Limited-slip brake control system

• US 4,180,223 A
• Filed: 12/28/1977
• Issued: 12/25/1979
• Est. Priority Date: 12/28/1977
• Status: Expired due to Term

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Amberg, Robert L.
• Primary Examiner(s): Eisenzopf, Reinhard J.
• Application Number:
  US05/865,181
• Time in Patent Office: 727 Days
• Field of Search: 303/93, 303/94, 303/95, 303/97, 303/104, 303/105, 303/106, 303/107, 303/110, 303/111, 303/20, 244/111, 361/238, 361/242, 364/426
• US Class Current: 244/111
• CPC Class Codes: B60T 8/1703 for aircrafts

Abstract

A limited-slip brake control system includes a basic deceleration control circuit responsive to a wheel deceleration signal and to a selected reference deceleration signal to provide a first brake control signal which is used to modulate brake pressure applied to a braked wheel of a vehicle in order to maintain the vehicle deceleration at a selected reference deceleration representing a level of brake force generally lying in the nonslip portion of a characteristic Mu/slip curve for the vehicle. A large deviation control circuit is also responsive to the wheel deceleration signal and functions to modify the first brake control signal to cause brake pressure to be reduced when the wheel deceleration exceeds a second reference deceleration representing a level of brake force generally lying in a slip portion of the characteristic Mu/slip curve, or, corresponding to a situation where the braked wheel encounters a sudden decrease in the available coefficient of friction and is forced into a skid by the basic deceleration control circuit. A second brake control signal is also provided by the large deviation control circuit when the actual wheel deceleration exceeds a third reference deceleration, higher than the second reference deceleration, signifying that the braked wheel has gone into a deep skid, which second brake control signal is used to immediately reduce brake pressure. An initial skid circuit functions to modify the first brake control signal to minimize or eliminate the tendency of the basic deceleration control circuit to place the braked wheel into a skid upon the initial application of brake pressure, and a dynamic compensation circuit is responsive to the wheel deceleration signal to provide a compensating brake control signal which is combined with the first brake control signal in order to compensate the brake pressure command represented by the first brake control signal for apparent changes in wheel deceleration occasioned by landing gear strut assembly oscillation.

Claims

1. A limited-slip brake control system for controlling the brake force to be developed by a braking means for a wheel of a vehicle, said limited-slip brake control system comprising:

first means for comparing measured deceleration of the wheel with a selected reference deceleration representing a level of brake force generally lying in a nonslip portion of a characteristic Mu/slip curve for the vehicle, and operative to provide a fixed-level, first output signal generally having a first polarity representing a decrease in brake force when said measured wheel deceleration exceeds said selected reference deceleration and generally having a second polarity representing an increase in brake force when said selected reference deceleration exceeds said measured wheel deceleration, said first output signal switching between said first and said second polarities only when the difference between said measured wheel deceleration and said selected reference deceleration exceed a predetermined amount representing an incremental deceleration less than said selected reference deceleration;

second means for comparing said measured wheel deceleration with a second reference deceleration representing a level of brake force generally lying in a slip portion of said characteristic Mu/slip curve and operative to provide a second output signal when said measured wheel deceleration exceeds said second reference deceleration, said second output signal having said first polarity representing a decrease in brake force and having a level proportional to the amount by which said measured wheel deceleration exceeds said second reference deceleration;

third means for additively combining said first and second output signals to obtain a summed output signal;

fourth means for integrating said summed output signal to obtain a brake control signal representing a desired level of brake force, said brake control signal increasing and decreasing at a rate dependent on the level of said summed output signal; and

fifth means for controlling brake force in inverse proportion to the level of said brake control signal.

2. A limited-slip brake control system as recited in claim 1,

further comprising:

means for providing a wheel speed signal representing a measured rotational speed of the wheel;

means differentiating said wheel speed signal to produce a wheel deceleration signal; and

,

wherein said first means further comprises;

a deceleration select circuit for providing a selected reference deceleration signal representative of said selected reference deceleration;

means for subtractively combining said wheel deceleration signal and said selected reference deceleration signal to produce a first deceleration error signal whose polarity and level are representative of the difference between said wheel speed deceleration signal and said selected reference deceleration signal; and

, a hysteresis circuit responsive to said first deceleration error signal to produce said first output signal.

3. A limited-slip brake control system as recited in claim 1,

further comprising:

means for providing a wheel speed signal representing a measured rotational speed of the wheel;

means differentiating said wheel speed signal to produce a wheel deceleration signal; and

,

wherein said second means comprises;

a source of a second reference deceleration signal representative of said second reference deceleration;

means for subtractively combining said wheel deceleration signal and said second reference deceleration signal to produce a second deceleration error signal whose polarity and level are representative of the difference between said wheel speed deceleration signal and said second reference deceleration signal; and

, means for producing said second output signal in proportion to the level of said second deceleration error signal only when said wheel deceleration signal exceeds said second reference deceleration signal.

4. A limited-slip brake control system as recited in claim 3, wherein said means for producing said second output signal comprises:

a limiting circuit having an input and an output, said second deceleration error signal being coupled to said input, said limiting circuit being operative to pass to its output only that polarity of said second deceleration error signal which is produced when said wheel deceleration signal exceeds its second reference deceleration signal; and

, a gain circuit for producing said second output signal in proportion to the level of said second deceleration error signal passed by said limiting circuit.

5. A limited-slip brake control system as recited in claim 4, wherein said limiting circuit is further operative to limit the maximum level of said second deceleration error signal as passed by said limiting circuit to accordingly limit the maximum level of said second output signal, and, therefore, the maximum rate of brake force decrease represented by said second output signal.

6. A limited-slip brake control system as recited in claim 3, wherein said means for producing said second output signal is operative to limit the maximum level of said second output signal so as to establish a maximum rate of brake force decrease represented by said second output signal.

7. A limited-slip brake control system as recited in claim 1, further comprising:

sixth means for comparing said measured wheel deceleration with a third reference deceleration representing a level of brake force lying in the slip portion of said characteristic Mu/slip curve, said third reference deceleration being higher than said second reference deceleration, and operative to provide a second brake control signal when said measured wheel deceleration exceeds said third reference deceleration, said second brake control signal having said first polarity representing a decrease in brake force and having a level proportional to the amount by which said measured wheel deceleration exceeds said third reference deceleration; and

,

gating means for coupling to said fifth means that one of said brake control or second brake control signals whose level represents a greater reduction in brake force.

8. A limited-slip brake control system as recited in claim 7,

further comprising:

means for providing a wheel speed signal representing a measured rotational speed of the wheel;

means differentiating said wheel speed signal to produce a wheel deceleration signal; and

,

wherein said sixth means comprises;

a source of a third reference deceleration signal representative of said third reference deceleration;

means for subtractively combining said wheel deceleration signal and said third reference deceleration signal to produce a third deceleration error signal whose polarity and level are representative of the difference between said wheel deceleration signal and said third reference deceleration signal; and

means for producing said second brake control signal in proportion to the level of said third deceleration error signal only when said wheel deceleration signal exceeds said third reference deceleration signal.

9. A limited-slip brake control system as recited in claim 8, wherein said means for producing said second brake control signal comprises a limiting circuit having an input and an output, said third deceleration error signal being coupled to said input, said limiting circuit being operative to pass to its output only that polarity of said third deceleration error signal which is produced when said wheel deceleration signal exceeds said third reference deceleration signal;

and, a gain circuit for producing said brake control signal in proportion to the level of said third deceleration error signal as passed by said limiting circuit.

10. A limited-slip brake control system as recited in claim 9, wherein said limiting circuit is further operative to limit the maximum level of said third deceleration error signal as passed by said limiting circuit to accordingly limit the maximum level of said second brake control signal, and therefore, to establish a minimum brake force represented by said second brake control signal.

11. A limited-slip brake control system as recited in claim 1, further comprising an initial skid circuit for minimizing the extent of an initial skid encountered upon the initial application of brake force by the braking means, said initial skid circuit being coupled with said second means and operative to produce a fixed-level, third output signal having said first polarity representing a decrease in brake force only in response to the first time that said wheel deceleration exceeds said second reference deceleration, and having a duration substantially equal to the expected duration of said initial skid;

and, wherein said third means additively combines said first, second and third output signals to obtain said summed output signal.

12. A limited-slip brake control system as recited in claim 11, wherein said initial skid circuit comprises:

a pulse generator providing a constant-duration, pulse generator output signal only when said wheel deceleration initially exceeds said second reference deceleration; and

, a gain circuit for adjusting the level of said pulse generator output signal to produce said third output signal.

13. A limited-slip brake control system as recited in claim 12, wherein said pulse generator comprises:

bistable switching means having first and second states and operative to produce said pulse generator output signal only when in said first state;

means coupled with said second means and operative to switch said bistable switching means to its first state when said wheel deceleration exceeds said second reference deceleration;

timing means responsive to said pulse generator output signal and operative to switch said bistable switching means to its second state at a predetermined time after said bistable switching means switches to its first state; and

,

a lag circuit responsive to said pulse generator output signal for inhibiting said bistable switching means from again being switched to its first state for a period of time greater than that expected for the vehicle to be braked to a complete stop.

14. A limited-slip brake control system as recited in claim 1, further comprising an initial skid circuit for minimizing the extent of an initial skid encountered upon the initial application of brake force by the braking means, said initial skid circuit being coupled with said second means and operative to increase the level of said second output signal at the first time that said wheel deceleration exceeds said second reference deceleration and for a period of time thereafter substantially equal to the expected duration of said initial skid.

15. A limited-slip brake control system as recited in claim 14,

further comprising:

means for producing a wheel speed signal representing a measured rotational speed of the wheel;

means differentiating said wheel speed signal to produce a wheel deceleration signal; and

wherein said second means comprises;

a source of a second reference deceleration signal representative of said second reference deceleration;

means for subtracting said second reference deceleration signal from said wheel deceleration signal to produce a second deceleration error signal whose level is proportional to the amount by which said measured wheel deceleration exceeds said second reference deceleration;

an adjustable gain circuit coupled between said subtracting means and said third means for alternately providing respective first and second, proportionate increases in the level of said second deceleration error signal, said second proportionate increase being larger than said first proportionate increase, and said adjustable gain circuit normally providing said proportionate increase; and

wherein said initial skid circuit is responsive to said second deceleration error signal and operative to control said adjustable gain circuit so that said adjustable gain circuit provides said second, proportionate increase for a predetermined period of time following the first occurrence of said second deceleration error signal.

16. A limited-slip brake control system as recited in claim 1, further comprising a dynamic compensation circuit for compensating for undesirable low-frequency oscillation occurring in said measured wheel deceleration, said dynamic compensation circuit being responsive to said measured wheel deceleration for providing a compensating brake control signal having said first polarity representing a decrease in braking force and having a 90°

or greater phase lead for a range of frequencies in said measured wheel deceleration surrounding the expected frequency of said undesirable, low-frequency oscillation, and a lesser phase lead for all other frequencies in said measured wheel deceleration; and

, means additively combining said compensating brake control signal with said brake control signal to compensate said brake control signal for oscillation therein resulting from said undesirable low-frequency oscillation.

17. A limited-slip brake control system as recited in claim 16, wherein said dynamic compensation circuit includes a double-lead double-lag circuit.

18. In a limited-slip brake control system controlling brake force to be developed by a braking means for a wheel of an aircraft, the wheel being supported by a lightly-damped landing gear strut assembly, the limited-slip brake control system being operative to compare measured deceleration of the wheel with a reference deceleration to obtain a deceleration error signal, and to integrate the deceleration error signal to obtain a brake control signal representing a desired level of brake force, an improvement for compensating the brake control signal for oscillation therein resulting from low-frequency oscillation in the measured wheel deceleration that is produced by the landing gear strut assembly when brake force is developed by the wheel, the improvement comprising a dynamic compensation circuit responsive to measured wheel deceleration for providing a compensating brake control signal having a 90°

or greater phase lead for a range of frequencies in the measured wheel deceleration surrounding the expected frequency of oscillation produced by the landing gear strut assembly in the measured wheel deceleration, and a lesser phase lead for all other frequencies in the measured wheel deceleration; and

, means for combining said compensating brake control signal with said brake control signal to compensate said brake control signal for said oscillation.

19. The improvement as recited in claim 18, wherein said dynamic compensation circuit includes a double-lead double-lag circuit.

20. A method for controlling the brake pressure applied to a brake means for a wheel of a vehicle, comprising the steps of:

causing said brake pressure to increase and decrease at a predetermined rate to produce a wheel deceleration substantially equal to a selected reference deceleration representing a level of brake force to be developed by the brake means which generally lies in a nonslip portion of a characteristic Mu/slip curve for the vehicle;

increasing the rate of brake pressure reduction above said predetermined rate as long as said wheel deceleration exceeds a second reference deceleration representing a level of brake force generally lying in a slip portion of said characteristic Mu/slip curve, said increase in the rate of brake pressure reduction being related to the amount by which said wheel deceleration exceeds said second reference deceleration; and

causing brake pressure to be reduced in inverse proportion to the amount by which said wheel deceleration exceeds a third reference deceleration, said third reference deceleration being greater than said second reference deceleration, as long as said wheel deceleration exceeds said third reference deceleration.

21. A method as recited in claim 20 comprising the additional step of further increasing the rate of brake pressure reduction for a predetermined period of time subsequent to the first time that said wheel deceleration exceeds said second reference deceleration after the application of brake pressure to the braking means.

22. An apparatus forming part of a brake control system for an aircraft, the aircraft including a brake means for a wheel of the aircraft, means for applying brake pressure to the brake means, and a brake valve for reducing brake pressure in inverse proportion to the level of a brake control signal supplied thereto, said apparatus comprising:

means providing a wheel deceleration signal related to the measured deceleration of the wheel;

means responsive to said wheel deceleration signal for providing a first output signal generally having either a fixed positive level or a fixed negative level, respectively depending on whether said measured wheel deceleration is greater or lesser than a selected reference deceleration, said first output signal switching between said positive and negative levels only when the difference between said measured wheel deceleration and said selected reference deceleration exceeds a predetermined amount representing an incremental deceleration less than said selected reference deceleration;

means responsive to said wheel deceleration signal for providing a second output signal as long as said measured wheel deceleration exceeds a second reference deceleration higher than said selected reference deceleration, said second output signal having a positive level determined by the amount that said measured wheel deceleration exceeds said second reference deceleration;

means summing said first and said second output signals to provide a composite output signal;

integrating circuit means for integrating only positive levels of said composite output signal to provide said brake control signal which increases and decreases at a rate determined by the level of said composite output signal; and

means for applying said brake control signal to the brake valve.

23. An apparatus as recited in claim 22, further comprising:

means responsive to said wheel deceleration signal for providing a second brake control signal as long as said measured wheel deceleration exceeds a third reference deceleration higher than said second reference deceleration, said second brake control signal having a positive level determined by the amount that said measured wheel deceleration exceeds said third reference deceleration; and

, means for coupling said second brake control signal to the brake valve in place of said brake control signal whenever said second brake control signal has a level greater than that of said brake control signal.

24. An apparatus as recited in claim 22, further comprising initial skid means for providing a third output having a fixed, positive level and a fixed duration in response to the first occurrence of said second output signal, and wherein said first, second and third output signals are summed in said summing means to produce said composite output signal.

25. An apparatus as recited in claim 22, further comprising initial skid means for proportionately increasing the level of said second output signal for a fixed period of time subsequent to the first occurrence of said second output signal.

26. An apparatus as recited in claim 22, further comprising:

a dynamic compensation circuit responsive to said wheel deceleration signal for providing a compensating brake control signal having a positive level, a 90°

or greater phase lead for a range of frequencies in said wheel deceleration signal surrounding an expected frequency of oscillation in said wheel deceleration signal caused by oscillation of a landing gear strut assembly of the aircraft which supports the wheel and a lesser phase lead for all other frequencies; and

, second summing means combining said brake control signal and said compensating brake control signal to produce a composite brake control signal for application to the brake valve.