CRA NE
HYDRO-AIRE DIVISION
A BRIEF INTRODUCTION TO AIRCRAFT ANTISKID
by Gregg Butterfield Crane Company, Hydro-Aire Division
Prepared as a Presentation for the 1993 ADIUS Conference (Applied Dynamics International Users Society)
CRA NE
HYDRO-AIRE DIVISION
Aircraft Antiskid vs Automobile Antilock
These days everybody is familiar with automotive antilock brakes. But there are considerable differences between antilock braking for automobiles and antiskid braking for aircraft. 6 6 Aircraft tires are designed for intermittent usage at much higher loads than automobile tires. (See figure next page.) During an aircraft stop the load may range from nearly nothing at brake application, when many aircraft are still nearly airborn, to greater than static loads due to spoiler deployment and thrust vectoring. The energies absorbed by aircraft brakes are orders of magnitude higher than the energies absorbed by automobile brakes. Boeing 747 Nissan 200 SX Speed 200 ft/sec (120 knots) 88 ft/sec (60 mph) Energy/Brake 2 x 107 ft-lbs 1 x 105 ft-lbs
In aircraft antiskid braking, cornering is generally not a consideration.
CRANE
HYDRO-AIRE DIVISION
Comparison of Aircraft and Automobile Tire Load Over Footprint Area
300 F-18A
250
200
Boeing 747-300 Boeing 707
Learjet - LR-55
Lockheed C-5A, Galaxy 150 Cessna 650, Citation III SAAB 340
100
Beech BE-90, King Air 50
Nissan 200 SX Honda Civic 0 Load/Footprint Area (lb/sq in)
CRA NE
HYDRO-AIRE DIVISION
Some of the Aircraft Simulated Since the Installation of the AD100 (Summer 1990 - 1993)
6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 Space Shuttle A-12 C-17 SAAB 2000 Jetstream 41 MD-80 Piaggio P-180 Boeing 777 F-22 F-18 Cessna 560 Cessna X TU-204 Learjet Model 45 CL-604 Global Express (upcoming) EMB-145 (upcoming) C-130J (upcoming) Gulfstream V (upcoming)
These simulations range from the very simple to the very complex and detailed.
CRANE
HYDRO-AIRE DIVISION
BASIC ANTISKID CONTROL LOOP
rotors to the wheel Wheel Speed Transducer stators to the gear
Brake brake pressure line
wheel speed signal Antiskid Valve
Main Wheel Control Card
valve current
CRANE
HYDRO-AIRE DIVISION
What Is A Skid?
ground speed
eel Speed Wh
velocity
Ground Speed
skid
wheel speed
skid
slip velocity
skid
Antiskid attempts to keep the wheel right at the verge of skidding, because that is where the coefficient of friction is highest and braking will be most efficient. peak time
Coefficient of Friction
ke Torque B ra
m
Skids Drag Force nuR yaw Slip Velocity
Direction of Motion
Slip Velocity = Ground Speed Wheel Speed Drag Force = Coefficient of Friction x Weight on the Wheel Antiskid attempts to keep the wheel at the peak of the mu-slip curve.
NOTICE THIS DOCUMENT CONTAINS PROPRIETARY INFORMATION WHICH IS THE PROPERTY OF HYDRO-AIRE DIVISION, CRANE CO. AND SHALL NOT BE COPIED OR REPRODUCED, IN WHOLE OR IN PART, OR THE CONTENTS DIVULGED OR USED FOR MANUFACTURE, WITHOUT THE SPECIFIC PERMISSION OF HYDRO-AIRE DIVISION, CRANE CO. RECIPIENT, BY THE ACCEPTANCE, USE OR RETENTION OF THIS DOCUMENT, ACKNOWLEDGES AND AGREES TO THE FOREGOING TO MAINTAIN THE CONTENTS IN CONFIDENCE.
CRANE
HYDRO-AIRE DIVISION
Tire/Dual Pulley Analogy
vw braked at torque Tb Transforming the pulley system so that it looks like a tire.
driven at linear velocity vf
the tire
Since the rubber is stretched over the bottom pulley and relaxed over the top pulley vf is greater than vw . vw rr
relaxed rub
belt
ber
Even when there is no actual slip ( vf = vg ) the speed obtained by measuring rotational velocity at the axle ( w I rr = vw ) is less than the ground speed, vg , resulting in apparent slip.
stretched rubber
belt
st
r el
ax
d
bb ru
er
vf
re
t ch
vg e d rub b er
CRANE
HYDRO-AIRE DIVISION
Apparent Slip/Real Slip
Coefficient of Friction
apparent slip
real slip
Slip Velocity
Although the tire is not actually slipping on the front side of the mu-slip curve as far as antiskid is concerned it might as well be.
CRANE
HYDRO-AIRE DIVISION
Antiskid Control Loop Block Diagram
TOP SECRET
CRANE
HYDRO-AIRE DIVISION
ANTISKID SIMULATION - HARDWARE IN THE LOOP
Airplane, Gear, Brake, and Tire Models Hydraulic Simulator
switch & power supply
solenoid valve
pressure
AD 100
I/O Cabinet
supply pressure trigger from DAC brake pressure to ADC pressure xdcr brake
x
return
BMV
A/S Valve
return
the number of wheels from DAC wheel speed VCO Q-bus AntiSkid Control Card current to antiskid servo
VAXServer 3300
Voltage Controled Oscillator Simulates the output of a wheel speed transducer
Ethernet
Ethernet VAXStation 3100
Macintosh Quadra 900 VAXStation 3100
Ethernet
Macintosh Quadra 900
Ethernet
LN05R
DEClaser 2100
CRA NE
HYDRO-AIRE DIVISION
Hydraulic Simulator
6 Aircraft line lengths, diameters, and total degrees of bend are duplicated as closely as possible. Where there is flex hose the actual aircraft part is used whenever possible. Actual aircraft valves are used. These may include: 6 6 Antiskid valve Brake metering valve Autobrake valve Shutoff valves Check valves Pressure regulator
Actual brakes from the particular aircraft are used whenever possible. Other hardware may include: Hydraulic fuses Swivel joints Etc.
The intent is to duplicate the aircraft brake hydraulic system as closely as possible.
CRA NE
HYDRO-AIRE DIVISION
Components of Antiskid Simulation
6 Aircraft Model Forward Motion Vertical Motion Pitch
Vertical gear/tire stiffness and damping are generally included in this part of the model. 6 Gear Model Gear models range from the very simple: Fore-aft motion relative to aircraft. Damped mass-spring.
To the very complex: Fore-aft motion Lateral motion Yaw Tire shimmy Shimmy damper Etc.
CRA NE
HYDRO-AIRE DIVISION
Components of Antiskid Simulation
continued 6 Brake Torque Simple table driven model. Brake torque is a function of brake pressure and aircraft velocity or wheel speed. More complex table driven model. Brake torque is a function of brake pressure, aircraft velocity, and wheel speed. Additional dynamics may be applied to both pressure and torque. Energy/temperature driven model.
Wheel Model The wheel is acted on by brake torque and the drag force between the tire and the runway.
