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EP-4049929-B1 - CONTROLLER FOR AN AIRCRAFT SYSTEM

EP4049929B1EP 4049929 B1EP4049929 B1EP 4049929B1EP-4049929-B1

Inventors

  • HOWELL, GEORGE

Dates

Publication Date
20260506
Application Date
20220223

Claims (15)

  1. An aircraft system (100) of an aircraft (10), the aircraft system (100) comprising a first actuator (114a), a first energy supply (110a), and a controller (300), the controller (300) configured to: when the aircraft system (100) is configured in a first configuration, in which the first actuator (114a) is coupled to the first energy supply (110a), determine that there is a loss of energy supplied to the first actuator (114a) from the first energy supply (110a); determine a current performance achievable when the aircraft system (100) is configured in the first configuration; determine a predicted performance achievable by reconfiguring the aircraft system (100) from the first configuration to an alternative configuration, in which the first actuator (114a) is uncoupled from the first energy supply (110a); compare the current performance to the predicted performance; determine, based on the comparison of the current performance to the predicted performance, a change in performance achievable by reconfiguring the aircraft system (100) from the first configuration to the alternative configuration; and cause reconfiguration of the aircraft system (100) from the first configuration to the alternative configuration, in the event that the change in performance determined by the controller (300) is a gain in performance.
  2. The aircraft system of claim 1, comprising a second energy supply, and wherein the alternative configuration is either: a first alternative configuration, in which the first actuator is coupled to the second energy supply; or a second alternative configuration, in which the first actuator is isolated from the first energy supply and the second energy supply.
  3. The aircraft system of claim 2, comprising a second actuator, and wherein, in the first configuration, the second actuator is coupled to the first energy supply, and, in the alternative configuration, the second actuator is coupled to either the first energy supply or the second energy supply; optionally, wherein the controller is configured to determine the change in performance on the basis of a change in performance associated with the first and second actuators achievable by reconfiguring the aircraft system from the first configuration to the alternative configuration.
  4. The aircraft system of claim 2, comprising a second actuator, and wherein, in the first configuration, the second actuator is coupled to the second energy supply, and, in the alternative configuration, the second actuator is coupled to either the first energy supply or the second energy supply; optionally, wherein the controller is configured to determine the change in performance on the basis of a change in performance associated with the first and second actuators achievable by reconfiguring the aircraft system from the first configuration to the alternative configuration.
  5. The aircraft system of claim 2 or claim 4, comprising a third energy supply, and wherein the first actuator is coupled to the third energy supply in the second alternative configuration.
  6. The aircraft system of any one of claims 1 to 5, wherein the first actuator is a first brake actuator configured to brake a first wheel of the aircraft, and wherein the controller is configured to: determine a first parameter representative of a maximum reactive force able to be achieved between the first wheel and the ground; and determine the change in performance on the basis of the first parameter.
  7. The aircraft system of any one of claims 1 to 6, wherein the first actuator is a first brake actuator configured to brake a first wheel of the aircraft, and wherein the controller is configured to: determine a first braking parameter representative of a maximum braking force able to be applied by the first brake actuator in the alternative configuration; and determine the change in performance on the basis of the first braking parameter.
  8. The aircraft system of claim 6 and claim 7, when dependent on either claim 3 or claim 4, wherein the second actuator is a second brake actuator configured to brake a second wheel of the aircraft, and wherein the controller is configured to: determine a second parameter representative of a maximum reactive force able to be achieved between the second wheel and the ground; determine a second braking parameter representative of a maximum braking force able to be applied by the second brake actuator in the alternative configuration; and determine the change in performance on the basis of the first and second parameters and the first and second braking parameters.
  9. The aircraft system of claim 8, wherein the controller is configured to determine the first and second parameters on the basis of one or a combination of: a measured performance of the respective first and second brake actuators; an environmental condition; and a status of the aircraft; optionally, wherein the measured performance of each of the first and second brake actuators comprises one or more of: a measured slip between the respective first and second wheel and the ground; a measured energy supplied to the respective first and second brake actuator; and a measured braking torque, or braking force, applied by the respective first and second brake actuator to the respective first and second wheel; and/or, wherein the environmental condition comprises one or both of an atmospheric condition and a ground condition; and/or, wherein the status of the aircraft comprises any one or a combination of: a position of the aircraft; a motion of the aircraft; an orientation of the aircraft; and a configuration of the aircraft.
  10. The aircraft system of any one of claims 1 to 9, wherein the controller is configured to: determine a reconfiguration parameter representative of a loss in performance estimated to be incurred by an action of reconfiguring the aircraft system from the first configuration to the alternative configuration; and determine the change in performance on the basis of the reconfiguration parameter; and/or, wherein the controller is configured to: determine a respective change in performance achievable by reconfiguring the aircraft system from the first configuration to each of a plurality of alternative configurations; in the event that at least one of the changes in performance is a gain in performance, select the alternative configuration to which reconfiguring the aircraft system would result in a gain in performance; and cause reconfiguration of the aircraft system from the first configuration to the alternative configuration selected by the controller.
  11. A method (500) of operating a controller (300) of an aircraft system (100) of an aircraft (10), the aircraft system (100) comprising a first actuator (114a) and a first energy supply (110a), the method comprising: when the aircraft system (100) is configured in a first configuration, in which the first actuator (114a) is coupled to the first energy supply (110a), determining that there is a loss of energy supplied to the first actuator (114a) from the first energy supply (110a); determining a current performance achievable when the aircraft system (100) is configured in the first configuration; determining a predicted performance achievable by reconfiguring the aircraft system (100) from the first configuration to an alternative configuration, in which the first actuator (114a) is uncoupled from the first energy supply (110a); comparing the current performance to the predicted performance; determining, based on the comparison of the current performance to the predicted performance, a change in performance achievable by reconfiguring the aircraft system (100) from the first configuration to the alternative configuration; and causing reconfiguration of the aircraft system (100) from the first configuration to the alternative configuration in the event that the change in performance is a gain in performance.
  12. The method of claim 11, wherein the aircraft system comprises first and second brake actuators configured to brake respective first and second wheels of the aircraft, and wherein the method comprises: determining a first parameter and a second parameter representative of a maximum reactive force able to be achieved between the respective first and second wheels and the ground; determining a first braking parameter and a second braking parameter representative of a maximum braking force able to be applied by the respective first and second brake actuators in the alternative configuration; and determining the change in performance on the basis of the first parameter, the second parameter, the first braking parameter, and the second braking parameter.
  13. A non-transitory computer-readable storage medium storing instructions that, when executed by a processor of a controller of an aircraft braking system, cause the processor to perform the method of either claim 11 or claim 12.
  14. An aircraft system (100) comprising the non-transitory computer-readable storage medium of claim 13.
  15. An aircraft (10) comprising the aircraft system (300) of any one of claims 1 to 10 or claim 14, or the non-transitory computer-readable storage medium of claim 13.

Description

TECHNICAL FIELD The present invention relates to controllers for aircraft systems, and specifically to controllers for aircraft braking systems. BACKGROUND Aircraft systems, such as aircraft braking systems, may use primary energy supplies to supply electric or hydraulic energy to one or more actuators, such as brake actuators, to operate the actuators. The energy supplies may be hydraulic pumps or batteries, for example. Such aircraft systems may also employ redundant or backup systems, such as comprising hydraulic accumulators or batteries, to supply energy to actuators in the event of a loss of energy supplied from the primary energy supplies. Switching to a backup system may result in a reduction in performance of the aircraft system, while switching to a redundant system may result in no reduction in performance. Aircraft braking systems apply braking forces to respective wheels of an aircraft to develop respective reactive forces between the wheels and the ground, such as a runway or taxiway. The reactive forces slow the aircraft, such as during a landing or taxiing manoeuvre. The reactive forces are limited by a level of friction between the wheels and the ground. If, during a braking event, the reactive force for a given wheel exceeds a maximum reactive force, the wheel may lock and "slip" over the surface of the ground, such as over the runway surface, causing a reduction in the total effective braking force provided by the aircraft braking system. Aircraft may employ anti-lock braking systems to control the braking force applied to the wheels to help reduce or prevent wheel slip. US 2020/407049 A1 discloses providing a source of backup energy when a brake system loses active hydraulic power. EP 2974924 A1 discloses supplying hydraulic pressure to a brake by an accumulator in the event of failure of a pump. US 5397173 A discloses slide valves that automatically couple a hydraulic circuit to brakes in the event of a loss of hydraulic pressure in another hydraulic circuit. SUMMARY A first aspect of the present invention provides an aircraft system of an aircraft, the aircraft system comprising a first actuator, a first energy supply, and a controller, the controller configured to: when the aircraft system is configured in a first configuration, in which the first actuator is coupled to the first energy supply, determine that there is a loss of energy supplied to the first actuator from the first energy supply; determine a current performance achievable when the aircraft system is configured in the first configuration; determine a predicted performance achievable by reconfiguring the aircraft system from the first configuration to an alternative configurations in which the first actuator is uncoupled from the first energy supply; compare the current performance to the predicted performance; determine, based on the comparison of the current performance to the predicted performance, a change in performance achievable by reconfiguring the aircraft system from the first configuration to the alternative configuration; and cause reconfiguration of the aircraft system from the first configuration to the alternative configuration, in the event that the change in performance determined by the controller is a gain in performance. Accordingly, the controller is configured to determine the change in performance on the basis of a comparison between a current performance achievable when the aircraft system is configured in the first configuration and a predicted performance achievable by reconfiguring the aircraft system from the first configuration to the alternative configuration. In this way, the controller may provide intelligent control and reconfiguration of an aircraft system in the event of a loss of energy supplied to the first actuator in the first configuration. This may provide more versatile control, improved performance and improved safety the aircraft system. Optionally, the aircraft system is a hydraulic aircraft system. Optionally, the first energy source is a hydraulic pump and/or the first actuator is a hydraulic actuator. Optionally, the aircraft system is an electric system. Optionally, the first energy source is an electric energy source, such as a generator or battery. Optionally, the second actuator is an electric actuator. Optionally, the aircraft system comprises a second energy supply, and the alternative configuration is either: a first alternative configuration, in which the first actuator is coupled to the second energy supply; or a second alternative configuration, in which the first actuator is isolated from the first energy supply and the second energy supply. The first energy supply may be primary energy supply of the aircraft system, such as comprising a hydraulic pump. The second energy supply may be a backup or redundant energy supply of the aircraft braking system, such as a hydraulic accumulator or another hydraulic pump. In this way, the controller may determine, in the event