Aircraft Brake Pressure Control for Single-Engine Taxi Yaw
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Aircraft yawing during single engine taxi operations poses challenges for pilots, who must manually compensate with steering and differential braking, which can affect straight-line control and fuel efficiency.
Innovation Solution
A brake system that modifies brake pressure based on engine usage and thrust, automatically compensating for yaw by scaling brake pressure curves to maintain straight-line taxiing without additional pilot input.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If one engine is shut off during taxi to improve fuel efficiency, then fuel consumption is reduced, but aircraft yaw control becomes more difficult
Solution Approach 1:
The brake system automatically adjusts brake pressure to counteract yaw without pilot intervention. The system monitors engine thrust and autonomously modulates differential brake pressure, allowing the aircraft to self-correct yaw during single-engine taxi operations, thereby maintaining ease of operation while improving fuel efficiency.
Solution Approach 2:
The patent replaces manual mechanical steering and differential braking operations with an automated electronic control system. The brake controller electronically modulates brake pressure based on detected engine thrust conditions, substituting the pilot's manual mechanical control actions with an automated electronic-mechanical system that achieves the same yaw control function.
2Stability of the object's composition
If manual differential braking is used to counteract yaw, then straight-line control is maintained, but pilot workload increases
Solution Approach 1:
The brake system performs yaw counteraction automatically without requiring pilot actions. The system monitors aircraft thrust vector and autonomously applies differential braking as needed, allowing the aircraft to maintain straight-line control through self-service rather than continuous pilot intervention, thereby reducing pilot workload while maintaining stability.
Solution Approach 2:
The system continuously monitors engine thrust conditions and automatically adjusts brake pressure in response to detected yaw tendencies. This closed-loop feedback mechanism detects thrust asymmetry and responds with appropriate differential braking, maintaining straight-line control while eliminating the need for constant pilot monitoring and adjustment.
3Stability of the object's composition
If steering is used to counteract yaw during single-engine taxi, then directional control is maintained, but wheel assembly wear increases
Solution Approach 1:
The patent replaces mechanical steering actions with differential braking actions to achieve yaw control. Instead of turning the nose wheel to counteract engine-induced yaw, the system applies varying brake pressure to the main landing gear wheels, creating a counteracting moment that maintains directional control without subjecting the nose wheel assembly to additional steering-related wear.
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
Enhances straight-line control and fuel efficiency by automatically adjusting brake pressure to counteract engine-induced yaw, providing a similar feel to standard taxiing operations.
Implementation Method 1
a first brake assembly (206) and a second brake assembly (306) respectively disposed on the first landing gear (202) and the second landing gear (302}... each brake assembly configured to apply a respective braking force to a corresponding wheel assembly
Data Source
Figure 1
Figure 2
Figure 3
AI summary
A method of taxiing an aircraft may comprise: determining, via a brake controller, whether the aircraft is taxiing with a first thrust provided from a first side of the aircraft, a second thrust from a second side of the aircraft, or both the first thrust and the second thrust; and modifying, via the brake controller, a first brake pressure supplied to a first brake disposed on the first side of the aircraft as a function of pedal deflection in response to the taxiing with the first thrust only.