Goodrich Corporation

Tyler Arsenault

Naison E Mastrocola

Marc Georgin

Michael Abbott

Resham Bains

A system for multi-mode autobrake control may comprise a wheel speed sensor and a BCU electrically coupled to the wheel speed sensor. A tangible, non-transitory memory may be configured to communicate with the BCU and may have instructions stored thereon that, in response to execution by the BCU, cause the BCU to perform operations comprising receiving a wheel speed signal from the wheel speed sensor, inputting the wheel speed signal into an antiskid filter and a nominal filter, calculating an estimated aircraft deceleration rate, and determining an autobrake pressure command based on the estimated aircraft deceleration rate.

Systems and methods for antiskid tolerant multi-mode autobrake control

A braking system is disclosed. In various embodiments, the braking system includes a brake stack; an actuator configured to apply a compressive load to the brake stack; a servo valve coupled to a power source and to the actuator; and a brake control unit configured to operate the servo valve at a current ramp rate in response to a pedal deflection signal, wherein the current ramp rate is determined via a relationship between the current ramp rate and a brake pressure command signal.

Aircraft brake system

A braking system including a brake actuator, a control valve, a control assembly, and at least one pressure sensor. The control valve is disposed to direct hydraulic fluid to the brake actuator at a rate corresponding to a magnitude of a control signal. The control assembly includes a mixed-mode control system. The at least one pressure sensor is configured to measure a pressure of the hydraulic fluid to the brake actuator. The control assembly is configured to determine a position of the brake actuator. The mixed-mode control system is configured to determine a position command and a pressure command. The mixed-mode control system is configured to adjust the magnitude of the control signal based on at least one of the position command and the pressure command so as to reposition the brake actuator from a first position to a second position.

Hydraulic braking system and method

A brake assembly may comprise a brake stack including a plurality of rotors and a plurality of stators. A piston assembly may be configured to apply a force to the brake stack. A brake control valve may be mounted to the piston assembly and fluidly coupled to a fluid inlet of the piston assembly.

Distributed brake control systems and methods for high efficiency antiskid performance

A method for cooling a brake system is disclosed. In various embodiments, the method includes determining a turnaround time parameter; determining a time to cool parameter; determining a parameter difference between the time to cool parameter and the turnaround time parameter; and adjusting a flow of air directed at the brake system based on the parameter difference.

Brake temperature and turnaround time estimation systems and methods

An antiskid controller for controlling braking operation of a wheel of a vehicle based on an output signal provided by a wheel speed sensor coupled to the wheel may comprise a delay toggle, a switch logic for switching between an initial rate and a running rate, and a linear control used for calculating an antiskid correction signal, wherein the linear control receives one of the initial rate and the running rate, depending on a state of the switch logic. The linear control receives the initial rate upon initialization of the antiskid controller. The linear control receives the running rate after a predetermined duration or after the linear control has converged on a desired solution.

Systems and methods for rapid convergence antiskid initialization

A braking system includes a brake actuator, a control valve, a control assembly, at least one pressure sensor, and at least one flow sensor. The control valve is disposed to direct hydraulic fluid to the brake actuator at a rate corresponding to a magnitude of a control signal. The at least one flow sensor and the at least one pressure sensor, in communication with the control assembly, are disposed between the control valve and the brake actuator and configured to measure a respective flow rate and pressure of the hydraulic fluid to the brake actuator. The control assembly is configured to ramp the control signal from a first signal level to a second signal level at a predetermined rate of change. The control assembly is configured to determine a flow-based position of the brake actuator based on the flow rate.

An electronic brake system for a vehicle may comprise an electromechanical actuator (EMA) arrangement located at a first location and comprising an EMA and a transmitter unit, and an electronic brake actuator controller (EBAC) located at a second location remote from the first location and comprising a receiver. The transmitter unit is configured to receive an analog sensor signal, convert the analog sensor signal to a digital sensor signal, and send the digital sensor signal to the receiver.

Local digital conversion for force and position signals for electric actuation control

Apparatus and associated methods relate to controlling a brake mechanism during braking operation to provide near-maximal braking power. Maximal braking power occurs at when the wheel slip has a target value. Wheel slip can be monitored during braking operation so as to be used in control the brake mechanism to operate at the maximal braking power. The braking power is modulated so as to dither the braking power about a nominal braking power. The monitored wheel slip will have a dither component in response to the dithering of the braking power. A volatility of the dither component of the monitored wheel slip can be indicative of nominal braking power proximity to the maximal braking power. A nominal brake signal can be generated so as to change the nominal braking power in the direction of the maximal braking power based on the volatility of the dither component of the monitored wheel slip.

System for maintaining near-peak friction of a braking wheel

An electro-hydrostatic brake system includes a motor controller configured to receive a brake command, a motor in electronic control communication with the motor controller, and a pump mechanically coupled to the motor. In various embodiments, the electro-hydrostatic brake system further includes a hydraulic tank fluidly coupled in fluid providing communication with the pump, a hydraulic pressure rail fluidly coupled in fluid receiving communication with the pump, and a brake actuator in fluid communication with the hydraulic pressure rail and configured to exert a braking force on a wheel, wherein the braking force is directly modulated by the motor and/or the pump.

Electro-hydrostatic brake control

A method for measurement of contact maintaining control valve current for a hydraulic actuator may comprise sending, by a brake controller, a current signal to an electromechanical valve assembly, receiving, by the brake controller, a pressure feedback signal, increasing, by the brake controller, a value of the current signal, and determining, by the brake controller, a contact current value based upon the pressure feedback signal.

Measurement of contact maintaining control valve current for a hydraulic actuator

A method for controlling a braking operation applied to a wheel of a wheel assembly includes receiving a command signal in proportion to an amount of braking requested at an input device; outputting a control signal in proportion to the command signal; receiving a wheel speed signal indicative of a speed of the wheel; calculating an adjustment signal in proportion to the wheel speed signal; providing a modified control signal to a brake actuator based on the control signal and the adjustment signal; and continually resetting a reset schedule based on the wheel speed signal.

Brake variation derived controller re-set schedule

A hydraulic brake control system for controlling braking action applied to a wheel includes a brake control unit (BCU) that receives a command signal, a hydraulic actuator that communicates with the BCU through a control valve and a hydraulic power source, the hydraulic actuator also communicating with a position sensor and a pressure sensor, and a wheel assembly configured for operating with the hydraulic actuator to apply a braking torque to a component of the wheel assembly as a result of hydraulic power provided from the hydraulic power source through the control valve to the hydraulic actuator, wherein the BCU is configured to operate the hydraulic brake control system in a position mode and in a pressure mode.

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Dayton, OH, United States of America

Tyler Arsenault