
Figure 2A
AI summary
The architecture has sensors associated with steering actuators (A300) and retraction/extension actuators (A100). Control units (A1, A2) control the retraction/extension actuators and/or the steering actuators connected to a communications network (A) as a function of information delivered by the associated sensors. The communications network has transmission characteristics that are adapted for enabling the control unit to implement antilock servo-control for controlling the braking actuators.