INTEGRATED ACTUATOR PLATE FOR EBRAKE

A brake actuator plate assembly includes an electromechanical brake actuator, a connector configured to communicatively couple with an aircraft, a wire harness configured to terminate at the connector and conduct at least one of a voltage or a current to and from an actuator motor, and an actuator plate comprising a wire harness channel configured to house the wire harness.

FIELD

The present disclosure relates to aircraft braking systems, and more specifically, to the packaging of electrical wires and interface with actuators.

BACKGROUND

Typically, an aircraft may comprise a plurality of electromechanical brake assemblies that are configured to apply force to a brake stack on an aircraft wheel. Currently, an electrical harness is included in electromechanical brake assemblies, but these may be exposed to harsh environments. For instance, standard connectors may be moisture ingress failure points, the electrical harness may be exposed to environmental hazards such as being contacted by operators and/or with other machinery, which can damage the electrical harness. Such failures can impact brake reliability.

SUMMARY

Systems are provided herein for a brake actuator plate assembly. The brake actuator plate assembly includes an electromechanical brake actuator, a connector configured to communicatively couple with an aircraft, a wire harness configured to terminate at the connector and conduct at least one of a voltage or a current to and from an actuator motor, and an actuator plate comprising a wire harness channel configured to house the wire harness.

In various embodiments, the wire harness is disposed in the actuator plate.

In various embodiments, the brake actuator plate assembly further includes contacts configured to interface with and detect signals from a secondary component.

In various embodiments, the wire harness channel is a recessed channel within the actuator plate. The brake actuator plate assembly further comprises a cover plate.

In various embodiments, the brake actuator plate assembly further includes a sensor contact for a brake temperature sensor. The sensor contact is configured to interface with and transmit signals regarding heat from a temperature sensor during a braking event.

In various embodiments, the wire harness channel is an internal cavity within the actuator plate.

In various embodiments, the wire harness channel is configured circumferentially around the actuator plate.

In various embodiments, the brake actuator plate assembly further includes a second wire harness channel.

In various embodiments, the brake actuator plate assembly further includes at least one channel arm.

In various embodiments, the at least one channel arm is configured to extend from the wire harness channel to the connector.

In various embodiments, the wire harness channel is formed via at least one of machining, forging, or additive manufacturing.

A brake actuator plate assembly is disclosed herein. The brake actuator plate assembly includes an actuator plate having a wire harness channel formed therein and an electromechanical brake actuator coupled to the actuator plate. The brake actuator plate assembly includes a connector disposed on the actuator plate and a wire harness disposed within the wire harness channel. The connector is configured to communicatively couple with an aircraft, and the wire harness electrically couples the connector and the electromechanical brake actuator.

An aircraft brake arrangement is disclosed herein. The aircraft brake arrangement includes an actuator plate assembly, an actuator motor coupled to the electromechanical brake actuator and configured to cause the electromechanical brake actuator to actuate, a ball screw and a motor shaft coupled to the electromechanical brake actuators, an end plate, a pressure plate, and a plurality of rotating discs and stators positioned in an alternating fashion between the end plate and the pressure plate. The actuator plate assembly includes an electromechanical brake actuator and an actuator plate having a wire harness disposed in the actuator plate. In response to a brake command, the electromechanical brake actuator causes the motor shaft to rotate, thus moving the ball screw toward the pressure plate, the pressure plate applying force towards the end plate.

In various embodiments, the electromechanical brake actuator is an electrohydraulic actuator.

In various embodiments, the electromechanical brake actuator is actuated in response to current being applied to the actuator motor.

In various embodiments, the actuator plate assembly further includes a connector configured to communicatively couple with an aircraft. The wire harness is configured to terminate at the connector and conduct at least one of a voltage or a current to and from the actuator motor.

In various embodiments, the actuator plate includes a wire harness channel configured to house the wire harness.

In various embodiments, the wire harness is disposed in the actuator plate such that the wire harness channel is an internal cavity within the actuator plate.

In various embodiments, the actuator plate assembly further includes at least one channel arm configured to extend from the wire harness channel to the connector.

In various embodiments, the actuator plate assembly further includes contacts configured to interface with and detect signals from a secondary component.

DETAILED DESCRIPTION

The detailed description of exemplary embodiments herein makes reference to the accompanying drawings, which show exemplary embodiments by way of illustration. While these exemplary embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, it should be understood that other embodiments may be realized and that logical changes and adaptations in design and construction may be made in accordance with this disclosure and the teachings herein. Thus, the detailed description herein is presented for purposes of illustration only and not of limitation. The scope of the disclosure is defined by the appended claims. For example, the steps recited in any of the method or process descriptions may be executed in any order and are not necessarily limited to the order presented. Furthermore, any reference to singular includes plural embodiments, and any reference to more than one component or step may include a singular embodiment or step.

As used herein, “electronic communication” means communication of electronic signals with physical coupling (e.g., “electrical communication” or “electrically coupled”) or without physical coupling and via an electromagnetic field (e.g., “inductive communication” or “inductively coupled” or “inductive coupling”).

While described in the context of aircraft applications, and more specifically, in the context of brake control, the various embodiments of the present disclosure may be applied to any suitable application.

Referring toFIG.1A, in accordance with various embodiments, an aircraft10is illustrated. The aircraft10includes landing gear, which may include a left main landing gear12, a right main landing gear14and a nose landing gear16. The landing gear support the aircraft10when it is not flying, allowing the aircraft10to taxi, take off and land without damage. While the disclosure refers to the three landing gear configurations just referred, the disclosure nevertheless contemplates any number of landing gear configurations.

Referring toFIG.1B, an aircraft brake arrangement100in accordance with various embodiments is illustrated. Aircraft brake arrangement100may include a plurality of actuator motors102, a plurality of electromechanical brake actuators104, a plurality of ball screws106, an end plate111and a pressure plate110, and a plurality of rotating discs112and stators114positioned in an alternating fashion between end plate111and pressure plate110. Rotating discs112may rotate about an axis115and the stators114may have no angular movement relative to axis115. Wheels may be coupled to rotating discs112such that a linear speed of the aircraft is proportional to the angular speed of rotating discs112. As force is applied to pressure plate110towards end plate111along the axis115, rotating discs112and stators114are forced together in an axial direction. This causes the rotational speed of rotating discs112to become reduced (i.e., causes braking effect) due to friction between rotating discs112, stators114, end plate111and pressure plate110. In response to sufficient force being exerted on rotating discs112via pressure plate110, the rotating discs112will stop rotating.

In order to exert this force onto pressure plate110, actuator motor102may cause electromechanical brake actuator104to actuate. Although referred to herein as electromechanical brake actuator104, it is contemplated that, in various embodiments, electromechanical brake actuator104may be an electrohydraulic actuator. In various embodiments, actuator motor102may be a brushless motor, such as a permanent magnet synchronous motor (PMSM), a permanent-magnet motor (PMM) or the like. In various embodiments, electromechanical brake actuator104may be coupled to or otherwise operate a motor shaft and a pressure generating device, such as, for example, a ball screw, a ram, and/or the like. In response to actuation or a brake command, electromechanical brake actuator104causes the motor shaft to rotate. Rotation of the motor shaft204may cause rotation of a ball screw206(e.g., seeFIG.2), and rotational motion of the ball screw206may be transformed into linear motion of a ball nut106. Linear translation of ball nut106towards pressure plate110applies force on pressure plate110towards end plate111.

Electromechanical brake actuator104is actuated in response to current being applied to actuator motor102. The amount of force applied by electromechanical brake actuator104is related to the amount of current applied to actuator motor102. With reference toFIG.2, in various embodiments, an electromechanical brake actuator control system200may comprise a current sensor212to detect an amount of current provided to actuator motor102. Current sensor212may be in communication with actuator motor102and/or with various other components of an electromechanical brake actuator104, an electromechanical brake actuator control system200, and/or an aircraft10. In various embodiments, current sensor212may be disposed on or adjacent to actuator motor102. However, current sensor212may be disposed in any location suitable for detection of electrical current supplied to the actuator motor102.

Application of current to actuator motor102causes rotation of motor shaft204. In various embodiments, electromechanical brake actuator control system200may comprise a position sensor208. Position sensor208may be configured so as to measure the rotational speed and position of motor shaft204. In various embodiments, position sensor208may be disposed in or adjacent to electromechanical brake actuator104, or on or adjacent to actuator motor102. However, position sensor208may be disposed in any location suitable for detection of the rotational speed and position of motor shaft204. In various embodiments, position sensor208may comprise a resolver, tachometer, or the like.

In various embodiments, electromechanical brake actuator control system200may comprise a load cell202. Load cell202may be configured so as to measure the amount of force being applied between ball nut106and pressure plate110. In various embodiments, load cell202may be disposed in or adjacent to electromechanical brake actuator104, or on or adjacent to ball nut106. However, load cell202may be disposed in any location suitable for detection of the force being applied between ball nut106and pressure plate110. A controller may receive the detected force and rotational speed, and calculate an adjusted force and an adjusted rotational speed based on those detected values. In various embodiments, electromechanical brake actuator control system200may comprise a fault tolerant module210.

In various embodiments, a system for brake actuator operation with load cell fault tolerant technology comprises four load cells202and four position sensors208and at least one controller. The system for multiple brake actuator operation via one load cell may comprise a fault tolerant module210. In various embodiments, fault tolerant module210may be a controller and/or processor. In various embodiments, fault tolerant module210may be implemented in a single controller and/or processor. In various embodiments, fault tolerant module210may be implemented in multiple controllers and/or processors. In various embodiments, fault tolerant module210may be implemented in an electromechanical actuator controller and/or a brake control unit.

With reference toFIGS.3A and3B, a brake actuator plate assembly300is illustrated. The brake actuator plate assembly300is configured to reduce reliance on external wiring harnesses for electromechanical brakes. The brake actuator plate assembly300comprises the electromechanical brake actuator104, a wire harness302, a connector304, and an actuator plate306. The electromechanical brake actuator104, or EBA, may be a bolt-on EBA. The wire harness302may be an electrical harness that conducts power (e.g., high voltages and/or currents) and signals (low voltages and/or currents) to and from the EBAs104of the aircraft brake arrangement100, the EBAs104are configured to send power to drive the actuator motor102and receive feedback signals (e.g., how much clamp force is being applied, whether the parking brake is set, etc.). For instance, the wire harness may include a plurality of wires with a variety of thicknesses and insulation configured to transmit the desired data or power, etc. In various embodiments, the wire harness302may comprise a plurality of wires for each function. The wire harness302within the brake actuator plate assembly300may terminate at the connector304. The connector304is configured to communicatively couple with the aircraft brake arrangement100.

The actuator plate304may comprise a wire harness channel308. The wire harness channel308may be configured to house the wire harness302within the actuator plate304. Wire harness302as disclosed herein is integrated into the actuator plate304. In other words, the wire harness channel308may be disposed within (e.g., embedded or contained within) or at least partially within internal cavities within the actuator plate304.

The wire harness channel308may be configured to run circumferentially around the actuator plate306. For instance, the wire harness channel308may be configured substantially concentric with the circumference of the actuator plate308. In various embodiments, the wire harness channel308may be configured to be straight in between each EBA104and the connector304(e.g., forming a diamond or a star shaped pathway). In various embodiments, the wire harness channel308may be configured to run along on side of the actuator place306. In various embodiments, the wire harness channel308may include two wire harness channels308. Accordingly, the two wire harness channels308may run concentrically to one another.

The brake actuator plate assembly300may include at least one channel arm310. The at least one channel arm310may extend from the wire harness channel308. For instance, the wire harness channel308may be configured as an annulus and the channel arm310may extend from the wire harness channel308to the connector304. The wire harness302may be configured to be routed through the wire harness channel308. In various embodiments, the wire harness channel308is configured to form any suitable pathway between the main connector304and each of the EBA104positions and/or to a sensor (e.g., a temperature sensor). For instance, the wire harness channel308must be large enough to house all of the wires, and be configured to provide a path between the main connector304and the appropriate designation (e.g. one or more of the EBAs, or temperature sensor, etc.).

Each wire within the wire harness302may be disposed within the wire harness channel308, running from the main connector304, around the actuator plate308, and ending at at least one of the EBAs104(e.g., four EBAs104as show). For example, the wire harness104may be configured to transfer commons signals (e.g., a sensor excitation voltage, power if the motor controller is located in the EBA itself, etc.). Common wires may be configured to branch off within the wire harness302to each of the EBAs104via normal wiring harness construction methods.

In various embodiments, the wire harness channel308may be machined, forged, or formed via additive manufacturing into the actuator plate306. In such configurations wherein the wire harness channel308is created/embedded within the actuator plate306, the wire harness104is then fed, or threaded through the wire harness channel308. For instance, the wire harness302may be a separate line replaceable unit (LRU). As such, the correct wires per a predetermined function (e.g., a wiring diagram or schematic provided to a supplier) for the wire harness302are selected and pulled through actuator plate harness openings to position the wire harness302within the actuator plate306, or the wire harness302is laid in the wire harness channel308. For instance, methods of positioned the wire harness302withing the brake actuator plate assembly300may include 1) positioning each wire of the wire harness302one at a time within the brake actuator plate assembly300, 2) creating the harness layout on a build plate and transferring to the brake actuator plate assembly300, or 3) a combination of either method. All of the wires terminate at the appropriate locations (e.g. main connector, EBA(s), temperature sensor) and pins or pads for the type of interface the design calls for are added. The brake actuator plate assembly300may then be sealed. Lastly, the EBA104may be added to the brake actuator plate assembly300to fully assemble the overall the EBA104.

In various embodiments, the actuator plate306may be composed of a two-part assembly, such that the wire harness channel308is formed into at least one part of the two-part assembly and the wire harness302may be disposed in between the two-parts of the actuator plate306. For instance, the wire harness channel308may be formed within a base portion of the actuator plate306, the wire harness302is then positioned within the wire harness channel308of the base portion, and a top portion of the actuator plate305is placed on top. In such a configuration, one or more gaskets may be included to seal the actuator plate308. In various embodiments, the top portion of the actuator plate305may include a flat surface such that the wire harness channel308of the base portion is sized and shaped to receive the entirety of the wire harness302. In various embodiments, the top portion of the actuator plate305may include a wire harness channel308such that the wire harness channel308of the base portion and the wire harness channel308of the top portion together house the entirety of the wire harness302.

In various embodiments, the wire harness channel308is not necessarily embedded in the actuator plate306, but instead, the wire harness channel308is configured as a shallow groove, or recessed channel, on a surface of the actuator plate306. Accordingly, the brake actuator plate assembly may include a cover plate to cover and protect the wire harness302when positioned in the wire harness channel308, essentially sealing the wire harness104within the actuator plate assembly300.

The brake actuator plate assembly300comprises contacts312(e.g., pins, pads, sockets, etc.). The contacts312may be an electrical interface or connection point configured to connect the electric actuator to the aircraft's electrical system, thus allowing the electric actuator to send and receive power and/or signals to and from the aircraft. The contacts312may be configured to interface with and detect signals from a secondary component316(e.g., a temperature sensor, a charging pad, etc.). Accordingly, the brake actuator plate assembly300creates a nearly connectorless electromechanical brake actuator interface for power and control. The secondary component316may be any component (e.g., a mating pad) suitable to couple with the contacts312via electronic communication, inductive electrical communication. For instance, the secondary component316may be configured to transfer power without physically interfacing/contact with the contacts312. As used herein, “electronic communication” means communication of electronic signals with physical coupling (e.g., “electrical communication” or “electrically coupled”) or without physical coupling and via an electromagnetic field (e.g., “inductive communication” or “inductively coupled” or “inductive coupling”).

Further, the secondary component316may be integrated with the actuator plate306and a gasket to seal around the perimeter between the actuator plate306and the secondary component316. Beneficially, the brake actuator plate assembly300may be configured to make electrical contact with the secondary component316by bolting the brake actuator plate assembly300in place, as opposed to screwing on or otherwise attaching a contact to an external harness connection.

In various embodiments, the EBA104may include smart electronics onboard.

The smart electronics are configured to digitally communicate to the AC status of all of its internal sensors (e.g., temperature, load cell, park brake status, etc.) over a single pair of wires. For instance, within the EBAs104, the secondary component316may include load cell sensors, parking brakes, or any analog or digital signal. Thus the smart electronics of the EBA may be configured to communicate with the aircraft regarding status, performance, health monitoring, etc.

The brake actuator plate assembly300comprises sensor contacts314. The sensor contacts314may be configured to interface with and pick up signals regarding braking events. For instance, the sensor contacts314may be configured to contact a brake temperature sensor such that the sensor contacts314may be configured to interface with and pick up signals regarding the heat during braking events. The brake temperature sensor is configured to monitor the temperature of the brake stack. The brake temperature sensor may be included in the wire harness302routed within the actuator plate306.

Further, the electromechanical brake actuator control system200may comprise a temperature sensor210(e.g., seeFIG.2) to detect the temperature of actuator motor102. Temperature sensor210may be in communication with actuator motor102and/or with various other components of an electromechanical brake actuator104, an electromechanical brake actuator control system200, and/or an aircraft10. In various embodiments, temperature sensor210may be disposed on or adjacent to actuator motor102. However, temperature sensor210may be disposed in any location suitable for detection of the temperature of actuator motor102. The brake actuator plate assembly300may include various sensor contacts configured to send signals regarding various operation events.

Accordingly, a brake actuator plate assembly, as described herein, beneficially eliminates external wiring harness for an electromechanical brake. All wires in wire harness302may be hermetically sealed inside the integrated actuator plate. In various embodiments, the robustness of the seal may vary. For instance, the brake actuator plate assembly may be unsealed. In various embodiments, the brake actuator plate assembly may include drainage holes to mitigate moisture ingress. No external actuator connectors are needed between electromechanical brake actuators and the actuator plate, and the associated pads or pins may be protected from environment within a sealed integrated actuator plate. Thus, the brake actuator plate assembly improves reliability and lifespan of the system. Additional benefits include better support of the entire wire harness within the cavity and physical protection of wire harness from external strikes, damage, human interaction, brake dust and other contaminants, etc., thus also provided an easier brake assembly to clean. Further, the brake actuator plate assembly as described herein may reduce or eliminate the need for connector strain relief, and reduce or eliminate dynamic “shaking” of an external harness during impact (e.g., during landing events). The Benefits, other advantages, and solutions to problems have been described herein with regard to specific embodiments. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent exemplary functional relationships and/or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may be present in a practical system. However, the benefits, advantages, solutions to problems, and any elements that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as critical, required, or essential features or elements of the disclosure. The scope of the disclosure is accordingly to be limited by nothing other than the appended claims, in which reference to an element in the singular is not intended to mean “one and only one” unless explicitly so stated, but rather “one or more.” Moreover, where a phrase similar to “at least one of A, B, or C” is used in the claims, it is intended that the phrase be interpreted to mean that A alone may be present in an embodiment, B alone may be present in an embodiment, C alone may be present in an embodiment, or that any combination of the elements A, B and C may be present in a single embodiment: for example, A and B, A and C, B and C, or A and B and C.