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MODELING OF MECHATRONIC AIRCRAFT BRAKING SYSTEM

Article · May 2013

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International J.of Multidispl.Research & Advcs. in Engg.(IJMRAE),
ISSN 0975-7074, Vol. 5, No. II (April 2013), pp. 37-48

MODELING OF MECHATRONIC AIRCRAFT

BRAKING SYSTEM

AZE-EDDINE NAAMANE1, MOHAMMED RADOUANI1,

SALAH AKROUT1, BENAISSA EL FAHIME1, JEAN-YVES CHOLEY2

1
LMEP, Ecole Nationale Supérieure d’Arts et Métiers de Meknès
Université Moulay Ismail – Morocco.
2
LISMMA, Institut Supérieur de Mécanique de Paris, SUPMECA.
azeddine.naamane@gmail.com, m.radouani@ensam-umi.ac.ma, akrout_salah@yahoo.fr,
b.elfahime@ensam-umi.ac.ma, jean-yves.choley@supmeca.fr

ABSTRACT

The objective of this work is to develop an approach to model a mechatronic

brake system anti-skid of an aircraft fighter. It is based on the study of structural
and functional properties of components for developing the physical model of the
system. Simulation and analysis are conducted on the AMESim software in order
to observe and optimize the behavior of the system.

------------------------------
Keywords: Oriented object modeling; Brake system; anti-skid; Mechatronic.

© http: //www.ascent-journals.com
38 AZE-EDDINE NAAMANE, MOHAMMED RADOUANI, SALAH AKROUT, BENAISSA EL FAHIME and JEAN-YVES CHOLEY

1. INTRODUCTION

The dynamic behavior of the planes on the ground is largely influenced by the
brake system. The study of such a system requires the simultaneous control of
various disciplines: mechanics, hydraulics, electricity, electronics and
aerodynamics. Multidisciplinary nature imposes approach multi-physics to model
the system which will make it possible to simulate and analyze the parameters of
the aircraft brake system.

From this perspective, we will develop a physical model of the system by

adopting an object-oriented approach under environment AMESim, and to
thereafter have a critical glance compared to the got results. This study will enable
us to apprehend the complexity of the operation of the anti-skid system braking of
the aircraft fighter.

2. METHOD

2.1. System Description

In our braking system hydraulic power is provided by two independent circuits,

(figure 1). An emergency and park circuit, mechanically controlled by the
emergency brake handle, also used for the automatic braking of the wheels during
lifting of the landing gear. A normal circuit, with anti-skid system, controlled by
the front and rear pedals, braking is progressive and differential:

A hydraulic excitation circuit, installed in each cockpit, composed of four

transmitters actuated by the brake pedals and two tanks which power the circuit of
the transmitters and containing overpressures valves to evacuate the excess of
hydraulic fluid [1].

The tipping of the pedals controls the excitation circuit. The excitation pressure
actuates the relay pressure regulator of power circuit; this one is also composed of
an anti-skid system.
MODELING OF MECHATRONIC AIRCRAFT BRAKING SYSTEM 39

The pressure regulator relay ensures the pressurizing of hydraulic circuit

proportionally to the displacement of a rod controlled mechanically and the
hydraulic servitude of the mechanical command.

The Anti-skid system uses an all or nothing approach which, from speeds of the
principal wheels, ensures the brake release when the pressure tends to block these
ones. It prohibits also braking before impact; the prohibition is raised by the
rotation of the main wheels.

Excitation circuit
Emergency
Circuit

Power Circuit

Figure 1- Circuits of the braking system

We note from this description that the operation of our system uses multiple
physical domains that are in mutual interaction, which makes its study very
difficult. Thus, we used an object-oriented approach to facilitate the modeling.

2.2. Object-oriented approach

Object oriented programming is becoming a popular approach for many modeling

techniques and analysis developed for the different branches of the engineering
40 AZE-EDDINE NAAMANE, MOHAMMED RADOUANI, SALAH AKROUT, BENAISSA EL FAHIME and JEAN-YVES CHOLEY

[2]. Object orientation allows the definition of modular architectures based on

reusable and extensible components that become useful in many application
domains, from modeling and simulation until implementation and control,
(figure 2).

Connection
Port
Submodel
Icon
System
Environment

Composition of a submodel

Equations
Elementary submodel

Figure 2- Structure of an object oriented model.

Under this new philosophy, the creation of software is no longer based on coding
but on the design of a physical system [3]. To facilitate the reuse and
maintenance, complex systems are built from libraries of hierarchical models. The
basic mechanisms used in the connection component libraries are: abstraction,
encapsulation, inheritance and polymorphism.

The object-oriented approach allows recursive decomposition (top-down) of a

system into subsystems. The subsystems are represented by sub-models and so on
until identification of sub-models that represent fundamental physical processes
described by equations [4].
MODELING OF MECHATRONIC AIRCRAFT BRAKING SYSTEM 41

To analyze the functional performance and predict maintainability of our

intelligent mechatronic system, we'll use the platform of AMESim software [5].

AMESim is simulation software for, modeling and analysis of 1D multi-domain

system object-oriented and the prediction of multidisciplinary performances that
represent the real behavior of system. It offers the opportunity to develop specific
components and to exploit a large library of pre-defined components from
different physical domains such as fluid, thermal, mechanical, electromechanical,
and others.

3. MODELING

The multidisciplinary modeling of brake system requires the identification of

operating characteristics and geometry of each component.

3.1. Excitation circuit model

The excitation circuit includes hydraulic, mechanical and electrical components:

- The four pedals;
- The input signals representing the efforts of pilots;
- The mechanical converters of forces;
- The transmitters connected to the pedals which deliver a pressure
proportional to the pilot effort;
- Two pressurized tanks with a spring and two overpressure valves.
The following schematic represents the AMESim physical models of the aircraft
brake excitation circuit:

Figure 3- AMESim model of the aircraft excitation circuit

42 AZE-EDDINE NAAMANE, MOHAMMED RADOUANI, SALAH AKROUT, BENAISSA EL FAHIME and JEAN-YVES CHOLEY

3.2. Power circuit model

Power circuit consists of two essential elements:

- The relay valve (double dispenser) which receives the excitation pressure to act
on the orifice aperture of the inlet hydraulic power pressure.
- The anti-skid system including: commutator ①, electric servo-Valve ②,
tachometer generator ③, sensitive contact ④ and control unit ⑤ (figure 4).
①

Figure 4- Anti-skid system.

The regulation unit is the central element of the anti-skid system. It receives
information from speed sensors and provides instructions for braking (or brake
release) to the electro-valve.
MODELING OF MECHATRONIC AIRCRAFT BRAKING SYSTEM 43

The regulation unit comprises:

- filtering generator (modeled by electronic components);
- A differentiator;
- A trigger;
- A memory with variable discharge (modeled by a condenser);
- An output stage (modeled by an amplifier assembly);
- Stabilized power supply (modeled by a stabilized voltage +15V);
The AMESim physical models of the aircraft brake power circuit are shown in
(figure5).

Figure 5- AMESim model of the power circuit

44 AZE-EDDINE NAAMANE, MOHAMMED RADOUANI, SALAH AKROUT, BENAISSA EL FAHIME and JEAN-YVES CHOLEY

3.3. Aircraft brake system modeled

The Development of complete physical model of the aircraft braking system is

obtained by the interconnection of excitation, power and emergency circuits and
wheel brake assembly (figure 6).

Figure 6- AMESim model of the aircraft brake system

MODELING OF MECHATRONIC AIRCRAFT BRAKING SYSTEM 45

4. RESULTS AND DISCUSSION:

4.1. Inputs parameters of aircraft brake system

For our model, we have two input parameters. The input pressure is about 206 bars
(figure7), and the force applied progressively on the pedal in function of time (figure 8).

Figure 7- The input hydraulic pressure

Figure 8- The input signal of pedal force applied by the pilot

4.2. Results interpretation

The output parameters observed after simulation of the mechatronic braking

system are the output pressure of the excitation circuit (figure 9), and the output
46 AZE-EDDINE NAAMANE, MOHAMMED RADOUANI, SALAH AKROUT, BENAISSA EL FAHIME and JEAN-YVES CHOLEY

pressure of power circuit directed towards the wheel brake assembly (figure 10).
The results of simulation are present in the following figures:

Figure 9- Pressure excitation circuit

After the progressive application of the pilot effort on the pedals, the excitation
circuit takes a response time of 0.5 second to generate the stable excitation
pressure at 15 bars.

Figure 10- The hydraulic braking pressure of the aircraft

When the pedal is fully down, the pressure delivered by the system braking is of
the order of 120 bars. We note that the power circuit took a response time of 0.8
seconds to generate a pressure of 60 bars, and then the pressure attains a peak of
122 bars before stabilizing at 120 bars for a response time of 1 second.
MODELING OF MECHATRONIC AIRCRAFT BRAKING SYSTEM 47

4.3. Analysis and optimization

The brake pressure delivered by the circuit power increases with the force exerted
on the pedals. This pressure remains constant with a force beyond 60 N.

According to experimental tests, the values of the hydraulic brake pressure,

measured with pedal fully down, vary between 100 and 130 bars. Brake pressure
of our physical model belongs to this range. However, for optimum efficiency
brake response time (one second) must be reduced.

In this perspective, and after a thorough study of the functioning components, it

was revealed that the pressure relief valve, whose role is to purge the tank
pressure, has a negative influence on the fast increase of excitation pressure and
the brake pressure.

To optimize the response time of the brake pressure of our physical model, we act
on the parameters of the valve while increasing the reservoir capacity of the
excitation circuit. After a few test runs, we were able to reduce response time by
50% (0.5 seconds) (figure 11).

Figure 11- Response time optimization of the brake pressure.

 48 AZE-EDDINE NAAMANE, MOHAMMED RADOUANI, SALAH AKROUT, BENAISSA EL FAHIME and JEAN-YVES CHOLEY

5. CONCLUSION

The physical modeling of mechatronic system for aircraft braking through the
object-oriented approach requires the study of the braking system and
identification the operating characteristics of every system component.
The example treated in this paper shows how a powerful tool like AMESim can
be used for 1D physical modeling and simulation of complex mechatronic system.
Detailed modeling and optimization of subsystems is sufficient to ensure the
performance and reliability of couplet system.

6. REFERENCES

[1] J. VEAUX, "Les trains d’atterrissage et les systemes associes", in Centre

des hautes études de l’armement Division Histoire de l’armement, ed.
Paris: Comite pour l'histoire de l'aeronautique, 2006.

[2] A. NAAMANE, M. RADOUANI, A. SAKA, "Modeling of aircraft

braking system: component oriented approach", International Journal of
Research and Reviews in Mechatronic Design and Simulation (IJRRMDS).
Science Academy Publisher – United Kingdom. ISSN: 2046-6234. Volume
1 – n° 3, September 2011.

[3] S. RAMARATHNAM, "A mathematical model for air brake systems in

the presence of leaks", 2008.

[4] R. ROTHFUß, M. LASA, HM. HEINKEL, P. TIRGARI, "Systems

engineering in the design of mechatronic systems", International Journal
of Vehicle Design. Volume 28, February 2002.

[5] LMS-International. http://www.lmsintl.com/

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