Systems and methods for braking aircraft, including braking intermediate main gears and differential braking
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
B64C-025/48
B64C-025/00
출원번호
US-0067053
(2005-02-24)
등록번호
US-7300020
(2007-11-27)
발명자
/ 주소
Steiner,David S.
Vandervoort,Richard D.
출원인 / 주소
The Boeing Company
대리인 / 주소
Perkins Coie LLP
인용정보
피인용 횟수 :
3인용 특허 :
37
초록▼
Systems and methods for braking aircraft are disclosed. These systems and methods can be employed on multi-main gear aircraft to reduce the radius with which the aircraft makes low speed, pivot turns. Further systems and methods can be used to correct the braking behavior of the aircraft during a
Systems and methods for braking aircraft are disclosed. These systems and methods can be employed on multi-main gear aircraft to reduce the radius with which the aircraft makes low speed, pivot turns. Further systems and methods can be used to correct the braking behavior of the aircraft during a turn when the actual or measured braking behavior of the aircraft deviates from the commanded turning behavior. For example, one system includes a controller operatively coupleable amongst a leftmost landing gear, a rightmost landing gear, and an intermediate landing gear of an aircraft. The controller can be configured to direct the application of brakes on wheels of the leftmost landing gear during a left turn, and direct the release of brakes on all wheels of the intermediate landing gear during the left turn. Another system includes a controller coupleable to left and right aircraft brakes, and is configured to receive a first signal corresponding to a commanded turn behavior, a second signal corresponding to an actual turn behavior, and, in response to an error value (based on the first and second signals) exceeding a threshold value, the controller can direct a change in braking force applied to at least one of the left and right aircraft brakes.
대표청구항▼
We claim: 1. A braking system for an aircraft, comprising: a controller operatively coupleable with a non-mechanical link to a leftmost landing gear of an aircraft, a rightmost landing gear of the aircraft, and at least one intermediate landing gear of the aircraft positioned aft of a nose wheel of
We claim: 1. A braking system for an aircraft, comprising: a controller operatively coupleable with a non-mechanical link to a leftmost landing gear of an aircraft, a rightmost landing gear of the aircraft, and at least one intermediate landing gear of the aircraft positioned aft of a nose wheel of the aircraft between the leftmost landing gear and the rightmost landing gear, the at least one intermediate landing gear including a left intermediate landing gear and a right intermediate landing gear, the controller being configured to direct a first braking force to wheels of the leftmost landing gear during a left turn, and no braking force or a second braking force less than the first braking force to wheels of the rightmost landing gear during the left turn, a third braking force applied to the right intermediate gear, and a fourth braking force less than the first braking force to the right intermediate gear, wherein the third braking force is: (a) less than the first braking force and greater than the second braking force if the second braking force is non-zero; and (b) zero if the second braking force is zero. 2. The system of claim 1 wherein the controller includes a computer-readable medium configured to direct the braking forces. 3. The system of claim 1 wherein the controller is configured to: receive a first signal corresponding to a left brake command; receive a second signal corresponding to a right brake command; and direct a third braking force less than the first braking force and greater than zero or the second braking force only when the first brake command and the second brake command are below a first threshold level, and a difference between the first and second brake commands is below a second threshold level. 4. The braking system of claim 1 wherein the controller is configured to: receive a first signal corresponding to a commanded turn behavior; receive a second signal corresponding to an actual turn behavior; determine an error value based on the first and second signals; and in response to the error value exceeding a threshold value, direct a change in braking force applied to at least one of the leftmost and rightmost landing gear. 5. The system of claim 4 wherein the controller is configured to receive a third signal corresponding to a configuration of the aircraft, and wherein the controller is configured not to direct the change in braking force when the third signal corresponds to the aircraft being in a landing configuration. 6. The system of claim 4 wherein the commanded turn behavior includes a commanded yaw rate and a commanded lateral acceleration, and wherein the actual turn behavior corresponds to a measured yaw rate and a measured lateral acceleration. 7. The system of claim 4 wherein the commanded turn behavior includes a commanded yaw rate and a commanded lateral acceleration based on aircraft speed, rudder pedal deflection and brake pedal differential. 8. The system of claim 4 wherein the controller includes a computer-readable medium configured to direct the braking forces. 9. The system of claim 4 wherein directing a change in braking force applied to at least one of the leftmost and rightmost landing gear includes at least partially reducing the difference between the commanded turn behavior and the actual turn behavior. 10. A method for braking an aircraft, comprising: receiving a first brake command corresponding to a brake input for the left side of the aircraft, receiving a second brake command corresponding to a brake input for the right side of the aircraft, the second brake command being less than the first brake command; directing braking inputs, via a non-mechanical link, to a leftmost landing gear of an aircraft, a rightmost landing gear of the aircraft and at least one intermediate landing gear of the aircraft, including a left intermediate gear and a right intermediate gear, both positioned aft of a nose wheel of the aircraft between the leftmost landing gear and the rightmost landing gear, by: directing a first braking force to wheels of the leftmost landing gear during a left turn; directing no braking force or a second braking force less than the first braking force to wheels of the rightmost landing gear during the left turn; directing a third braking force to the left intermediate gear, the third braking force being: (a) less than the first braking force and greater than the second braking force if the second braking force is non-zero; and (b) zero if the second braking force is zero; and directing a fourth braking force greater than the second braking force to the right intermediate landing gear. 11. The method of claim 10, further comprising: receiving a first signal corresponding to a commanded turn behavior for the aircraft; receiving a second signal corresponding to an actual turn behavior of the aircraft; determining an error value based on the first and second signals; and in response to the error value exceeding a threshold value, automatically directing a change in braking force applied to at least one of the leftmost and rightmost landing gear. 12. The method of claim 11, further comprising: receiving a third signal corresponding to a configuration of the aircraft; and not directing the change in braking force when the third signal corresponds to the aircraft being in a landing configuration. 13. The method of claim 11 wherein the commanded turn behavior includes a commanded yaw rate and a commanded lateral acceleration, and wherein the actual turn behavior corresponds to a measured yaw rate and a measured lateral acceleration. 14. The method of claim 11 wherein directing a change in braking force applied to at least one of the left and right aircraft brakes includes at least partially reducing the difference between the commanded turn behavior and the actual turn behavior. 15. A braking system for an aircraft, comprising: a controller operatively coupleable with a non-mechanical link to a leftmost landing gear of an aircraft, a rightmost landing gear of the aircraft, and at least one intermediate landing gear of the aircraft positioned aft of a nose wheel of the aircraft between the leftmost landing gear and the rightmost landing gear, the at least one intermediate landing gear including a left intermediate landing gear and a right intermediate landing gear, the controller being configured to receive a first brake command corresponding to a brake input for the left side of the aircraft, and a second brake command corresponding to a brake input for the right side of the aircraft, the second brake command being less than the first brake command, the controller further being configured to direct a first braking force to wheels of the leftmost landing gear during a left turn, and no braking force or a second braking force less than the first braking force to wheels of the rightmost landing gear during the left turn, and a third braking force applied to the left intermediate gear and a fourth braking force lower than the second brake command to the rightmost landing gear, wherein the third braking force is: (a) less than the first braking force and greater than the second braking force if the second braking force is non-zero; and (b) zero if the second braking force is zero. 16. A braking system for an aircraft, comprising: a controller operatively coupleable with a non-mechanical link to a leftmost landing gear of an aircraft, a rightmost landing gear of the aircraft, and at least one intermediate landing gear of the aircraft positioned aft of a nose wheel of the aircraft between the leftmost landing gear and the rightmost landing gear, the at least one landing gear including a left intermediate landing gear and a right intermediate landing gear, the controller being configured to receive a first brake command corresponding to a brake input for the left side of the aircraft, and a second brake command corresponding to a brake input for the right side of the aircraft, the second brake command being less than the first brake command, and wherein the controller is configured to direct a first braking force higher than the first brake command to wheels of the leftmost landing gear during a left turn, no braking force or a second braking force less than the first braking force and less than the second brake command to wheels of the rightmost landing gear during the left turn, a third braking force to the left intermediate gear, and a fourth braking force to the right intermediate landing gear, the fourth braking force being greater than the second brake command, and wherein the third braking force is: (a) less than the first braking force and greater than the second braking force if the second braking force is non-zero; (b) zero if the second braking force is zero; and (c) lower than the first brake command. 17. A method for braking an aircraft, comprising: receiving a first brake command corresponding to a brake input for the left side of the aircraft; receiving a second brake command corresponding to a brake input for the right side of the aircraft, the second brake command being less than the first brake command; directing braking inputs, via a non-mechanical link, to a leftmost landing gear of an aircraft, a rightmost landing gear of the aircraft and an intermediate landing gear of the aircraft, including a left intermediate gear and a right intermediate gear, both positioned aft of a nose wheel of the aircraft between the leftmost landing gear and the rightmost landing gear, by: directing a first braking force higher than the first brake command to wheels of the leftmost landing gear during a left turn; directing no braking force or a second braking force less than the first braking force to wheels of the rightmost landing gear during the left turn; directing a third braking force to the left intermediate gear, the third braking force being: (a) less than the first braking force and greater than the second braking force if the second braking force is non-zero; and (b) zero if the second braking force is zero; and directing a fourth braking force to the right intermediate gear, wherein the first braking force is higher than the first brake command, the third braking force is less than the first brake command, the fourth braking force is higher than the second brake command, and the second braking force is less than the second brake command.
Faure Alain J. (Toulouse FRX) Geoffroy Alain Y. (Toulouse FRX) Signorelli Louis (Toulouse FRX), Anti-skid aircraft brake control system with hydroplaning protection.
Moser Werner (Munich DEX) v.Tein Volker (Ottobrunn DEX) Dirlewanger Albert (Gauting DEX) Offenbeck Hans (Ottobrunn DEX) Stoeckle Walter (Munich DEX), Automatic direction stabilization system.
Beck Arnold A. (Clinton OH) Ruof Edgar J. (Akron OH) Nedelk John (Massillon OH) Hurley Ralph J. (Mogadore OH) Smithberger Steven R. (North Canton OH), Brake system with brake selection means.
Gentet Pierre (Colomiers FR) Signorelli Louis (Toulouse FR) Geoffroy Alain Yves Louis Marcel (Toulouse FR), Devices for controlling carbon disc brakes, more particularly for aircraft.
Lambing Cynthia L. T. (Kiskiminetas PA) Colpo James A. (Murrysville PA) Herbein William C. (Murrysville PA), Joining metal-polymer-metal laminate sections.
Vogelesang Laurens B. (Nieuwkoop NLX) Meyers Leendert G. (Den Bommel NLX) van Velze Tom M. (Delft NLX), Laminate of metal sheets and continuous filaments-reinforced thermoplastic synthetic material, as well as a process for.
Lasbleis Thierry (Clamart FRX), Method of controlling an electrohydraulic braking apparatus for an aircraft wheel set, and an apparatus for implementing.
Day Delbert E. (Rolla MO) Stoffer James O. (Rolla MO) Barr John M. (Rolla MO), Optically transparent composite material and process for preparing same.
Garesch Carl E. (New Kensington PA) Roebroeks Gerandus H. J. J. (Den Bommel NLX) Greidanus Buwe V. W. (Delft NLX) Oost Rob C. V. (Heerjansdam NLX) Gunnink Jan W. (Nieuwerkerk a/d Ijssel NLX), Spliced laminate for aircraft fuselage.
Gentet Pierre (Colomiers FRX) Geoffroy Alain Y. (Tournefeuille FRX) Caillebotte Alain M. (Toulouse FRX), System for braking an aircraft taxiing on the ground.
Skubic Raymond J. (Florissant MO) Stoffer James O. (Rolla MO) Day Delbert E. (Rolla MO) Baldini Steven E. (St. Charles MO), Transparent composite material.
※ AI-Helper는 부적절한 답변을 할 수 있습니다.