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 revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions.Copyright 2016 SAE InternationalAll rights reserved. No part of this publi
3、cation may 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: +1 724-776-4970 (out
4、side USA)Fax: 724-776-0790Email: CustomerServicesae.orgSAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedbackon this Technical Report, please visithttp:/www.sae.org/technical/standards/ARP1907CAEROSPACERECOMMENDED PRACTICEARP1907 REV. CIssued 1988-06Reaffirmed 2014-08Revised 20
5、16-01Superseding ARP1907BAutomatic Braking SystemsRATIONALEThis SAE document is periodically reviewed to assure it reflects the latest direction within the industry. Changes were made to de-emphasize autobrakes role in safe operation. TABLE OF CONTENTS1. SCOPE 3 1.1 Purpose. 3 2. REFERENCES 3 2.1 Ap
6、plicable Documents 3 2.1.1 SAE Publications. 3 2.1.2 U.S. Government Publications 3 2.1.3 RTCA Publications 4 3. DESCRIPTION 4 4. REQUIREMENTS . 5 4.1 Functional 5 4.1.1 General 5 4.1.2 Flight Deck Configuration 6 4.1.3 Landing Autobrake System Operating Logic 7 4.1.4 RTO Autobrake System Operating
7、Logic 9 4.1.5 Autobrake Logic and Control Inputs 10 4.1.6 Built-in Test Equipment (BITE) . 11 4.1.7 Failure Modes . 11 4.1.8 Status Indications 12 4.2 Design and Construction. 12 5. QUALIFICATION TEST 12 5.1 System Performance Tests. 12 5.2 Component Tests 13 6. INSTALLATION CONSIDERATIONS. 13 6.1 C
8、ontrols and Indications 13 6.2 Hydraulic . 13 SAE INTERNATIONAL ARP1907CPage2of 157. LESSONS LEARNED . 13 7.1 Computer Simulation. 13 7.2 Aircraft Test. 14 7.3 FAA Certification . 14 7.4 Past Service Problems 14 8. NOTES 15 8.1 Revision Indicator 15 FIGURE 1 TYPICAL AUTOBRAKE SYSTEM DIAGRAM WITH VAR
9、IOUS FLIGHT DECK DISPLAYS. 5SAE INTERNATIONAL ARP1907CPage3of 151. SCOPEThis 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 PurposeThis ARP r
10、ecommends minimum requirements for Automatic Braking Systems (Autobrake Systems)2. REFERENCES2.1 Applicable DocumentsThe 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 sh
11、all be the issue in effect on the date of the purchase order. In theevent 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 h
12、as been obtained.2.1.1 SAE PublicationsAvailable from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or +1 724-776-4970 (outside USA), www.sae.org.ARP490 Electrohydraulic ServovalvesARP1070 Design and Testing of Antiskid Brake Control
13、Systems for Total Aircraft CompatibilityARP926 Fault/Failure Analysis ProcedureARP4102 Flight Deck Panels, Controls, and DisplaysARP4102/2 Automatic Braking System (ABS)ARP4102/4 Flight Deck Alerting System (FAS)AIR5372 Information on Brake-By-Wire (BBW) Brake Control SystemsAIR5451 A Guide to Landi
14、ng Gear System Integration2.1.2 U.S. Government PublicationsCopies of these documents are available online at www.faa.gov.Federal Aviation Regulations (FAR), Part 23, AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANESFAA (Federal Aviation Administration) Advisory Ci
15、rcular 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 Airplanes and AirshipsSAE INTERNATIONAL ARP1907CPage4of 15Federal Aviation Regulations, Part 25, A
16、irworthiness Standards: Transport Category AirplanesFAA Advisory Circular AC 25.1309-1A - System Design and AnalysisFAA Advisory Circular AC 25-7A - Flight Test Guide for Certification of Transport Category Airplanes2.1.3 RTCA PublicationsAvailable from RTCA, Inc., 1150 18th Street, NW, Suite 910, W
17、ashington, DC 20036, Tel: 202-833-9339, www.rtca.org.RTCA DO-160 Environmental Conditions and Test Procedures for Airborne EquipmentRTCA DO-178B Software Considerations in Airborne Systems and Equipment CertificationRTCA DO-254 Design Assurance Guidance for Airborne Electronic Hardware3. DESCRIPTION
18、The autobrake system is used at the pilots option to initiate controlled ground braking automatically in either a landing ortakeoff mode for the following benefits:a. Reduced pilot workload. b. Increased passenger comfort through controlled deceleration and smooth brake pressure application and rele
19、ase.c. Consistent and early brake application.d. 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/braking systems.) The major autobrake s
20、ystem 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 actuators - and obviously the hydraulic c
21、omponents 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 arm the system is made contingent upon certain occurrences and specific inputs from other aircraft systems. The application and automatic c
22、ontrol 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 from wheel speed sensors, for compa
23、rison 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 autobrake functions; or it may in
24、corporate 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/she desires.SAE INTERNATIONAL ARP1907CPage5of 1HYDRAULICLINE
25、SBRAKE PRESSURESENSORSHYDRAULICFUSESCOPILOTRIGHTBRAKE PEDALPEDALSENSORASSYLEFTBRAKE PEDALPILOTCHANNEL - OUTBOARDCHANNEL - INBOARDBRAKE CONTROL VALVE ASSYINBOARDBRAKE CONTROL VALVE ASSYOUTBOARDLEFT RIGHTPEDALSENSORASSYPEDALSENSORASSYPEDALSENSORASSYBrake System Control UnitRTOOFFMINHIGHMEDAUTOBRAKE SW
26、ITCHDECEL DECEL DECEL DECELON ON ON ONMIN MED MAX RTOMAX ONMED ONMIN ONRTOOFF1MAX234DISARMThrottle PositionsGround SpoilersMain Gear Weight-On-WheelsNose Gear Weight-On-WheelsGear DownlockRIGHTBRAKE PEDALLEFTBRAKE PEDALWHEEL SPEED SENSORSFigure 1 - Typical autobrake system diagram with various fligh
27、t deck displays4. REQUIREMENTSThese design requirements are for landing and Rejected Take-Off (RTO) automatic braking systems designed 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 fo
28、r primary use must incorporate additional requirements related to insuring a high reliability of system operation during normal, adverse, and failure conditions.In the Requirements section for the operating logic, there are two distinct subsections. First is the operating logic associated with landi
29、ng followed by the operating logic for the RTO.4.1 Functional4.1.1 Generala. The autobrake system should be a pilot-selectable 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 syst
30、em may be designed so that not all brakes are active. The intent is that there should not be significant “unplanned” disparity 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).SAE INTERNATIONAL ARP1907CP
31、age6of 15d. 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 prevent the autobrake
32、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 indicate system is d
33、isarmed.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 modulate braking to maint
34、ain 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 application to ensure
35、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 should be smooth to e
36、nsure 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 power is removed
37、(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 25.735, FAR 23.1301,
38、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 any component of
39、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 ConfigurationExamples of acceptable autobrake flight deck configurations are shown in Figure 1. Some autobrake switches may consist of a single, magnetic
40、 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 Switcha. A single crew action should be required to select the autobrake sy
41、stem 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. SAE INTERNATIONAL ARP1907CPage7of 15c. The landing mode should not be capable of being selected du
42、ring 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 the 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
43、 remain in the position until a disarm requirement occurs (in which case the switch may automatically drop to the OFF position), other switch configurations may hold the switch in a disarm “detent” position. (There are many different autobrake switch configurations.)g. In autobrake RTO mode, the swi
44、tch 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 applies pedal braking.h. The switch should be readily accessible to both pilots.4.1.2.2 Flight Deck Indicationa. Although flight deck indication is beyond the scop
45、e of this document, there are many flight deck strategies that may be employed. Generally, in a “dark cockpit” strategy the pilot receives indications only when pilot action is required. Therefore, the pilot needs feedback as to autobrake selections, but this indication may not continue - as this ma
46、y 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 o
47、r autobrake MIN is deselected the switch extinguishes. There can be many ways to indicate autobrake faults, or failure of important components that act as part of the autobrake - and braking system.b. The AUTOBRAKE indication should be in plain view of the crew during takeoff, landing and the landin
48、g and rollout, and should be designed in accordance with FAR 23.777(a) and (b), FAR 25.777(a) and (c), ARP4102, ARP4102/2,and ARP4102/4.4.1.3 Landing Autobrake System Operating Logic4.1.3.1 Arming During LandingThe autobrake selection should latch (remain armed until disarmed) in a selected landing
49、position (e.g., 1, 2, 3, 4, or MAX) when all of the following conditions are met: a. Autobrake deceleration level manually selected, andb. No disarm condition exists. Once selected the, autobraking should remain until disarmed. Disarming autobrakes could be the result of a fault, deselection, application of a brake pedal or because of a change in the phase of flight. If the autobrake selection is maintained in a certain positi
