Auxiliary Braking System for Aircraft Wheel Wear Reduction
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Solution Overview
Problem
Conventional wheel braking systems experience increased wear and frequent disc replacement due to varying operating temperatures during different braking events, as they are designed to handle both high and low energy braking conditions, leading to inefficient use and premature wear of brake discs.
Innovation Solution
An auxiliary braking system is introduced, which operates in conjunction with the main braking system, utilizing a torque tube and disc stack with a housing that rotates with the wheel and a stationary torque tube, allowing for controlled engagement of rotor and stator discs to reduce wheel rotation, and is activated based on braking signals to manage braking force and frequency, thereby reducing the load on the main braking system.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a single main braking system is used to handle both high and low energy braking conditions, then the braking system can provide sufficient braking force for all conditions, but the brake discs experience increased wear and frequent replacement due to varying operating temperatures
Solution Approach 1:
The braking system is segmented into two independent subsystems: a main braking system for high energy events (landing, emergency stops) and an auxiliary braking system for low energy events (taxiing, parking). Each subsystem has its own disc stack and actuator, allowing independent operation. This segmentation enables each subsystem to be optimized for its specific operating conditions, reducing wear on the main braking system's expensive carbon-ceramic discs by using the auxiliary system with simpler discs for routine low-energy braking.
Solution Approach 2:
The auxiliary braking system uses brake discs that are less expensive and designed for shorter service life compared to the main braking system's carbon-ceramic discs. By dedicating the auxiliary system to low-energy braking events, the cheaper discs absorb the wear from frequent taxiing and parking operations, preserving the main braking system's high-performance discs for critical high-energy events where maximum braking capability is required.
2Reliability
If the main braking system is used for all braking events, then consistent braking performance is maintained, but the frequency of braking events increases wear and maintenance requirements
Solution Approach 1:
The braking system is segmented into two independent subsystems: a main braking system for high energy events (landing, emergency stops) and an auxiliary braking system for low energy events (taxiing, parking). Each subsystem has its own disc stack and actuator, allowing independent operation. This segmentation enables each subsystem to be optimized for its specific operating conditions, reducing wear on the main braking system's expensive carbon-ceramic discs by using the auxiliary system with simpler discs for routine low-energy braking.
Solution Approach 2:
The auxiliary braking system provides partial braking capability sufficient for low-energy operations such as taxiing and parking. By using the auxiliary system for these partial braking needs, the main braking system is preserved from unnecessary wear during routine operations, extending its service life while maintaining full braking performance capability when required.
3Reliability
If an auxiliary braking system is added to the wheel, then the load on the main braking system is reduced and disc wear decreases, but the device complexity and space requirements increase
Solution Approach 1:
The auxiliary braking system is nested within the existing wheel structure, utilizing the available internal space efficiently. The auxiliary disc stack is positioned concentrically within the wheel, and the actuator is integrated into the existing braking system architecture. This nesting approach minimizes the increase in overall device complexity while providing the benefits of reduced wear on the main braking system.
Solution Approach 2:
The auxiliary braking system shares common structural elements and control infrastructure with the main braking system, such as the actuator mechanism and hydraulic/pneumatic supply lines. By designing the auxiliary system to utilize existing universal components and mounting structures, the increase in device complexity is minimized while still achieving the dual-functionality of handling both high and low energy braking events.
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
The auxiliary braking system reduces the frequency of main braking system usage, decreases wear on both main and auxiliary disc stacks, and extends the life of brake discs by limiting high-temperature exposure and reducing the number of braking events, thus minimizing the need for replacements and maintenance.
Implementation Method 1
An actuator positioned within a volume of the torque tube is configured to compress the disc stack, causing engagement between friction surfaces of the rotor discs and the stator discs
Data Source
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AI summary
According to the disclosure, a braking system (50) includes a housing (54) configured to rotate around a torque tube (52). A disc stack (58) includes a plurality of stator discs (74) which are coupled to the torque tube (52) and a plurality of rotor discs (78) rotationally coupled to the housing (54). An actuator (82) within the torque tube (52) is configured to compress the disc stack (58). A portion of the torque tube (52) may be configured to insert into an axial assembly (28) of a wheel (10). The housing (54) may be connected to a portion of a wheel rim. The braking system may be present on a wheel (10) instead of or in addition to a main braking system (40) having a main disc stack (42).