# US 12,759,698 B2 · Emergency autoland braking system

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- Number: US 12,759,698 B2
- Document ID: US12759698B2
- Status: Granted
- Kind: B2
- Application number: 19/037,598
- Filed: 2025-01-27
- Published: 2025-07-31
- Granted: 2026-10-13
- Earliest claimed: 2024-01-26
- Assignees: Textron Innovations Inc.
- Applicants: Textron Aviation Inc.
- Inventors: Stephen M. Eddy; Robert Glynn Wiegers; Michael Troy Heeren
- Web page: https://patentgrep.com/patent/US12759698B2

## CPC

- B64C 25/44: Actuating mechanisms
- B64C 13/044: {operated by feet, e.g. pedals}
- B64C 13/30: using cable, chain, or rod mechanisms
- B64C 25/48: differentially operated for steering purposes
- B64C: AEROPLANES; HELICOPTERS

## Abstract

An emergency autoland braking system for aircraft includes an electromechanical actuator configured to provide a braking force to rudder pedals for actuating a braking system without altering the existing braking system of the aircraft. An equalized braking force may be applied to both rudder pedals via a force balancing mechanism and a single linear actuator, or differential braking force may be applied via independent linear actuators. The system is compatible with both open and closed loop control for commanding a braking force.

## Claims

### Claim 1

An emergency autoland braking system for aircraft, comprising:
a cable having a first end and a second end;
a first cam operatively coupled to the first end of the cable, wherein the first cam is configured to rotate via pulling of the cable thereby actuating a left brake arm;
a second cam operatively coupled to the second end of the cable, wherein the second cam is configured to rotate via pulling of the cable thereby actuating a right brake arm;
a pulley, wherein the cable is routed through the pulley; and
a linear actuator operatively coupled to the pulley for adjusting a position of the pulley, wherein actuation of the linear actuator applies equal tension to the first and second ends of the cable via the pulley thereby adding an equal braking force to the left brake arm and the right brake arm.

### Claim 2 (depends on 1)

The system of claim 1, comprising a controller configured to provide closed loop operation for applying a proportional braking force via the linear actuator for slowing the aircraft as quickly and safely as possible without skidding.

### Claim 3 (depends on 2)

The system of claim 2, wherein control of the proportional braking force via the linear actuator is based on input from one or more of a wheel speed sensor, a longitudinal acceleration sensor, an airspeed sensor, or an altitude sensor.

### Claim 4 (depends on 2)

The system of claim 2, wherein the pulley is mounted on a driven sled and the driven sled is operatively coupled to one or more linear rails such that the linear actuator moves a position of the driven sled along the one or more linear rails for adjusting the position of the pulley.

### Claim 5 (depends on 4)

The system of claim 4, wherein the driven sled is operatively coupled to the one or more linear rails via one or more linear bearings, respectively.

### Claim 6 (depends on 5)

The system of claim 5, further comprising travel limit stops operatively coupled to the one or more linear rails to prevent over travel of the driven sled.

### Claim 7 (depends on 1)

The system of claim 1, wherein the first cam and the second cam each comprise an extending member configured to contact the left brake arm and the right brake arm, respectively.

### Claim 8 (depends on 1)

The system of claim 1, further comprising a first left spring configured to bias the left brake arm towards a non-braking position such that upon release of a left brake pedal, the left brake arm returns to a non-braking position for releasing any braking force.

### Claim 9 (depends on 8)

The system of claim 8, further comprising a second left spring configured to bias the first cam towards a non-braking position.

### Claim 10 (depends on 1)

The system of claim 1, further comprising a first right spring configured to bias the right brake arm towards a non-braking position such that upon release of a right brake pedal, the right brake arm returns to a non-braking position for releasing any braking force.

### Claim 11 (depends on 10)

The system of claim 10, further comprising a second right spring configured to bias the second cam towards a non-braking position.