Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: Apparatus and associated methods relate to generating a trigger signal in response to detection of a triggering acoustic event sensed by one of a distributed network of optical acoustic sensors mechanically coupled to an aircraft structure. Each of the optical acoustic sensors is configured to generate an optical response signal indicative of an acoustic condition detected by the optical acoustic sensor. A controller receives the optical response signals and generates, if a triggering one of the optical response signals is indicative of a triggering acoustic event, a trigger signal. The controller also determines a location of the specific one of the distributed network of optical acoustic sensors that generated the triggering one of the optical response signals. In some embodiments, the trigger signal is sent to a Health & Usage Monitoring System configured to perform a health scan, in response to receiving the trigger signal, of the aircraft structure.

Abstract: 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.

Abstract: Apparatus and associated methods relate to determining the wavelength of a narrow-band light beam. The narrow-band light beam is passed through an optical filter. The optical filter has complementary and monotonically-varying transmission and reflection coefficients within a predetermined band of wavelengths. The predetermined band of wavelengths includes the wavelength of the narrow-band light beam. A first photodetector detects amplitude of a first portion of the narrow-band light beam transmitted by the optical filter. A second photodetector detects amplitude of a second portion of the narrow-band light beam reflected by the optical filter. The wavelength of the narrow-band light beam is determined, based on a ratio of the determined amplitudes of the first and second portions of the narrow-band light beam transmitted and reflected, respectively.

Abstract: Apparatus and associated methods relate to generating a trigger signal in response to detection of a triggering acoustic event sensed by one of a distributed network of optical acoustic sensors mechanically coupled to an aircraft structure. Each of the optical acoustic sensors is configured to generate an optical response signal indicative of an acoustic condition detected by the optical acoustic sensor. A controller receives the optical response signals and generates, if a triggering one of the optical response signals is indicative of a triggering acoustic event, a trigger signal. The controller also determines a location of the specific one of the distributed network of optical acoustic sensors that generated the triggering one of the optical response signals. In some embodiments, the trigger signal is sent to a Health & Usage Monitoring System configured to perform a health scan, in response to receiving the trigger signal, of the aircraft structure.