U.S. patent application number 13/745001 was filed with the patent office on 2013-05-23 for antiskid control unit and data collection system for vehicle braking system.
This patent application is currently assigned to HYDRO-AIRE, INC., A SUBSIDIARY OF CRANE CO.. The applicant listed for this patent is Hydro-Aire, Inc. a subsidiary of Crane Co.. Invention is credited to Garrett H. DeVlieg, John Gowan.
Application Number | 20130131891 13/745001 |
Document ID | / |
Family ID | 35240473 |
Filed Date | 2013-05-23 |
United States Patent
Application |
20130131891 |
Kind Code |
A1 |
Gowan; John ; et
al. |
May 23, 2013 |
ANTISKID CONTROL UNIT AND DATA COLLECTION SYSTEM FOR VEHICLE
BRAKING SYSTEM
Abstract
A wheel speed transducer including a magnetic device associated
with a wheel and a sensor device associated with the axle of the
wheel provides data indicative of the velocity of the wheel. A
processor located at the axle receives the wheel speed data and
processes it to perform antiskid control functions. The velocity
data is stored in a data concentrator also associated with the
axle. A tire pressure sensor, a brake temperature sensor and a
brake torque sensor, each associated with the wheel, send data to
the processor at the axle, for storage in the data concentrator. A
transmitting antenna associated with the axle and in communication
with the data concentrator transmits stored data to a receiving
antenna associated with the wheel. A data port at the wheel and in
communication with the receiving antenna provides an interface to
an external device for receiving the data.
Inventors: |
Gowan; John; (Edmonds,
CA) ; DeVlieg; Garrett H.; (Bellevue, WA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Hydro-Aire, Inc. a subsidiary of Crane Co.; |
Burbank |
CA |
US |
|
|
Assignee: |
HYDRO-AIRE, INC., A SUBSIDIARY OF
CRANE CO.
Burbank
CA
|
Family ID: |
35240473 |
Appl. No.: |
13/745001 |
Filed: |
January 18, 2013 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
13171433 |
Jun 28, 2011 |
8359147 |
|
|
13745001 |
|
|
|
|
12860597 |
Aug 20, 2010 |
7991531 |
|
|
13171433 |
|
|
|
|
12356972 |
Jan 21, 2009 |
7805233 |
|
|
12860597 |
|
|
|
|
10841257 |
May 6, 2004 |
7489996 |
|
|
12356972 |
|
|
|
|
Current U.S.
Class: |
701/1 |
Current CPC
Class: |
G01L 5/28 20130101; G07C
5/085 20130101; G01P 3/443 20130101; B60T 8/1703 20130101; G01P
1/16 20130101; B60T 8/171 20130101; G01P 1/122 20130101 |
Class at
Publication: |
701/1 |
International
Class: |
G01L 5/28 20060101
G01L005/28 |
Claims
1. A method of providing information related to the operation of a
wheel on an axle of a moving vehicle, the wheel including a wheel
brake and a tire, the method comprising the steps of: transmitting
at least one of wheel speed, tire pressure, brake torque and brake
temperature data from a transmitting antenna associated with a
radio frequency data port at the wheel; receiving said at least one
of wheel speed, tire pressure, brake torque and brake temperature
data from said transmitting antenna at a receiving antenna
associated with said radio frequency data port at the wheel; and
providing said at least one of wheel speed, tire pressure, brake
torque and brake temperature data to said radio frequency data port
at the wheel to provide access at the wheel to said at least one of
corresponding wheel speed, tire pressure, brake torque and brake
temperature data.
2. A method of providing information related to the operation of a
wheel on a hollow axle of a moving vehicle, the moving vehicle
including an antiskid unit operative to generate operation
information data related to operation of the wheel, the antiskid
unit being associated with the hollow axle, the method comprising
the steps of: transmitting the operation information data from a
transmitting antenna of a radio frequency data port at the wheel;
receiving the operation information data transmitted from said
transmitting antenna at a receiving antenna of the radio frequency
data port at the wheel; and providing the operation information
data received at the wheel to said radio frequency data port at the
wheel to provide access to the operation information data at the
wheel.
Description
RELATED APPLICATIONS
[0001] This Application is a continuation of U.S. Ser. No.
13/171,433, filed Jun. 28, 2011, which is a divisional of U.S. Ser.
No. 12/860,597, filed Aug. 20, 2010, now U.S. Pat. No. 7,991,531,
issued Aug. 2, 2011, which is a continuation of U.S. Ser. No.
12/356,972, filed Jan. 21, 2009, now U.S. Pat. No. 7,805,233,
issued Sep. 28, 20010, which is a continuation of U.S. Ser. No.
10/841,257, filed May 6, 2004, now U.S. Pat. No. 7,489,996, issued
Feb. 10, 2009, the entire contents of which are incorporated herein
by reference.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The invention relates generally to vehicle braking systems,
and more particularly, to an antiskid system that controls the
deceleration of the vehicle wheels and collects information related
to the operation of the vehicle braking system.
[0004] 2. Description of Related Art
[0005] Antiskid braking systems have been provided on commercial
and large turbine aircraft to aid in the deceleration of aircraft
upon landing. Modern antiskid systems typically optimize braking
efficiency by adapting to runway conditions and other factors
affecting braking to maximize deceleration, corresponding to the
level of brake pressure selected by the pilot. In conventional
antiskid braking systems, brakes are typically applied mechanically
through a metering valve by the pilot. As soon as the wheel brake
pressure approaches the skid level, such as when an initial skid is
detected, the antiskid control system is initialized.
[0006] The electronic control subsystems of an antiskid control
system are typically located in the electronic equipment bays of
the aircraft along with various other aircraft electronic systems.
Though located a distance from the landing gear, operation of a
typical antiskid control system relies on measurements of sensors
located within the landing gear. Once such sensor is a wheel speed
transducer. The wheel speed transducer provides a signal indicative
of the velocity of the wheel. Measurements from the wheel speed
transducer are fed to the antiskid control system through a complex
and lengthy aircraft wiring network where they are processed by an
antiskid control unit to produce a wheel velocity signal. The wheel
velocity signal is further processed to control an antiskid valve
located downstream from the metering valve.
[0007] Other sensors may be located within the landing gear to
assist in the antiskid control process. For example, an
accelerometer may be used to adjust the reference velocity of the
antiskid control system to make the reference velocity immune
against wheel speed variation caused by gear walk or truck pitch.
In addition to antiskid control system related sensors, additional
sensors, such as brake temperature sensors, tire pressure sensors
and torque sensors, may be located within the landing gear. These
sensors provide measurements beneficial in analyzing the condition
of landing gear components to determine, for example, the degree of
tire wear and brake pad wear. Measurements from these sensors may
also prove useful in monitoring pilot performance. For example,
insight into a particular pilot's landing performance may be
gathered from brake temperature and wheel torque data. All of this
data is useful in monitoring the life cycle of braking system and
landing gear components and evaluating their cost of operation.
[0008] Data provided by these sensors is typically recorded in a
data concentrator located in an electronic equipment bay a
substantial distance from the wheel. As such, data from these
sensors must also pass through the lengthy aircraft wiring network.
The need for great lengths of wire from the sensors to both the
antiskid control unit and the data concentrator tends to increase
the cost and weight of the aircraft. Collection of data from the
data concentrator requires access to the data output busses of the
electronic equipment bays. This is often inconvenient for the
landing gear maintenance crew, in that the data concentrator is
located a distance from the landing gear itself.
[0009] Hence, those skilled in the art have recognized a need for
providing an antiskid control system and data concentrator that is
less dependent on complex and lengthy aircraft wiring and is easily
accessible to landing gear maintenance personnel. The invention
fulfills these needs and others.
SUMMARY OF THE INVENTION
[0010] Briefly, and in general terms, the invention is directed to
a system for collecting information related to the operation of a
wheel on an axle of a moving vehicle. The system includes a
processor that is associated with the axle and is either mounted
within the axle or around the outside of the axle. The system also
includes a wheel speed transducer that is adapted to provide wheel
speed data to the processor. A data concentrator, also located
either within the axle or around the outside of the axle, stores
wheel speed data over a period of time. The system further includes
means for downloading the operation information including the wheel
speed data from the data concentrator.
[0011] In a detailed facet of the system, the wheel speed
transducer includes a magnetic device associated with the wheel and
a sensor device associated with the axle. The sensor device is
adapted to sense the magnetic field produced by rotation of the
magnetic device and output signals to the processor. As such, the
system detects wheel speed without direct contact between rotating
and stationary parts. The output signals from the magnetic sensor
are wheel speed data signals. These signals are used by the
processor to perform antiskid control functions. By positioning the
antiskid processor at the axle, as opposed to the electronic
equipment bay, and near the wheel speed transducer, the invention
substantially reduces antiskid control system cost and weight by
eliminating the need for large amounts of aircraft wiring between
the transducer and the processor.
[0012] In other detailed aspects of the invention, the system
includes one or more additional sensors for providing additional
operation information data to the processor for storage in the data
concentrator. For example, a tire pressure sensor may be included
to provide tire pressure data. Such a tire pressure sensor may
include a transmitting device with a pressure sensor at one end in
communication with the tire interior and a transmitting antenna at
the other end for transmitting pressure sensor signals. The sensor
may further include a receiving device in communication with the
processor that is adapted to receive signals from the transmitting
antenna. In a more detailed aspect, the transmitting device is
associated with the axle while the receiving device is associated
with the wheel. Using a transmitter and receiver pair as such
allows for the passing of data from within the rotating wheel to
the processor within the stationary axle. Other possible sensors
for use with the system include brake temperature sensors and brake
torque sensors. Once again, by positioning the processor at the
axle and near the pressure, temperature and torque sensors, the
invention substantially reduces system cost and weight by
eliminating the need for large amounts of aircraft wiring that
typically run between the sensors and the processor.
[0013] In another aspect, the means for downloading the operation
information from the data concentrator includes a receiving antenna
at the wheel and a transmitting antenna at the axle. The
transmitting antenna is in communication with the data concentrator
and transmits the operation information data to the receiving
antenna which is in communication with a data port. An external
device may be connected to the data port in order to download the
data from the data concentrator. Access to the operation
information data directly at the wheel, provides for more efficient
and convenient data collection.
[0014] These and other aspects and advantages of the invention will
become apparent from the following detailed description and the
accompanying drawings which illustrate by way of example the
features of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] FIG. 1 is a schematic block diagram of a vehicle antiskid
system configured in accordance with the invention including
antiskid control units at the vehicle axle and data concentrators
for storing system operation data;
[0016] FIG. 2 is a block diagram of the interior of vehicle tire
and axle showing a configuration of the antiskid control units of
FIG. 1 including various sensors for collecting data related to the
operation of the wheel; and
[0017] FIG. 3 is a schematic block diagram of antiskid control
function and various other sensor functions incorporated in the
antiskid control unit of FIGS. 1 and 2.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0018] Referring now to the drawings, wherein the reference
numerals denote like or corresponding parts throughout the figures,
and particularly to FIG. 1, there is shown a schematic block
diagram of an antiskid system 10 configured in accordance with the
present invention. Although shown within the context of an aircraft
landing gear, use of the system 10 is not limited to aircraft and
may be used in other non-aircraft vehicles such as trains, trucks
and automobiles.
[0019] As shown in FIG. 1, the antiskid system 10 includes a left
outboard antiskid unit 12, a left inboard antiskid unit 14, a right
inboard antiskid unit 16 and a right outboard antiskid unit 18.
Each antiskid unit 12, 14, 16, 18 is associated with one of the
four wheels 20, 22, 24, 26 of the aircraft landing gear. Details of
the antiskid units 12, 14, 16, 18 are provided below. The antiskid
system 10 also includes left and right outboard antiskid valves 28,
30 and left and right inboard antiskid valves 32, 34. The antiskid
valves 28, 30, 32, 34 receive control signals 36a from their
respective antiskid unit 12, 14, 16, 18. Based on these control
signals 36a, the antiskid valve 28, 30, 32, 34, operating in
conjunction with left and right pilot metering valves 29, 31,
controls the deceleration of its associated wheel 20, 22, 24, 26.
The left and right pilot metering valves 29, 31 are controlled by
the left and right pilot pedals 33, 35 and co-pilot pedals 37, 39.
Although shown in use with a hydraulic brake system, the antiskid
system may be used in conjunction with an electrical brake
system.
[0020] The system 10 further includes left and right alternate
antiskid valves 38, 40. The alternate antiskid valves 38, 40 are
installed on a separate hydraulic system to control brake pressure
in the event the normal brake hydraulic system fails. If the normal
brake system fails, the alternate brake system is activated. The
left alternate antiskid valve 38 receives control signals 36b from
each of the left side antiskid units 12, 14 while the right
alternate antiskid valve 40 receives control signals 36b from each
of the right side antiskid units 16, 18. Left and right 28 Vdc
power supplies (not shown) power the left and right antiskid units
12, 14, 16, 18. The antiskid units 12, 14, 16, 18 transmit the same
antiskid valve command to both the normal and the alternate
antiskid valves.
[0021] The antiskid system 10 further includes one or more data
concentrators 48, 52. The data concentrators 48, 52 include a
memory device configured to collect and store wheel operation
information from the antiskid units 12, 14, 16, 18. In one
configuration, the system 10 includes a left data concentrator 48
for collecting and storing data from the left side antiskid units
12, 14 and a right data concentrator 52 for collecting and storing
wheel operation information from the right side antiskid units 16,
18. The data concentrators 48, 52 interface with the antiskid units
12, 14, 16, 18 over respective data buses 50, 54 and with the
vehicle information system 42 over respective data buses 44, 46.
Data stored in the data concentrators 48, 52 may be obtained
through the information system 42. Alternatively, as described in
further detail below, data may be accessed through a data port
located in the wheel.
[0022] In a preferred embodiment of the invention, the data
concentrators 48, 52 are positioned within the axle 56 along with
the antiskid units 12, 14, 16, 18. Although shown in FIG. 1
separate from the antiskid units 12, 14, 16, 18, the data
concentrators 48, 52 may be incorporated in one of the left and
right antiskid units. For example, the left data concentrator 48
may be located within the left outboard antiskid unit 12 while the
right data concentrator may be located within the right outboard
unit 18. Locating the data concentrators in the outboard antiskid
units 12, 18 provides for easy access to the data through a data
port on the left and right outboard wheels 20, 26.
[0023] With reference to FIG. 2, each antiskid unit 12, 14, 16, 18
is associated with an axle 56 of the aircraft landing gear. For
landing gears having hollow axles 56 the antiskid units 12, 14, 16,
18 are mounted within the axle. Alternatively, for solid axles (not
shown), the antiskid units 12, 14, 16, 18 may be installed around
the outside of the axle and enclosed in a hermitically sealed case.
Housed within each antiskid unit 12, 14, 16, 18 is a microprocessor
58 programmed to provide antiskid control functions and data
collection functions described further below with reference to FIG.
3.
[0024] With continued reference to FIG. 2, also housed within each
antiskid unit 12, 14, 16, 18 is a sensor 60 for sensing the
magnetic fields from a rotating magnetic device 62 located inside
the wheel hubcap 64. The magnetic device 62 and sensor 60 form a
wheel speed transducer 65 such as that described in U.S. Pat. No.
6,690,159, titled Position Indicating System, assigned to Eldec
Corporation, the disclosure of which is hereby incorporated by
reference. The wheel speed transducer 65 detects wheel speed
without any direct contact between the rotating magnetic device 62
and the stationary sensor 60 and provides the wheel speed data
required by the antiskid control function of the microprocessor
58.
[0025] With reference to FIG. 3, the output of the wheel speed
transducer 65 is input to a velocity converter 66 where it is
converted to rotary wheel speed data. The output of the velocity
converter 66 is compared with a desired reference velocity in
velocity comparator 68 to generate wheel velocity error signals
indicative of the difference between the wheel velocity signals
from each brake wheel and the reference velocity signal 82. The
output of the velocity comparator 68 is referred to as slip
velocity or velocity error (e). The velocity error signals are
adjusted by a pressure bias modulator control means (PBM)
integrator 70, the transient control means 72, and compensation
network 74, the outputs of which are summed at summing junction 76
to provide an antiskid control signal 36a, 36b. The antiskid
control signal 36a, 36b is input to its associated antiskid valve
28, 30, 32, 34 and alternate antiskid valve 38, 40 to thereby
control the deceleration of the vehicle. The antiskid control
signal 36a, 36b may also be input to a data collector/interrogator
78 which in turn forwards the control signal to the data
concentrator 48, 52 for storage.
[0026] The data collector/interrogator 78 is programmed to collect
data related to the wheel speed by polling the velocity converter
66 during certain times, e. g., during takeoff and landing of the
aircraft, time stamping the data and sending it to the data
concentrator 48, 52 for storage. In recording the data as a
function of time, the unit maintains a record of takeoff and
landing characteristics of the braking system and landing gear
components and pilot performance. For example, during takeoff, the
data provides an indication of the aircraft's acceleration rate and
likewise, during landing, the aircraft's deceleration rate.
[0027] In another embodiment of the invention, the antiskid units
12, 14, 16, 18 include an accelerometer 80 for measuring the
acceleration rate of the axle. The signal from the accelerometer 80
is used to make the antiskid velocity reference 82 (FIG. 3) immune
against wheel speed variation caused by gear walk and truck pitch.
Data from the accelerometer 80 may also be input to the data
collector/interrogator 78.
[0028] With reference again to FIG. 2, each wheel has a brake wheel
86 and in another embodiment of the invention, a brake torque
sensor 84 interfaces with each brake wheel 86. In a preferred
embodiment, the sensor 84 is a linear strain gauge that is commonly
available from a number of different sources. The brake torque
sensor 84 generates data indicative of the braking torque being
applied to the wheel. The sensor 84 is wired directly to the
antiskid unit 12, 14, 16, 18 and receives electrical current
excitation from the unit. The sensor 84 continuously outputs torque
data to the unit for storage at the data concentrator 48, 52. The
antiskid unit microprocessor 58 includes a torque converter 92
(FIG. 3) that converts torque data from the torque sensor 84 to
brake torque signals.
[0029] In another embodiment of the invention, the system includes
a tire pressure sensor 94. In one configuration, the pressure
sensor 94 is a wireless, passive surface acoustic wave (SAW) sensor
94. The sensor end 96 of the tire pressure sensor 94 is located
within the tire 98 and provides data indicative of the air pressure
within the tire. This data is sent to the antiskid unit 12, 14, 16,
18 through an RF pulse transmitted by a transmitting antenna 88
located in the hubcap 64. A receiving antenna 90 within the
antiskid unit 12, 14, 16, 18 receives the data and forwards it to a
pressure converter 100 (FIG. 3) where it is converted to pressure
data. The data collector/interrogator 78 polls the pressure sensor
94 to collect pressure data for storage at the data concentrator
48, 52. Polling of the pressure sensor 94 occurs through the
transmission of an RF signal from the unit 12, 14, 16, 18 to the
pressure sensor 94. This RF signal activates the tire pressure
sensor 94.
[0030] In an alternate configuration, the pressure sensor 94
includes a wireless, passive application specific integrated
circuit (ASIC). The ASIC is attached to a capacitive diaphragm to
sense tire pressure. The interrogation pulse from the data
collector/interrogator 78 supplies the necessary power to operate
the ASIC to sense the tire pressure and return a signal back to the
interrogator through the transmitting antenna 88.
[0031] In another embodiment of the invention, the system includes
a brake temperature sensor 102. The temperature sensor 102 may be a
thermocouple sensor that is wired directly to the unit 12, 14, 16,
18. The sensor end of the brake temperature sensor 102 is located
at the wheel brake 86 and continuously outputs data indicative of
the temperature at the brake. The unit 12, 14, 16, 18 receives the
data and forwards it to a temperature converter 106 (FIG. 3) where
it is converted to temperature data for storage at the data
concentrator 48, 52.
[0032] During aircraft landing, the system collects and records
antiskid data, including wheel speed data from the wheel speed
transducers 65, antiskid valve command signals 36a, 36b and axle
acceleration data from the accelerometers 80. The system also
collects and records data from the pressure sensors 94, temperature
sensors 102 and torque sensors 84, as well as data related to
aircraft usage.
[0033] Upon touch down of the aircraft, the microprocessor 58 (FIG.
3) within each antiskid unit 12, 14, 16, 18 begins measuring wheel
speed data to perform its antiskid control function as previously
described. The wheel speed data is continuously measured through
the wheel speed transducer 65 as part of this antiskid control
function. As part of the data collection function of the system,
the data collector/interrogator 78 periodically polls the velocity
converter 66 and records the wheel speed data (wh_sp). For example,
the wheel speed data may be recorded every second until the
aircraft stops. The data collector/interrogator 78 also receives
each of the antiskid control signals (ant-skd) for both the normal
and alternate valves and records those as a function of time.
[0034] Tire pressure (prs) data for each wheel is collected by its
associated data collector/interrogator 78 through periodic polling
of the respective pressure sensor 94. Torque (trq) and temperature
(tmp) data for each wheel is collected through continuous
monitoring of the torque sensor 84 and temperature sensor 102
outputs as provided by their associated torque and temperature
converters 92, 106.
[0035] As previously mentioned, data stored in the left and right
data concentrators 48, 52 may be accessed through a data port 108
(FIG. 2) located on the wheel. The data port 108 is a radio
frequency (RF) data port which includes a transmitting antenna 110
and a receiving antenna 112. Data from the applicable left and
right data concentrator 48, 52 is downloaded to the transmitting
antenna 110 over a data bus 114. The data is transmitted to the
receiving antenna 112 and downloaded to an external memory device
(not shown), e. g., a laptop computer hard drive, interfacing with
the data port 108. The aircraft operational data provided by the
system can be used by aircraft manufactures and the airline
industry to monitor pilot operation and equipment life cycles and
to thereby improve their cost of operation. One of the benefits of
the system is that it is compatible with any airplane architecture,
whether it is a remote data concentrator, an integrated airplane
avionics system, or a traditional federated control unit
architecture typically found on large commercial transport
airplanes.
[0036] It will be apparent from the foregoing that while particular
forms of the invention have been illustrated and described, various
modifications can be made without departing from the spirit and
scope of the invention. Accordingly, it is not intended that the
invention be limited, except as by the appended claims.
* * * * *