EMA Braking Force Indication via Single Power Bus Current Measurement
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Solution Overview
Problem
Existing electrical braking systems for aircraft and vehicles lack an efficient method to indicate applied braking force, particularly in emergency and parking situations, while also reducing circuitry and wiring complexity.
Innovation Solution
A system that measures current drawn by electromechanical actuators at a single location to determine the applied braking force, allowing for reduced wiring and circuitry, and includes a sensor to indicate the braking force to the operator, with emergency/park braking signals bypassing the normal braking command interface for simplified circuitry.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If current is measured at each individual EMA location, then braking force indication accuracy is improved, but wiring complexity and circuitry increase
Solution Approach 1:
The patent combines multiple current measurement functions into a single measurement location on the common power bus. Instead of measuring current at each individual EMA location separately, the system measures the total current drawn from the power bus, which represents the combined braking force of all EMAs. This merging approach maintains measurement accuracy while significantly reducing wiring complexity and circuitry requirements.
Solution Approach 2:
The power bus serves multiple functions: it provides power to all EMAs and simultaneously serves as a single measurement point for detecting the combined braking force. By making the power bus multi-functional, the system eliminates the need for separate measurement wiring while maintaining the ability to indicate braking force accurately.
2Reliability
If separate measurement circuits are used for each EMA, then braking force detection reliability is improved, but circuitry increases
Solution Approach 1:
The patent merges multiple separate measurement circuits into a single measurement circuit located on the common power bus. This single circuit measures the total current drawn by all EMAs combined, providing reliable braking force detection while minimizing circuitry. The merging approach maintains reliability by accurately representing the overall braking state without requiring redundant measurement paths.
3Manufacturing precision
If emergency/park braking signals go through normal braking command interface, then control precision is improved, but circuitry and wiring increase
Solution Approach 1:
The patent extracts the emergency/park braking signal path from the normal braking command interface, creating a separate direct path from the emergency/park brake interface to the EMA drivers. This extraction eliminates unnecessary intermediate circuitry and wiring while maintaining control precision, as the emergency braking signals bypass the normal command interface and go directly to the actuators.
Solution Approach 2:
The braking control system is segmented into two independent paths: normal braking through the BCU and emergency/park braking through a direct interface. This segmentation allows each path to be optimized independently, with the emergency path having simplified wiring and circuitry while the normal path maintains its precision control through the full command interface.
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 solution provides a reliable indication of braking force application with reduced wiring and circuitry, enhancing safety and functionality by measuring current proportional to the braking force, which is applicable during both normal and emergency/park braking operations.
Implementation Method 1
The current drawn is proportional to the braking force being applied by the EMA
Data Source
AI summary
A system for electrical braking of a vehicle comprises a power bus coupled to a first driver associated with a first electromechanical actuator (EMA). The power bus is also coupled to a second driver associated with a second EMA, and the first EMA and the second EMA are associated with a wheel of the vehicle. The power bus provides braking power to the first EMA via the first driver and to the second EMA via the second driver. A normal braking command interface provides a first braking signal to the first driver and a second braking signal to the second driver. An emergency/park brake interface bypasses the normal braking command interface and sends a first emergency/park braking signal to the first driver and a second emergency/park braking signal to the second driver. A sensor measures a current at a single location of the power bus that is proportional to a braking force exerted on the wheel.