1、_SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising theref
2、rom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. Copyright 2009 SAE International All rights reserved. No part of this publication ma
3、y be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA)
4、Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/ARP1907BAEROSPACERECOMMENDEDPRACTICEARP1907B Issued 1988-06 Reaffirmed 2006-10 Revised 2009-03 Sup
5、erseding ARP1907A Automatic Braking Systems RATIONALEThe document is being updated by SAE A-5 as part of a 5 year review process. TABLE OF CONTENTS 1. SCOPE 21.1 Purpose . 22. REFERENCES 22.1 Applicable Documents 22.1.1 SAE Publications . 22.1.2 U.S. Government Publications 22.1.3 RTCA Publications
6、33. DESCRIPTION 34. REQUIREMENTS . 44.1 Functional 44.1.1 General . 44.1.2 Flight Deck Configuration 54.1.3 Landing Autobrake System Operating Logic 64.1.4 RTO Autobrake System Operating Logic . 84.1.5 Autobrake Logic and Control Inputs . 94.1.6 Built-in Test Equipment (BITE) . 104.1.7 Failure Modes
7、 . 104.1.8 Status Indications 114.2 Design and Construction . 115. QUALIFICATION TEST 115.1 System Performance Tests . 115.2 Component Tests 126. INSTALLATION CONSIDERATIONS . 126.1 Controls and Indications . 126.2 Hydraulic . 127. LESSONS LEARNED . 127.1 Computer Simulation 127.2 Aircraft Test . 13
8、7.3 FAA Certification . 137.4 Past Service Problems 138. NOTES 14FIGURE 1 TYPICAL AUTOBRAKE SYSTEM DIAGRAM WITH VARIOUS FLIGHT DECK DISPLAYS . 4Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP
9、1907B Page 2 of 141. SCOPE This SAE Aerospace Recommended Practice (ARP) covers the functional, design, construction, and test requirements for Automatic Braking Systems. Installation information and lessons learned are also included. 1.1 Purpose This ARP recommends minimum requirements for Automati
10、c Braking Systems (Autobrake Systems) 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of other publications shall be the issue in effect on the date o
11、f the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained. 2.1.1 SAE Publication
12、s Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org.ARP490 Electrohydraulic Servovalves ARP1070 Design and Testing of Antiskid Brake Control Systems for Total Aircraft Compatibilit
13、y ARP926 Fault/Failure Analysis Procedure ARP4102 Flight Deck Panels, Controls, and Displays ARP4102/2 Automatic Braking System (ABS) ARP4102/4 Flight Deck Alerting System (FAS) AIR5372 Information on Brake-By-Wire (BBW) Brake Control Systems AIR5451 A Guide to Landing Gear System Integration 2.1.2
14、U.S. Government Publications Available from the Document Automation and Production Service (DAPS), Building 4/D, 700 Robbins Avenue, Philadelphia, PA 19111-5094, Tel: 215-697-6257, http:/assist.daps.dla.mil/quicksearch/.Federal Aviation Regulations (FAR), Part 23, AIRWORTHINESS STANDARDS: NORMAL, UT
15、ILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES FAA (Federal Aviation Administration) Advisory Circular AC 23.1309 - Equipment, Systems, and Installations in Part 23 AirplanesFAA (Federal Aviation Administration) Advisory Circular AC 23-17 - Systems and Equipment Guide for Certification of Part 23
16、 Airplanes and Airships Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1907B Page 3 of 14Federal Aviation Regulations, Part 25, Airworthiness Standards: Transport Category Airplanes FAA Advis
17、ory Circular AC 25.1309-1A - System Design and Analysis FAA Advisory Circular AC 25-7A - Flight Test Guide for Certification of Transport Category Airplanes 2.1.3 RTCA Publications Available from Radio Technical Commission for Aeronautics Inc., 1828 L Street, NW, Suite 805, Washington, DC 20036, Tel
18、: 202-833-9339, www.rtca.org.RTCA DO-160 Environmental Conditions and Test Procedures for Airborne Equipment RTCA DO-178B Software Considerations in Airborne Systems and Equipment Certification RTCA DO-254 Design Assurance Guidance for Airborne Electronic Hardware 3. DESCRIPTION The autobrake system
19、 is used at the pilots option to initiate controlled ground braking automatically in either a landing or takeoff mode for the following benefits: a. Reduced pilot workload. b. Increased passenger comfort through controlled deceleration and smooth brake pressure application and release. c. Improved s
20、afety through consistent and early brake application. d. Improved safety through immediate full braking command during a rejected takeoff (RTO) condition. A functional diagram of a typical autobrake system control system is shown in Figure 1. (This figure is just one example of many autobrake/brakin
21、g systems.) The major autobrake system units are the control panel, Brake System Control Unit (BSCU) (box/board), brake control valves, and shuttle valves. This figure is functionally the same for an electric brake system. In an electric brake system, the brake control valves are electrical actuator
22、s - and obviously the hydraulic components are not applicable as well. The system is activated by the pilot, either on the ground prior to take-off or in the air prior to landing. The ability to armthe system is made contingent upon certain occurrences and specific inputs from other aircraft systems
23、. The application and automatic control of brake pressure thereafter, to achieve a deceleration level pre-selected by the pilot, similarly depends on the same or additional inputs, or both, from other systems. The autobrake system receives aircraft deceleration from a linear accelerometer unit or fr
24、om wheel speed sensors, for comparison with the pilot selected deceleration, and then supplies a control signal to a valve, which applies pressure to the brakes. The system may use an individual control valve between the hydraulic supply and each brake, which serves the brake control, antiskid, and
25、autobrake functions; or it may incorporate a separate control valve that bypasses pressure around the pilot metering valves to all brakes. The disarming of the system is accomplished automatically by normal pilot procedures, fault detection, or manually by the pilot if he desires. Copyright SAE Inte
26、rnational Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1907B Page 4 of 14HYDRAULIC LINESBRAKE PRESSURESENSORSHYDRAULIC FUSESCOPILOTRIGHTBRAKE PEDALPEDALSENSORASSYLEFTBRAKE PEDALPILOTCHANNEL - OUTBOARDCHANNEL - INBOARD
27、BRAKE CONTROL VALVE ASSYINBOARDBRAKE CONTROL VALVE ASSYOUTBOARDLEFT RIGHTPEDALSENSORASSYPEDALSENSORASSYPEDALSENSORASSYBrake System Control UnitRTOOFFMINHIGHMEDAUTOBRAKE SWITCHDECEL DECEL DECEL DECELON ON ON ONMIN MED MAX RTOMAX ONMED ONMIN ONRTOOFF1MAX234DISARMThrottle PositionsGround SpoilersMain G
28、ear Weight-On-WheelsNose Gear Weight-On-WheelsGear DownlockRIGHTBRAKE PEDALLEFTBRAKE PEDALWHEEL SPEED SENSORSFIGURE 1 - TYPICAL AUTOBRAKE SYSTEM DIAGRAM WITH VARIOUS FLIGHT DECK DISPLAYS4. REQUIREMENTS These design requirements are for landing and Rejected Take-Off (RTO) automatic braking systems de
29、signed as an enhancement to manual braking and not for systems designed for use as the primary braking means (that is, certification performance basis). Systems designed for primary use must incorporate additional requirements related to insuring a high reliability of system operation during normal,
30、 adverse, and failure conditions. In the Requirements section for the operating logic, there are two distinct subsections. First is the operating logic associated with landing followed by the operating logic for the RTO. 4.1 Functional 4.1.1 General a. The autobrake system should be a pilot-selectab
31、le feature that automatically applies RTO or landing brakes without a pilot pedal input. b. Autobrake braking should be applied equally to all active brakes. (The autobrake system may be designed so that not all brakes are active. The intent is that there should not be significant “unplanned” dispar
32、ity of braking.) c. The autobrake system should not interfere with the pilots ability to take over normal braking by application of his brake pedal(s). Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,
33、-SAE ARP1907B Page 5 of 14d. The autobrake system should not adversely affect antiskid system operation under any conditions, and should not apply braking unless the antiskid is fault free. e. A failure of other automatic stopping means (for example, auto spoilers and auto reversers) should not prev
34、ent the autobrake system from operating. f. Flight deck controls, procedures, and annunciations should be as simple as possible and should be the same for both landing and RTO. An acceptable flight deck configuration is a single switch for both landing and RTO, and a single autobrake indication to i
35、ndicate system is disarmed. g. For landing, the autobrake system should be designed to smoothly apply the brakes as soon as possible after touchdown and to smoothly control the braking to maintain a constant overall aircraft deceleration as selected by the pilot.h. The autobrake system should modula
36、te braking to maintain the selected deceleration level and to compensate for other decelerating forces such as, spoilers, reverse thrust, and aerodynamic drag.i. Brake application should not be dependent on nose gear touchdown; however, careful consideration should be given to the initial brake appl
37、ication to ensure a controlled and smooth nose gear touchdown.j. When landing at high sink speeds on rough surfaces, special consideration should be given to systems that ensure non-critical loading of the nose gear under the most adverse combination of bump location and braking.k. Autobraking shoul
38、d be smooth to ensure passenger comfort. l. The pilot should be capable of changing the deceleration level at any time. m. The autobrake system should be capable of operating to a full stop. n. For RTO, the autobrake system should be designed to apply immediate full braking when the engines takeoff
39、power is removed (by cutting engine power) for a high speed RTO and should be capable of operating to a full stop. o. The system design should be simple, reliable, and require minimum maintenance.p. Each item of installed equipment should meet the functional and installation requirements of FAR 25.7
40、35, FAR 23.1301, 25.1307, 23.1322, 25.1301, 25.1307, FAR 23.1309, 25.1309, 25.1316, and 25.1322 and satisfy the guidance of FAA AC 23-1309 and AC 25-1309-1A, and the automatic braking system should perform to meet the requirements of FAR 23.45 (f), (g) and (h) and 25.101 (f) and (h). q. A failure of
41、 any component of the autobrake system which renders it inoperable or degraded should be indicated to the pilots in compliance with FAR 23/25.1322. 4.1.2 Flight Deck Configuration Examples of acceptable autobrake flight deck configurations are shown in Figure 1. Some autobrake switches may consist o
42、f a single, magnetic latching, rotary switch, with a single AUTOBRAKE indicator, or momentary or maintained push buttons with multiple indications. The design of flight deck configurations should comply to ARP4102 and ARP4102/2.4.1.2.1 Selector Switch a. A single crew action should be required to se
43、lect the autobrake system for the landing or RTO mode.b. The landing mode should be capable of being selected (or changing the selected deceleration level) at any time during cruise, descent, approach, or landing rollout.Copyright SAE International Provided by IHS under license with SAENot for Resal
44、eNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1907B Page 6 of 14c. The landing mode should not be capable of being selected during takeoff. d. Arming RTO mode should be possible at any time the aircraft is on the ground, including at the ramp, during taxi and during th
45、e low speed portion of takeoff.e. Arming RTO mode should not be possible prior to landing. f. In autobrake landing modes (for example, MIN), the switch could remain in the position until a disarm requirement occurs (in which case the switch may automatically drop to the OFF position), other switch c
46、onfigurations may hold the switch in a disarm “detent” position. (There are many different autobrake switch configurations.) g. In autobrake RTO mode, the switch should remain in the RTO mode until the aircraft lifts off (in which case the switch may automatically drop to OFF) or when the crew appli
47、es pedal braking. h. The switch should be readily accessible to both pilots. 4.1.2.2 Flight Deck Indication a. Although flight deck indication is beyond the scope of this document, there are many flight deck strategies that may be employed. Generally, in a “dark cockpit” strategy the pilot receives
48、indications only when pilot action is required. Therefore, the pilot needs feedback as to autobrake selections, but this indication may not continue - as this may violate a dark cockpit strategy. But an indication would result if the autobrake has a fault. Other systems may not follow this strategy and indicate the autobrake mode. For example, a pilot selects autobrake MIN and that switch illuminates to indicate the selection. If an autobrake fault occurs or autobrake MIN is deselected the switch extinguishes. There can be many ways to indicate autobrake faults, or failure of important compon
