公开(公告)号：US4623049A

公开(公告)日：1986-11-18

申请号：US761515

申请日：1985-08-01

Applicant: Steven M. Warren

Inventor： Steven M. Warren

IPC: F16F9/48 ,  F16F9/50

CPC classification number: F16F9/50 ,  F16F9/486

Abstract: Tubular members (22, 24) define a pressure chamber (26) and a reserve chamber (28) between them. A first variable metered hydraulic orifice area is provided between chambers (26, 28) by openings (32) in a metering tube (30). A second metered hydraulic orifice area is provided by fixed orifice (94). In a first mode of operation, both such areas are open during an initial retraction of members (22, 24). Control tube (34) is coaxial with metering tube (30) and has openings (36). In the first mode, latch (62) locks tubes (30, 34) together with openings (32, 36) aligned. Relative extension of members (22, 24) following the initial retraction causes pressure in chamber (28) to rise above pressure in chamber (26) and latch (62) to release control tube (34). Spring (40) moves tube (34) into a closed position in which it blocks openings (32). Shock absorber (20) then operates in its second mode in which fixed orifice (94) remains open and openings (32) remain closed. Relief valve (96) relieves excessive pressure buildup in chamber (26) in the second mode. Subsequent full extension of members (22, 24) automatically resets shock absorber (20) for operation in its first mode.

Abstract translation: 管状构件（22,24）在它们之间限定了压力室（26）和储备室（28）。 通过计量管（30）中的开口（32）在腔室（26,28）之间提供第一可变计量的液压孔口区域。 第二计量液压孔口区域由固定孔口（94）提供。 在第一操作模式中，这两个区域在构件（22,24）的初始缩回期间是打开的。 控制管（34）与计量管（30）同轴并具有开口（36）。 在第一模式中，闩锁（62）将管（30,34）与对准的开口（32,36）一起锁定。 在初始回缩之后，构件（22,24）的相对延伸使室（28）中的压力升高到室（26）和闩锁（62）中的压力以释放控制管（34）。 弹簧（40）将管（34）移动到闭合位置，在该位置中，其阻挡开口（32）。 减震器（20）然后在其第二模式中操作，其中固定孔（94）保持打开并且开口（32）保持关闭。 泄放阀（96）在第二模式中减轻腔室（26）中过度的压力累积。 随后的部件（22,24）的完全延伸将自动重置减震器（20）以在其第一模式下操作。

公开(公告)号：US4493509A

公开(公告)日：1985-01-15

申请号：US451655

申请日：1982-09-27

Applicant: Jerome R. Kilner ,  Eugene T. Raymond ,  Steven M. Warren

Inventor： Jerome R. Kilner ,  Eugene T. Raymond ,  Steven M. Warren

IPC: B60T8/32 ,  B60T13/12 ,  B60T17/04 ,  B60T17/18 ,  B64C25/42 ,  B64D45/00 ,  F15B20/00 ,  F16D65/14 ,  B60T11/10

CPC classification number: B60T8/325 ,  B60T13/12 ,  B60T17/18 ,  B64C25/42 ,  F16D2125/026

Abstract: A relatively expensive, relatively heavy, and relatively nonflammable hydraulic fluid (chlorotrifluorethylene) is used in an aircraft ground wheel brake system between the piston (72) of a deboost device (68) and a set of wheel brakes (196). A relatively cheaper and relatively lighter, conventional hydraulic fluid (MIL-H-5606), which is also relatively flammable, is used in the remainder of the system. A replenish system for the relatively nonflammable fluid includes a reservoir divided into two chambers by a piston. One chamber contains a quantity of the relatively nonflammable fluid and the other chamber is connected to the system pressure. The deboost device includes a replenish valve which is opened in response to a position of the deboost piston. Replenishment only occurs when the brakes are applied and replenishment is necessary. At other times, all portions of the brake system are at return pressure. The relatively nonflammable hydraulic fluid acts as a buffer between heat generated at the brakes and the relatively flammable fluid.

Abstract translation: PCT No.PCA82 / 01335 Sec。 371日期1982年9月27日 102（e）1982年9月27日PCT PCT于1982年9月27日提交。一种相对昂贵，相对较重和相对不可燃的液压油（氯三氟乙烯）用于飞机地面车轮制动系统中的活塞（72） 去吊装置（68）和一组车轮制动器（196）。 在系统的其余部分中使用相对便宜且相对较轻的常规液压流体（MIL-H-5606），其也是相对易燃的。 用于相对不可燃流体的补充系统包括通过活塞分成两个室的储存器。 一个室含有一定数量的相对不易燃的流体，另一个室与系统压力相连。 去吊装置包括补充阀，其响应于脱泡活塞的位置而打开。 补货只有在制动器被应用并且需要补给时才会发生。 在其他时间，制动系统的所有部分都处于返回压力。 相对不可燃的液压流体用作在制动器和相对易燃流体之间产生的热量之间的缓冲器。

公开(公告)号：US4482961A

公开(公告)日：1984-11-13

申请号：US303381

申请日：1981-09-18

Applicant: Jerome R. Kilner ,  Steven M. Warren

Inventor： Jerome R. Kilner ,  Steven M. Warren

IPC: G05D1/00 ,  G06F15/00

CPC classification number: G05D1/0083

Abstract: A control system for maintaining an aircraft within the lateral boundaries of a runway during landing rollout under conditions of combined crosswind and low runway friction is disclosed. An automatic mode of operation is provided wherein the system utilizes an input signal representative of the heading of the runway being utilized and signals provided by (or derivable from ) an inertial navigation system to exercise coordinated control of the aircraft rudder, steering and differential braking system. In a semiautomatic mode of operation, signals supplied by the inertial navigation system (or its equipment) are utilized in conjunction with a continuous command signal that is provided by the pilot to indicate the desired aircraft trajectory. An optional provision is included for limiting the aircraft ground velocity slip angle to a range wherein an increase in ground velocity slip angle results in increased lateral corrective force on the aircraft. An additional optional provision modifies operation of the brake-antiskid system employed by the aircraft so as to reduce braking pressure by an amount that substantially optimizes lateral corrective force on the aircraft.

Abstract translation: 公开了一种控制系统，用于在联合侧风和低跑道摩擦的条件下，在着陆拉出期间将飞机维持在跑道的横向边界内。 提供了一种自动操作模式，其中系统利用表示正在使用的跑道的航向的输入信号和由惯性导航系统（或可衍生自）惯性导航系统提供的信号，以对飞行舵，转向和差速制动系统进行协调控制 。 在半自动操作模式下，由惯性导航系统（或其设备）提供的信号与由飞行员提供以指示期望的飞行器轨迹的连续命令信号结合使用。 包括一个可选规定，用于将飞机地面速度滑移角限制在一个范围内，其中地面速度滑移角的增加导致飞机上的侧向校正力增加。 额外的可选规定修改飞行器所使用的制动防滑系统的操作，以便将制动压力降低到基本上优化飞机上的横向校正力的量。