Goodrich Corporation

Efrem E Ayichew

Eric Daniel Cahill

Marc Georgin

Paul R Burte

Michael Abbott

Paul L Summers

Richard A Kolk

Michael Kordik

Herbert Stanley Summers, Iii

Brian Keith Zell

Thomas M Fink

Gregory Hickey

Lane B Robbins

David B Stein

Casey Canan

Clifton Randolph Boggs

Richard Kolk

Eric Meraz

Brian Ralph

Clifton R Boggs

Thomas Fink

A method for controlling brakes includes receiving, by a controller, a first wheel speed from a first wheel speed sensor of a first wheel arrangement, receiving, by the controller, a second wheel speed from a second wheel speed sensor of a second wheel arrangement, calculating, by the controller, a pressure correction, and adjusting, by the controller, a pressure command for at least one of the first wheel arrangement and the second wheel arrangement.

Brake load balance and runway centering techniques

A system includes a first brake actuator for controlling pressure applied to a first brake, a BCU configured to receive a first plurality of inputs and to output a first BCU control signal for controlling the first brake actuator based on the first plurality of inputs, and a first switch coupled between the first brake actuator and the BCU. The system also includes a backup controller designed to receive a second plurality of inputs, determine a first backup control signal for controlling the first brake actuator based on the second plurality of inputs, determine that the BCU is functioning improperly based on the second plurality of inputs, and control the first switch to prevent the first BCU control signal from controlling the first brake actuator and to output the first backup control signal to the first brake actuator in response to determining that the BCU is functioning improperly.

Primary brake control system with alternate vehicle system override

A brake control system (BCS) may comprise a first controller, a second controller in electronic communication with the first controller, and a valve comprising a first coil and a second coil. The first controller may be configured to actuate the valve via the first coil. The second controller may be configured to actuate the valve via the second coil. The first controller may be configured to disable the second controller to take over control of the valve.

Arbitration of multiple systems using shared components

A brake control system may comprise an inertial sensor coupled to an axle and configured to measure a linear acceleration of the axle and an antiskid control (ASK) in electronic communication with the inertial sensor, wherein at least one of the inertial sensor or the ASK calculate a linear velocity of the axle based on the linear acceleration, and the ASK uses the linear velocity to calculate a wheel slip speed.

Antiskid brake control system with axle-mounted inertial sensor

Braking control systems, such as for an aircraft, use a hydraulic failure isolation valve intermediate an accumulator power source and a dual valve assembly for mechanical operation when a hydraulic power source experiences a disruption.

Hydraulic failure isolation valve

A method for controlling brakes may comprise receiving, by a controller, a yaw rate from an inertial sensor, calculating, by the controller, a force correction, calculating, by the controller, a pressure correction, and adjusting, by the controller, a pressure command for a brake control device.

Systems and methods for an aircraft emergency and park brake system are disclosed. The emergency and park brake system may comprise an emergency and park brake controller. The emergency and park brake controller may be configured to receive brake signals from mechanical and electrical inputs, generate a braking command comprising data from the brake signal, and transmit the braking command to control braking force. The emergency and park brake controller may receive brake signals from multiple locations including from the aircraft and from a remote location.

Systems and methods for aircraft emergency and park brakes

An electrically controlled park and emergency brake system is disclosed. The brake system may comprise a brake control module having a shut-off valve in fluid communication with an outboard servo-valve and an inboard servo-valve. An emergency/park power source may supply fluid to the shut-off valve. The brake system may also comprise a vehicle management system in electronic communication with the brake control module. The brake system may also comprise mechanical inputs, including a wheel well brake handle and a cockpit brake handle. The brake system may also comprise redundant emergency/park power sources.

Electrically controlled park and emergency valve assembly

A brake system for an aircraft is provided according to various embodiments. The system may include a left pedal arrangement comprising a left pedal, a first left sensor to generate a first left signal in response to translation of the left pedal. The system also includes a right pedal arrangement comprising a right pedal, a first right sensor to generate a first right signal in response to translation of the right pedal. Normal brake control logic controls the brake system in response to a normal condition being set. The normal brake control logic commands a left brake based on the left signal, and a right brake based on the first right signal. Emergency brake control logic controls the brake system in response to an emergency condition being set. The emergency brake control logic commands a same force to the left and right brakes based the left and right signals.

Systems and methods for emergency aircraft brake operation

A brake system may comprise a controller, a vehicle management system (VMS) in communication with the controller, a valve in communication with the controller, and a tangible, non-transitory memory configured to communicate with the controller, the tangible, non-transitory memory having instructions stored thereon that, in response to execution by the controller, cause the controller to perform operations comprising determining, by the controller, that a first enable signal is received by the controller from the VMS, determining, by the controller, that a second enable signal is received by the controller from the VMS, and disabling, by the controller, the controller from control of the valve in response to the first enable signal and the second enable signal.

Brake control system with disabling features

A valve includes an electrical park valve configured to receive an electrical park signal and to allow hydraulic fluid to flow through a first electrically-controlled channel in response to the signal indicating a parking request, and a main valve configured to receive the hydraulic fluid from the first electrically-controlled channel and to allow the hydraulic fluid to flow to a braking actuator in response to receiving the hydraulic fluid. The valve also includes an electrical emergency control valve configured to allow the hydraulic fluid to flow through a first control channel in response to a request for emergency braking. The valve also includes an emergency enable valve configured to receive the hydraulic fluid from the first control channel and to allow the hydraulic fluid to flow to the braking actuator in response to receiving the hydraulic fluid from the electrical emergency control valve.

Electrically activated park and emergency valve with on-valve manual actuation feature

A hydraulic park brake system for an aircraft may include a hydraulic park brake controller having a processor and a tangible, non-transitory memory configured to communicate with the processor. The tangible, non-transitory memory may have instructions stored thereon that, in response to execution by the processor, cause the hydraulic park brake system to perform various operations. Such operations may include receiving, by the processor, a hydraulic park brake condition, comparing, by the processor, the hydraulic park brake condition with a predetermined condition to yield comparison data, and determining, by the processor and based on the comparison data, a hydraulic park brake adjustment status. Such operations may further include generating, by the processor and based on the hydraulic park brake adjustment status, an adjustment command and transmitting, by the processor, the adjustment command to a hydraulic park brake of the aircraft.

Hydraulic park brake system and method

A pressure reducer valve includes a first chamber having a first spring and a first volume for receiving an output fluid having an actual output pressure that equals the desired output pressure in response to the pressure reducer valve achieving equilibrium and a second chamber having a second spring and a second volume for receiving a return fluid having a return pressure that is less than the desired output pressure and the input pressure of an input fluid. The pressure reducer valve further includes a main shaft exposed to the first spring and the output fluid from the first chamber and the second spring and the return fluid from the second chamber such that the main shaft may move relative to the first chamber and the second chamber based on forces applied by the first spring, the output fluid, the second spring, and the return fluid.

Brake pressure reducer valve with input pressure change compensation

Systems and methods for emergency brake systems are provided herein. In this regard, a brake system may comprise a summing lever having a first end and a second end, a brake handle coupled to the first end of the summing lever, the brake handle rotatably coupled about a first axis, and a linear actuator having a plunger, the plunger being coupled to the second end of the summing lever. In various embodiments, an idler link may be coupled between the brake handle and the first end of the summing lever. The brake system may further comprise a brake cable coupled between the summing lever and a brake metering valve. The brake metering valve may be actuated in response to at least one of the brake handle being rotated about the first axis or the linear actuator being actuated.

Emergency brake system with dual input

The present disclosure provides systems and methods for stiction tolerant brake force estimation. In various embodiments, a method for stiction tolerant brake force estimation may comprise receiving, by a controller, a first motor state at a first time, calculating, by the controller, a first uncompensated brake force estimate based upon the first motor state, calculating, by the controller, a first linear speed based upon the first motor state, and calculating, by the controller, a first stiction compensated brake force estimate based upon at least one of the first linear speed and the first uncompensated brake force estimate.

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Troy, OH, United States of America

Efrem E Ayichew