• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Braking system that can reduce wiring without compromising performance. The system includes a data concentrator in the form of a distributed sensor processing unit for receiving brake command signals from a plurality of sensors and, based on the command signals, generating a signal brake control unit for sending to a brake system control unit via a serial connection or the like.
    公开号:FR3037564A1
    申请号:FR1655728
    申请日:2016-06-20
    公开日:2016-12-23
    发明作者:Eric Cahill
    申请人:Goodrich Corp；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION The present invention generally relates to braking systems and more specifically to an aircraft braking system. A typical aircraft today relies heavily on electronics and on-board computer equipment to operate essential systems for safety, navigation, and so on. For most aircraft, the space required for electronic and computer equipment tends to be substantial, and the total volume required remains roughly unchanged regardless of the size of the aircraft. Therefore, the space available on board is valuable, especially in smaller aircraft. The interior space and close to the cockpit of an aircraft has a particularly important value.
    [0002] In addition, current aircraft may have several kilometers of wiring for electrical systems and controls. The very large amount of wiring not only requires a significant installation time in the aircraft but also contributes to its total weight. The present invention provides a braking system that reduces wiring without compromising its functionality. The system includes a data concentrator in the form of a distributed sensor processing unit for receiving brake control signals from a plurality of sensors and, based on the control signals, generating a control signal. braking system to be sent to a control unit of the braking system via a serial connection or the like. The data concentrator may be located remote from the control unit, for example in the cockpit. Therefore, an aircraft braking system comprises a braking assembly having the function of braking at least one wheel of an aircraft, a plurality of sensors associated with one or more respective user interface devices, such as pedals, for detecting the activation of the device and generating a signal in response thereto, a distributed sensor processing unit for receiving the signals from the plurality of sensors and generating a brake control signal, and a unit controlling the braking system for receiving the brake control signal from the distributed sensor processing unit and controlling the braking assembly in response thereto for braking said at least one wheel. The brake system control unit and the distributed sensor processing unit may be connected via a serial link, and the braking assembly may be an electromechanical braking assembly. The brake system control unit may be located remote from the distributed sensor processing unit, and the system may further include a second redundant brake system control unit for receiving the brake control signal. of the distributed sensor processing unit 5 and controlling the brake assembly in response thereto for braking said at least one wheel. The distributed sensor processing unit can be configured to check the status of each of the sensors connected to it. The braking system may have left and right braking assemblies, the distributed sensor processing unit being configurable to resolve the braking level imposed on the respective left and right braking assemblies. An aircraft comprising the aircraft braking system may comprise a control unit of the braking system located remotely from a cockpit of the aircraft, the distributed sensor processing unit being located inside the station. piloting. FIG. 1 schematically illustrates an example of an aircraft having at least one electromechanical braking system according to the invention. FIG. 2 is a block diagram of an exemplary aircraft braking system according to the invention. FIG. 3 schematically illustrates an example of a brake input sensor and distributed brake pedal processor device according to the invention.
    [0003] FIG. 4 schematically illustrates another example of a brake input sensor and distributed brake pedal processor device according to the invention. In the following description, identical components are designated by the same reference numerals even if they appear in different embodiments. To illustrate one or more embodiments of the invention in a clear and concise manner, the drawings may not be scaled and some details may be represented in relatively schematic form. The principles of the invention will be described hereinafter with reference to the drawings. Since the invention has been designed and developed for use in an aircraft braking system, it will be essentially described here in this context. However, the principles of the invention, in their broadest sense, can be adapted to other types of braking systems. Referring firstly to FIG. 1, an aircraft 10 comprises at least one electromechanical braking system associated with a wheel of the aircraft. An example of an electromechanical braking system of the invention is described below. The illustrated aircraft is considered to represent a generic aircraft and not a particular aircraft make or model. The aircraft 10 comprises a landing gear 12. The landing gear 12 may comprise a mobile train support 14 and wheels 16. One or more of the wheels 16 may or may have a braking system 20 for braking the landing gear. wheel 16. A braking system typically uses four pedals for its activation: the left and right pilot brake pedals and the co-pilot's left and right brake pedals. Each pedal may comprise two sensors, for example variable linear displacement transducers (Linear Variable Displacement Transducer (LVDT)), and each sensor may typically be associated with five cables. Such systems generally comprise two brake control channels.
    [0004] Some of them are primary / backup type systems and others are internal (IB for InBoard) and external (OB for OutBoard) (IB / OB) systems. As will be described, a brake system control unit (BSCU) connected to the pedals includes hardware and software for supporting the brake pedals. In general, such braking systems are redundant because of the presence of the IB (lane 1) / OB (lane 2) or Primary (lane 1) / lane (lane 3) lanes. In general, the redundancy is implemented in all the systems so that the loss of a brake actuator does not lead to the loss of the entire braking. The aircraft, even if it uses a primary / backup architecture, notably comprises elements of an IB / OB system since the balancing of left / right and right / left braking is important. If the aircraft 20 lost the ability to brake one of the landing gear, the application of the remaining brakes would be problematic since, if applied, the aircraft would abruptly steer in the direction of the landing gear. landing on which the brakes are applied. Referring to FIG. 2, a block diagram illustrates an exemplary braking system 20 of the invention for the aircraft 10. The braking system 20 is an exemplary architecture for meeting redundancy and typical performance for an aircraft. Such an architecture is presented by way of example to illustrate the context in which the principles of the invention can be implemented. Note however that the invention can be used with other braking systems and with systems other than braking systems. Therefore, the invention is not limited to the particular architecture illustrated herein. The system 20 comprises two brake system control units (BSCU) 22 respectively designated BSCU1 and BSCU2. The BSCU1 and BSCU2 units are redundant and are both configured to make available an input / output interface for the on-board electronics 23 located inside a cockpit 24 of the aircraft 10, for example via a bus or network. In addition, the BSCU1 and BSCU2 units both contain circuitry (for example, a processor for executing a logic implemented in the form of executable code) for performing higher level braking control and executing Traction control algorithm processing functions. In accordance with the invention, a Distributed Brake Pedal Processor (DBPP) 25 receives proportional braking command signals from multiple transducers 26 associated with user interface devices, such as only brake pedals or park / emergency brake switches or levers, etc. For example, each of the respective left and right brake pedals of a pilot and a co-pilot may be associated with two transducers 26 (for example, a total of eight transducers). The BSCU1 and BSCU2 receive each of the braking command signals of the DBPP 25 via a serial link 32. The BSCU1 and BSCU2 units process the signals from the DBPP 25 based on the braking control algorithms. and anti-slip means for producing a signal or a set of braking command signals. The braking command signal or signals is or are provided to electromechanical actuator controllers (EMACs). The particular braking and anti-slip control algorithms used by the electromechanical actuator controllers BSCU 22 units may be conventional. For this reason, it will be omitted, for brevity, to provide more details concerning them in the present description. The BSCU1 and BSCU2 units each provide braking commands and also communicate with the EMAC controllers 27 via an appropriate infrastructure, for example a bus or a network. In the illustrated system, there are four EMAC controllers 27 respectively designated EMAC Gauchel, EMAC Gauche2, EMAC Droitl and EMAC Droit2. As illustrated in FIG. 2, each EMAC 27 is connected to the BSCUs 22 to receive braking commands (also referred to as input commands or input braking commands) from each of the BSCUs 22. Each EMAC 27 contains circuits (for example a processor for executing logic implemented as executable code) for converting the brake commands into a motor current order. Each EMAC 27 further contains a current circuit for generating an engine drive signal based on the current engine control.
    [0005] EMAC controllers 27 may also simply be referred to as controllers 27. Controllers 27 receive left and right braking commands from BSCUs 22 and provide the motor drive signal to brake actuators. Also referred to as electromechanical actuators 28 or more simply, actuators 28, for driving an actuating component to an ordered position. Controlled braking can thus be achieved.
    [0006] For each wheel 16, there may be multiple actuators 28 for applying a braking force to a brake disk stack 30 in response to electrical control signals, or an engine drive signal, provided therein. 27. For example, the controllers 27 may be paired so that one of the controllers 27 of a pair controls half of the actuators 28 for a left wing landing gear 14L. or for an associated right wing landing gear 14R. The controlled actuators 28, for any of the controllers 27, may be on different wheels 16, as illustrated, or on the same wheel 16, in which case a single controller 27 can control all the actuators 28 associated with one wheels 16.
    [0007] As can be appreciated, the DBPP 25 may be mounted within the cockpit 24 in association with the transducers 26. Thus, unlike prior systems in which each transducer 26 was individually connected to each of the BSCU1 and BSCU2 units. The present invention makes it possible to have only one connection via the serial link 32. Therefore, redundancy can be achieved by using less wiring during the installation and / or the BSCU units can be placed at a distance from the cockpit 24 without this requiring the passage of long cable lengths from each transducer 26. This can lead to a decrease in the weight of the aircraft compared to an aircraft comprising a system conventional braking. The DBPP 25 may be configured to perform various operations in addition to receiving the pedal sensor signals, for example, checking the status of each transponder and resolving the braking level applied to the respective left and right brakes (including including arbitration between pilot and co-pilot). This may include, for example, determination of the appropriate order based on various sensor curves. The DBPP 25 then transmits the braking command signal through a high rate serial connection 32 to the BSCU1 and BSCU2 units. If we now look at Figures 3 and 4, these schematically illustrate two other examples of embodiments of the invention. In Fig. 3, respective right and left pedals PL and PR both for a pilot and a co-pilot are each associated with a redundant pair of transducers 26 for generating a signal in response to the movement of a pedal. The respective transducers 26 for the pilot and co-pilot are connected to respective DBPP units. Each DBPP 25 is configured to resolve a left brake command and a right brake command based on the movement of the respective left and right pedals PL and PR. In this embodiment, each DBPP unit 25 shares its left and right braking signals and other information (e.g., the state of the sensors, etc.), with the other DBPP unit 25 through a serial link or otherwise to provide redundancy and / or determine a single braking level 3037564 6 left / right (LH / RH). Each DBPP unit 25 further communicates with a respective BSCU unit (22) to thereby provide braking signals corresponding to the four pedals. Each BSCU 22 can be connected to various EMAC controllers and has the function of controlling the brakes as described above, including for example an arbitration between the braking signals of the pilot and co-pilot. Figure 4 illustrates another DBPP pedals and processing unit sensor system. In this embodiment, a separate DBPP unit is provided for each pair of transducers 26 associated with respective left and right pedals for both a pilot and a co-pilot. Each DBPP unit 25 resolves a braking signal based on the movement of its respective pedal and shares this braking signal with the other DBPP units 25. Each DBPP unit 25 then transmits all four brake pedal signals to the BSCU units. 22. As a variant, only one of the DBPP units associated with the pilot and co-pilot can transmit all of the four braking signals to the BSCU unit 22. As can be noted, each DBPP unit 25 can also check the status of the sensors, etc., while the BSCUs 22 may, for example, arbitrate between the braking signals of the pilot and co-pilot. Alternatively, the arbitration between pilot and co-pilot signals could be performed by one or more of the DBPP units 25. Certain aspects of the invention may be useful during installation due to the fact that it is provided to the installer the necessary information in return. The distribution of pedal logic 20 in the cockpit via the DBPP units 25 can simplify the manufacture and assembly of the braking system. For example, the braking system wiring between the cockpit and the BSCU 22 units, although still required, allows the replacement of eight five-conductor shielded cables (eg one cable per transducer) with a pair of cables. shielded with two conductors (redundant serial lines) or with a pair of shielded three-conductor cables (for analogue signals (LH +, RH +, GND)). As the cable up to the BSCU units can, in some installations, be very long, this can lead to a significant reduction in weight and simplifies the management of the cables. In addition, the BSCU 22 units themselves can be less complex, smaller and lighter.
    [0008] It should be noted that the DBPP units of the invention can perform many of the tasks usually performed by a BSCU unit. As an example, a DBPP unit could perform some or all of the following functions: 1) Determine if the brake pedals are working properly 2) Deduct the value (percentage of application) of the braking order 35 3) Solve the action in front of be performed if a single sensor or if multiple sensors fail 4 4) Calculate which of the left pedals (the pilot or co-pilot) should be used for the left landing gear brakes 5) Calculate which of the right pedals (that of the pilot or co-pilot) must be used for the right landing gear brakes 5 6) Convert the left and right braking percentages into ordered braking levels 7) Resolve locally sensor problems (eg related problems While the invention has been illustrated and described in the context of an embodiment or preferred embodiments, it is not possible to That equivalent transformations or modifications may be apparent to other persons skilled in the art upon reading this specification and the accompanying drawings. With particular reference to the various functions performed by the elements described above (components, assemblies, devices, compositions, etc.), the terms (including those which refer to a "means") used to describe these elements are deemed to correspond, unless otherwise indicated, to any element fulfilling the specified function of the element described (ie to the element which is functionally equivalent), even if it is not structurally equivalent to the disclosed structure embodying the function in the example or exemplary embodiments of the invention illustrated herein. In addition, although a particular feature of the invention may have been described above with respect to one or more of the multiple illustrated embodiments, this feature may be combined with one or more of the other features of the other embodiments. embodiments, in a manner that may be desired and advantageous for any given or particular application.
    权利要求:
    Claims (11)
    [0001]
    REVENDICATIONS1. An aircraft braking system having a braking assembly operative to brake at least one wheel of an aircraft, a plurality of sensors associated with one or more respective user interface devices for detecting activation of the device and generating a signal responsive thereto, a distributed sensor processing unit for receiving the signals from the plurality of sensors and generating a brake control signal, and a braking system control unit for receiving the brake control signal from the distributed sensor processing unit and controlling the brake assembly in response thereto for braking said at least one wheel, said distributed sensor processing unit being configured to check the status of each sensor connected to it.
    [0002]
    Aircraft braking system according to claim 1, wherein the braking system control unit and the distributed sensor processing unit are connected via a serial link.
    [0003]
    The aircraft braking system of claim 1, wherein the braking assembly is an electromechanical braking assembly.
    [0004]
    The aircraft brake system of claim 1, wherein the user interface device is a brake pedal.
    [0005]
    Aircraft braking system according to claim 1, wherein the control unit of the braking system is located at a distance from the distributed sensor processing unit.
    [0006]
    The aircraft braking system of claim 1, further comprising a second redundant braking system control unit for receiving the brake control signal from the distributed sensor processing unit and controlling the same. braking assembly in response thereto for braking said at least one wheel.
    [0007]
    The aircraft braking system of claim 1, wherein the braking assembly is a hydraulic braking assembly.
    [0008]
    An aircraft braking system according to claim 1, including left and right braking assemblies for braking respective left and right wheels of an aircraft, wherein the distributed sensor processing unit is configured to resolve the level. braking applied to the respective left and right braking assemblies. 3037564 9
    [0009]
    9. Aircraft comprising a plurality of wheels and comprising the braking system according to one of claims 1 to 8 for braking at least one of the wheels.
    [0010]
    10.A aircraft according to claim 9, wherein the control unit of the braking system is located at a distance from a cockpit of the aircraft. 5
    [0011]
    11. An aircraft according to claim 9, wherein the distributed sensor processing unit is located inside a cockpit of the aircraft.
    类似技术:
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    EP3730401A1|2020-10-28|Method for automatic braking of an aircraft
    EP1818741A1|2007-08-15|Electronic interface for an automobile control pedal
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    同族专利:
    公开号 | 公开日
    US20100280725A1|2010-11-04|
    FR2945028A1|2010-11-05|
    FR3037564B1|2017-09-01|
    GB2469892B|2013-10-16|
    US8565939B2|2013-10-22|
    GB0922002D0|2010-02-03|
    FR2945028B1|2016-08-05|
    GB2469892A|2010-11-03|
    引用文献:
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    US10328872B2|2016-06-29|2019-06-25|Hamilton Sundstrand Corporation|Methodology for simplification of aircraft harnessing in multi-redundant control systems|
    US10259569B2|2016-10-17|2019-04-16|Goodrich Corporation|Systems and methods for emergency aircraft brake operation|
    US10179576B2|2017-04-18|2019-01-15|Goodrich Corporation|Brake control system with disabling features|
    US10131329B1|2017-06-23|2018-11-20|Goodrich, Corporation|Brake system power arbitration|
    法律状态:
    2016-12-02| PLFP| Fee payment|Year of fee payment: 8 |
    2016-12-23| PLSC| Publication of the preliminary search report|Effective date: 20161223 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 9 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 11 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 12 |
    2021-11-18| PLFP| Fee payment|Year of fee payment: 13 |
    优先权:
    申请号 | 申请日 | 专利标题
    US12/432,918|US8565939B2|2009-04-30|2009-04-30|Distributed pedal system for aircraft|
    FR0959357A|FR2945028B1|2009-04-30|2009-12-22|BRAKING SYSTEM FOR AIRCRAFT|
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