CN103661934A - Anti-skid braking control method for unmanned aircraft based on dual-mode control - Google Patents
Anti-skid braking control method for unmanned aircraft based on dual-mode control Download PDFInfo
- Publication number
- CN103661934A CN103661934A CN201310577960.XA CN201310577960A CN103661934A CN 103661934 A CN103661934 A CN 103661934A CN 201310577960 A CN201310577960 A CN 201310577960A CN 103661934 A CN103661934 A CN 103661934A
- Authority
- CN
- China
- Prior art keywords
- brake
- flight
- response
- control
- aviator
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 39
- 230000004044 response Effects 0.000 claims abstract description 85
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 claims abstract description 33
- 238000012360 testing method Methods 0.000 claims abstract description 8
- 238000004891 communication Methods 0.000 claims description 41
- IWEDIXLBFLAXBO-UHFFFAOYSA-N dicamba Chemical compound COC1=C(Cl)C=CC(Cl)=C1C(O)=O IWEDIXLBFLAXBO-UHFFFAOYSA-N 0.000 claims description 26
- 238000012795 verification Methods 0.000 claims description 10
- 238000001514 detection method Methods 0.000 claims description 4
- 238000006243 chemical reaction Methods 0.000 claims description 2
- 238000011161 development Methods 0.000 abstract description 3
- 238000013480 data collection Methods 0.000 abstract 1
- 238000013461 design Methods 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000006870 function Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
Landscapes
- Regulating Braking Force (AREA)
Abstract
The invention discloses an anti-skid braking control method for an unmanned aircraft based on dual-mode control, aiming at solving the technical problem that an existing anti-skid braking control method for the unmanned aircraft is poor in safety. According to the technical scheme, the method comprises the following steps: determining a system state, a response object, an output current and the state of a hydraulic lock; and sending state information to a flight control computer. The method is used for tests or data collection of an offensive unmanned aircraft sample in a development stage, so that the risk is reduced and the safety of the unmanned aircraft is improved. When the offensive unmanned aircraft fights, the electromagnetic environment is interfered by the enemy, and an unmanned combat system is no long under control, thus, an anti-skid braking system controlled by a pilot is automatically started. The anti-skid braking control method for the unmanned aircraft based on dual-mode control is further suitable for automatic brake for taking off and landing of other types of aircrafts with cabins.
Description
Technical field
The present invention relates to a kind of unmanned aerial vehicle antiskid brake control method, particularly a kind of unmanned aerial vehicle antiskid brake control method of controlling based on bimodulus.
Background technology
Reconnaissance version unmanned aerial vehicle, as U.S.'s " global hawk " only has single landing braking master mode, this aircraft, due to reasons such as volume are little, cannot be realized antiskid brake bimodulus and control.Attack unmanned aerial vehicle has people's aircraft similar to common in shape, can realize bimodulus and control, but current attack unmanned aerial vehicle does not propose the antiskid brake method of controlling based on bimodulus.Attack unmanned aerial vehicle has the advantages that weight is large, cost is high.Anti-skid brake system (ABS) is most important taking off, in landing mission for antiskid brake control system, and therefore, whether anti-skid brake system (ABS) is reliable, directly affects the safety of aircraft.
Conventional unmanned aerial vehicle or there is no anti-skid brake system (ABS) (being mainly some small-sized reconnaissance version unmanned aerial vehicles), the antiskid brake control system that only has single reception flight-control computer to control, does not possess bimodulus and controls antiskid brake function and the feature of carrying out.
Document " Design on Electrical Brake System of UAV < < science and technology and engineering > > 20 phases in 2007 " discloses a kind of Design on Electrical Brake System of UAV method, proposed the control method of carrying out antiskid brake based on flying control, do not carried out bimodulus and control design.
The anti-skid brake system (ABS) execution unit of conventional attack type unmanned aerial vehicle is comprised of antiskid braking control box, wheel spin-up transducer, electro-hydraulic pressure servovalve and solenoid hydraulic lock (or motor drive controller and motor).Basic principle of work is: antiskid braking control box receives the brake control signal from flight-control computer, shuts down respectively brake, gear up brake and normal landing instruction brake.When brake control signal is while shutting down brake or gear up brake control signal, antiskid braking control box is exported corresponding definite value brake and is controlled electric current to electro-hydraulic pressure servovalve, and electro-hydraulic pressure servovalve is exported corresponding hydraulic pressure control brake.When electric current is controlled in output, solenoid hydraulic lock is opened simultaneously.When brake control signal is normal landing instruction brake control signal, antiskid braking control box output is proportional to the brake of normal landing instruction brake control signal and controls electric current to electro-hydraulic pressure servovalve, and electro-hydraulic pressure servovalve is exported corresponding hydraulic pressure and controlled brake.When electric current is controlled in output, solenoid hydraulic lock is opened simultaneously.Described " normal landing instruction brake control signal " refers in aircraft landing brake process, the control signal of the control brake weight size of being sent by flight-control computer.
The anti-skid brake system (ABS) of conventional attack type unmanned aerial vehicle has realized the antiskid brake function of unmanned aerial vehicle, but the method is too single, has following shortcoming:
1. control method is single, poor anti jamming capability;
2. some field data cannot obtain;
3. sample stage Risk coefficient is high, and cost is high;
Through retrieval " CJFD " paper database, have in the articles such as < < Aircraft Anti-skid Break Control > >, < < Design on Electrical Brake System of UAV > > and occur the concepts such as single brake system.
Summary of the invention
In order to overcome the deficiency of existing unmanned aerial vehicle antiskid brake control method poor stability, the invention provides a kind of unmanned aerial vehicle antiskid brake control method of controlling based on bimodulus.The method, by determining state of the system, response object, outgoing current and hydraulic lock state, sends status information to flight-control computer.The method is tested or data acquisition for attack unmanned aerial vehicle sample development phase, reduces risk, the safety that can improve unmanned aerial vehicle.At attack unmanned aerial vehicle, make wartime electromagnetic environment and be subject to enemy and disturb, unmanned combat system is no longer controlled, at this moment automatically starts aviator and controls anti-skid brake system (ABS).The unmanned aerial vehicle anti-skid brake system (ABS) of controlling based on bimodulus is also applicable to other type airplane of passenger cabin and carries out automatic lifting stick braking.
The technical solution adopted for the present invention to solve the technical problems is: a kind of unmanned aerial vehicle antiskid brake control method of controlling based on bimodulus, is characterized in comprising the following steps:
Step 1, determines state of the system.
By detecting BIT in machine, carry out fault detection, guarantee brake system trouble free;
Step 2, determines response object.
According to the communication information from flight-control computer, communication mark is set, communication link failure or synchronization character, frame length, verification and at least one mistake, it is 0 that communication link sign D0 is set, otherwise communication link sign D0 is set, is 1.According to priority, communication control sign is set, communication control sign is controlled by flight-control computer or by pilot operator.Aviator controls preferentially, and it is 0 that communication control sign D1 is set, otherwise communication control sign D1 is set, is 1.Logical response is as follows:
If D0 be 0 and D1 be 0, response object is aviator, left brake amount V
lsize is from left brake instruction sensor output V
sL, right brake amount V
rsize is from right brake instruction sensor output V
sR, described brake amount refers to the brake controlling quantity of determining brake weight size;
If D0 be 1 and D1 be 0, response object is aviator, left brake amount V
lsize is from left brake instruction sensor output V
sL, right brake amount V
rsize is from right brake instruction sensor output V
sR;
If D0 be 0 and D1 be 1, response object is aviator, left brake amount V
lsize is from left brake instruction sensor output V
sL, right brake amount V
rsize is from right brake instruction sensor output V
sR;
If D0 be 1 and D1 be 1, response object is flight-control computer, left brake amount V
lleft brake director data word UART in the Frame that size sends from flight-control computer
l, right brake amount V
rright brake director data word UART in the Frame that size sends from flight-control computer
r.
Response object logic is switched as follows:
1) by D0 be 1 and D1 1 switch to
D0 be 1 and D1 be 0 or
D0 be 0 and D1 be 1 or
D0 be 0 and D1 be 0 time delay 200ms response aviator.In the 200ms of time delay, keep the last control command state of flight-control computer;
2) by D0 be 1 and D1 be 0 or
D0 be 0 and D1 be 1 or
D0 be 0 and D1 0 switch to
D0 be 1 and D1 be 1 time delay 20ms response flight-control computer.In the 20ms of time delay, keep the last control command state of aviator;
3) D0 be 1 and D1 be 0 or
D0 be 0 and D1 be 1 or
D0 be 0 and D1 between 0, switch, response object does not switch.
When response is aviator, if control without aviator, time delay 5s enters autonomous braking state.Enter after autonomous braking state, if aviator recovers to control, autonomous braking state time delay 20ms is removed by aviator.
Described " autonomous braking state " refers to by the automatic given brake amount of controller of brake system and aircraft implemented to the state of brake, and automatic given brake amount measures peaked 70% for aviator or the given brake of flight-control computer.
Step 3, determines outgoing current.
By the left brake amount V of response output
lbe converted to left brake electric current I
lC;
By the right brake amount V of response output
rbe converted to right brake electric current I
rC;
According to left and right wheel speed gauge, calculate anti-skidding electric current I
lF, I
rF, final left and right outgoing current I
l, I
rbe calculated as follows:
I
L＝I
LC＋I
LF （1）
I
L MIN=a mA,I
L MAX=b mA
I
R＝I
RC＋I
RF （2）
I
R MIN=a mA,I
R MAX=b mA
In formula, a, b is constant,
Step 4, determines hydraulic lock state.
Open hydraulic lock logical response as follows:
If V
l>=c, V
r< c, opens hydraulic lock, delivery pressure;
If V
r>=c, V
l< c, opens hydraulic lock, delivery pressure;
If V
l>=c, V
r>=c, opens hydraulic lock, delivery pressure;
If V
l< c, V
r< c, closes hydraulic lock, not delivery pressure.
In formula, c is constant, is specially brake director data word in the Frame that brake instruction sensor output or flight-control computer send and opens hydraulic lock internal memory constant after conversion is calculated.
Step 5, sends status information to flight-control computer.
Data word 1: left channel B IT testing result;
Data word 2: right channel B IT testing result;
Data word 3: left wheel speed;
Data word 4: right wheel speed;
Data word 5: left outgoing current I
l;
Data word 6: right outgoing current I
r;
Data word 7: the response object of outgoing current.
The response object of described outgoing current refers to that it is aviator or flight-control computer that the source of Front brake outgoing current is worked as in control.
When communication link breaks down, flight computer judges that communication link breaks down, and time delay 200ms stops sending controling instruction.In the 200ms of time delay, keep the last control command state of flight-control computer.When communication link recovers normal, in 20ms, recover sending controling instruction.
The invention has the beneficial effects as follows: the method, by determining state of the system, response object, outgoing current and hydraulic lock state, sends status information to flight-control computer.The method is tested or data acquisition for attack unmanned aerial vehicle sample development phase, reduces risk, the safety that has improved unmanned aerial vehicle.At attack unmanned aerial vehicle, make wartime electromagnetic environment and be subject to enemy and disturb, unmanned combat system is no longer controlled, at this moment automatically starts aviator and controls anti-skid brake system (ABS).The unmanned aerial vehicle anti-skid brake system (ABS) of controlling based on bimodulus is also applicable to other type airplane of passenger cabin and carries out automatic lifting stick braking.
The unmanned aerial vehicle antiskid brake control method that bimodulus of the present invention is controlled and background technology method Contrast on effect are in Table 1.
Table 1 control method of the present invention and background technology method Contrast on effect table
In a word, the unmanned aerial vehicle antiskid brake control method that bimodulus of the present invention is controlled, can be used two kinds of non-similar master modes, and can freely switch, efficient, the safe unmanned aerial vehicle landing task that completes.
Below in conjunction with the specific embodiment, describe the present invention in detail.
The specific embodiment
The present embodiment is the unmanned aerial vehicle antiskid brake control method that a kind of bimodulus is controlled, and uses the anti-skid brake system (ABS) that changes method to adopt conventional fax anti-skid brake system (ABS) or conventional complete electric anti-skid brake system (ABS).Following examples are based on fax anti-skid brake system (ABS).
The present embodiment comprises the following steps:
Step 1, determines state of the system.
By antiskid braking control box, send BIT fault detection signal, system brake part response BIT fault detection signal also produces feedback signal, antiskid braking control box receiving feedback signals, the left passage of mensuration BIT testing result is: #00H(trouble free), right passage is: #00H(trouble free).
Step 2, determines response object.
Normally " synchronization character: #0EBH ", " frame length: #06H ", " verification and: #80H " [are put " data word " UART
l: the left brake amount V of the corresponding output of #40H(
l: #40H), " data word " UART
r: the right brake amount V of the corresponding output of #40H(
l: correct in the time of #40H) " verification and "];
Input left brake instruction sensor output V
sLthe left brake amount V of the corresponding output of=3.8VAC(
l: #9BH), input right brake instruction sensor output V
sRthe right brake amount V of the corresponding output of=3.8VAC(
l: #9BH).
1) disconnect in advance respectively communication cable (communication link failure is set), set in advance " synchronization character: #0E0H ", set in advance " frame length: #05H ", set in advance " verification and: #81H ", carry out following work:
Communication control sign D1 is set for " 0 ", the left brake amount V of response output
l: #9BH, the right brake amount V of response output
r: #9BH;
Communication control sign D1 is set for " 1 ", the left brake amount V of response output
l: #9BH, the right brake amount V of response output
r: #9BH.
2) connecting communication cable in advance, arranges " synchronization character: #0EBH ", arranges " frame length: #06H ", and " verification and: #80H " is set, and carries out following work:
Communication control sign D1 is set for " 0 ", the left brake amount V of response output
l: #9BH, the right brake amount V of response output
r: #9BH;
Communication control sign D1 is set for " 1 ", the left brake amount V of response output
l: #40H, the right brake amount V of response output
r: #40H.
3) connecting communication cable in advance, arranges " synchronization character: #0EBH ", arranges " frame length: #06H ", and " verification and: #80H " is set, and communication control sign D1 is set for " 1 ", carries out following work, and in working process, system does not restart.Following process setting " frame length " or " verification and " is set there is identical result with setting " synchronization character ":
1. left brake amount V is exported in response
l: #40H, the right brake amount V of response output
r: #40H.
2. in working process, communication control sign D1 is set for " 0 ", time delay 200ms, the left brake amount V of response output
l: #9BH, the right brake amount V of response output
r: #9BH.The left brake amount V of response output in the 200ms of time delay
l: #40H, the right brake amount V of response output
r: #40H.
3. in working process, recover to arrange communication control sign D1 for " 1 ", time delay 20ms, the left brake amount V of response output
l: #40H, the right brake amount V of response output
r: #40H.The left brake amount V of response output in the 20ms of time delay
l: #9BH, the right brake amount V of response output
r: #9BH.
4. time delay 200ms, the left brake amount V of response output in working process, are set " synchronization character: #0E0H "
l: #9BH, the right brake amount V of response output
r: #9BH.The left brake amount V of response output in the 200ms of time delay
l: #40H, the right brake amount V of response output
r: #40H.
5. in working process, recover to arrange " synchronization character: #0EBH " time delay 20ms, the left brake amount V of response output
l: #40H, the right brake amount V of response output
r: #40H.The left brake amount V of response output in the 20ms of time delay
l: #9BH, the right brake amount V of response output
r: #9BH.
6. in working process, " synchronization character: #0E0H " is set and communication control sign D1 is set for " 0 ", time delay 200ms, the left brake amount V of response output
l: #9BH, the right brake amount V of response output
r: #9BH.The left brake amount V of response output in the 200ms of time delay
l: #40H, the right brake amount V of response output
r: #40H.
7. in working process, recover to arrange communication control sign D1 for " 1 " and " synchronization character: #0EBH ", time delay 20ms, the left brake amount V of response output
l: #40H, the right brake amount V of response output
r: #40H.The left brake amount V of response output in the 20ms of time delay
l: #9BH, the right brake amount V of response output
r: #9BH.
8. in working process, after repeating above-mentioned the 2. item arranging, the left brake amount V of response output
l: #9BH, the right brake amount V of response output
r: #9BH; The left brake amount V of response output is set " synchronization character: #0E0H "
l: #9BH, the right brake amount V of response output
r: #9BH; Communication control sign D1 is set for " 1 ", the left brake amount V of response output
l: #9BH, the right brake amount V of response output
r: #9BH; " synchronization character: #0EBH " is set and communication control sign D1 is set for " 0 ", the left brake amount V of response output
l: #9BH, the right brake amount V of response output
r: #9BH; " synchronization character: #0E0H " is set and communication control sign D1 is set for " 1 ", the left brake amount V of response output
l: #9BH, the right brake amount V of response output
r: #9BH.
Step 3, determines outgoing current.
By left brake amount V
l: #00H～#9BH, the left brake electric current I of response output
lCfor (0～7.5) mA; By right brake amount V
r: #00H～#9BH, the right brake electric current I of response output
rCfor (0～7.5) mA.
According to left and right wheel state computation, go out anti-skidding electric current I
lF, I
rFfor-(0～7.5) mA.
Measure I
l MIN=0mA, I
l MAX=7.5mA.
Measure I
r MIN=0mA, I
r MAX=7.5mA.
Step 4, determines hydraulic lock state.
It is #09H that hydraulic lock constant d is opened in setting.
It is as follows that mensuration is opened hydraulic lock logical response:
If V
l>=#09H, V
r< #09H, opens hydraulic lock, delivery pressure.
If V
r>=#09H, V
l< #09H, opens hydraulic lock, delivery pressure.
If V
l>=#09H, V
r>=#09H, opens hydraulic lock, delivery pressure.
If V
l< #09H, V
r< #09H, closes hydraulic lock, not delivery pressure.
Step 5, sends status information to flight-control computer.
Normal " synchronization character: #0EBH ", " frame length: #06H " are set, " verification and: #80H " [puts " data word " UART
l: the left brake amount V of the corresponding output of #40H(
l: #40H), " data word " UART
r: the right brake amount V of the corresponding output of #9BH(
l: correct in the time of #9BH) " verification and "], communication control sign D1 is set for " 1 ".
Input left brake instruction sensor output V
sLthe left brake amount V of the corresponding output of=3.8VAC(
l: #9BH), input right brake instruction sensor output V
sRthe right brake amount V of the corresponding output of=3.8VAC(
l: #9BH).
It is as follows that brake system sends status information to flight-control computer:
The left passage of data word 1:#00H(BIT testing result);
The right passage of data word 2:#00H(BIT testing result);
The corresponding left wheel speed 230km/h of data word 3:#4DH();
The corresponding right wheel speed 230km/h of data word 4:#4DH();
The corresponding left brake I of data word 5:#87H(
l=7.5mA);
The corresponding right brake I of data word 6:#87H(
r=7.5mA);
Data word 7:#01H(" response object of outgoing current " is " flight-control computer ")
In the present embodiment, by each parameter is changed, measure effect of the present invention, result is consistent with expection, has reached the target of unmanned aerial vehicle anti-skid brake system (ABS) being carried out to bimodulus control.
Claims (1)
1. a unmanned aerial vehicle antiskid brake control method of controlling based on bimodulus, is characterized in that comprising the following steps:
Step 1, determines state of the system;
By detecting BIT in machine, carry out fault detection, guarantee brake system trouble free;
Step 2, determines response object;
According to the communication information from flight-control computer, communication mark is set, communication link failure or synchronization character, frame length, verification and at least one mistake, it is 0 that communication link sign D0 is set, otherwise communication link sign D0 is set, is 1; According to priority, communication control sign is set, communication control sign is controlled by flight-control computer or by pilot operator; Aviator controls preferentially, and it is 0 that communication control sign D1 is set, otherwise communication control sign D1 is set, is 1; Logical response is as follows:
If D0 be 0 and D1 be 0, response object is aviator, left brake amount V
lsize is from left brake instruction sensor output V
sL, right brake amount V
rsize is from right brake instruction sensor output V
sR, described brake amount refers to the brake controlling quantity of determining brake weight size;
If D0 be 1 and D1 be 0, response object is aviator, left brake amount V
lsize is from left brake instruction sensor output V
sL, right brake amount V
rsize is from right brake instruction sensor output V
sR;
If D0 be 0 and D1 be 1, response object is aviator, left brake amount V
lsize is from left brake instruction sensor output V
sL, right brake amount V
rsize is from right brake instruction sensor output V
sR;
If D0 be 1 and D1 be 1, response object is flight-control computer, left brake amount V
lleft brake director data word UART in the Frame that size sends from flight-control computer
l, right brake amount V
rright brake director data word UART in the Frame that size sends from flight-control computer
r;
Response object logic is switched as follows:
1) by D0 be 1 and D1 1 switch to
D0 be 1 and D1 be 0 or
D0 be 0 and D1 be 1 or
D0 be 0 and D1 be 0 time delay 200ms response aviator; In the 200ms of time delay, keep the last control command state of flight-control computer;
2) by D0 be 1 and D1 be 0 or
D0 be 0 and D1 be 1 or
D0 be 0 and D1 0 switch to
D0 be 1 and D1 be 1 time delay 20ms response flight-control computer; In the 20ms of time delay, keep the last control command state of aviator;
3) D0 be 1 and D1 be 0 or
D0 be 0 and D1 be 1 or
D0 be 0 and D1 between 0, switch, response object does not switch;
When response is aviator, if control without aviator, time delay 5s enters autonomous braking state; Enter after autonomous braking state, if aviator recovers to control, autonomous braking state time delay 20ms is removed by aviator;
Described " autonomous braking state " refers to by the automatic given brake amount of controller of brake system and aircraft implemented to the state of brake, and automatic given brake amount measures peaked 70% for aviator or the given brake of flight-control computer;
Step 3, determines outgoing current;
By the left brake amount V of response output
lbe converted to left brake electric current I
lC;
By the right brake amount V of response output
rbe converted to right brake electric current I
rC;
According to left and right wheel speed gauge, calculate anti-skidding electric current I
lF, I
rF, final left and right outgoing current I
l, I
rbe calculated as follows:
I
L＝I
LC＋I
LF （1）
I
L MIN=a mA,I
L MAX=b mA
I
R＝I
RC＋I
RF （2）
I
R MIN=a mA,I
R MAX=b mA
In formula, a, b is constant,
Step 4, determines hydraulic lock state;
Open hydraulic lock logical response as follows:
If V
l>=c, V
r< c, opens hydraulic lock, delivery pressure;
If V
r>=c, V
l< c, opens hydraulic lock, delivery pressure;
If V
l>=c, V
r>=c, opens hydraulic lock, delivery pressure;
If V
l< c, V
r< c, closes hydraulic lock, not delivery pressure;
In formula, c is constant, is specially brake director data word in the Frame that brake instruction sensor output or flight-control computer send and opens hydraulic lock internal memory constant after conversion is calculated;
Step 5, sends status information to flight-control computer;
Data word 1: left channel B IT testing result;
Data word 2: right channel B IT testing result;
Data word 3: left wheel speed;
Data word 4: right wheel speed;
Data word 5: left outgoing current I
l;
Data word 6: right outgoing current I
r;
Data word 7: the response object of outgoing current;
The response object of described outgoing current refers to that it is aviator or flight-control computer that the source of Front brake outgoing current is worked as in control;
When communication link breaks down, flight computer judges that communication link breaks down, and time delay 200ms stops sending controling instruction; In the 200ms of time delay, keep the last control command state of flight-control computer; When communication link recovers normal, in 20ms, recover sending controling instruction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201310577960.XA CN103661934B (en) | 2013-11-15 | 2013-11-15 | Based on the unmanned aerial vehicle antiskid brake control method of bi-mode control |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201310577960.XA CN103661934B (en) | 2013-11-15 | 2013-11-15 | Based on the unmanned aerial vehicle antiskid brake control method of bi-mode control |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103661934A true CN103661934A (en) | 2014-03-26 |
| CN103661934B CN103661934B (en) | 2015-12-09 |
Family
ID=50300951
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201310577960.XA Active CN103661934B (en) | 2013-11-15 | 2013-11-15 | Based on the unmanned aerial vehicle antiskid brake control method of bi-mode control |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN103661934B (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104494815A (en) * | 2014-11-18 | 2015-04-08 | 西安航空制动科技有限公司 | Landing protection method for anti-skid brake system of airplane |
| CN106672219A (en) * | 2016-12-22 | 2017-05-17 | 西安航空制动科技有限公司 | Airplane slip-prevention failure speed state locking method |
| CN108345299A (en) * | 2017-01-23 | 2018-07-31 | 株式会社久保田 | Operation Van's wireless management system |
| CN105620455B (en) * | 2016-02-04 | 2018-08-31 | 西安航空制动科技有限公司 | A kind of control method of airplane brake system and its ground protection |
| CN110543189A (en) * | 2019-09-25 | 2019-12-06 | 成都飞机工业（集团）有限责任公司 | ground guide control method for fixed-wing unmanned aerial vehicle |
| CN113895415A (en) * | 2021-09-13 | 2022-01-07 | 西安航空制动科技有限公司 | Method for converting working modes of airplane wheel braking system |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6390571B1 (en) * | 2000-06-29 | 2002-05-21 | Goodrich Corporation | Redundant aircraft braking system architecture |
| US20100063703A1 (en) * | 2006-07-05 | 2010-03-11 | Meggitt Aerospace Limited | Aircraft braking control |
| CN102135775A (en) * | 2010-12-28 | 2011-07-27 | 江西洪都航空工业集团有限责任公司 | Test method and tester for electronic skid control box of airplane |
| CN102592007A (en) * | 2011-12-30 | 2012-07-18 | 成都飞机工业（集团）有限责任公司 | Method for modeling unmanned aerial vehicle object model for parameter adjustment of flight control law design |
| CN103158868A (en) * | 2013-03-06 | 2013-06-19 | 西安航空制动科技有限公司 | Mixed airplane brake system and control method |
-
2013
- 2013-11-15 CN CN201310577960.XA patent/CN103661934B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6390571B1 (en) * | 2000-06-29 | 2002-05-21 | Goodrich Corporation | Redundant aircraft braking system architecture |
| US20100063703A1 (en) * | 2006-07-05 | 2010-03-11 | Meggitt Aerospace Limited | Aircraft braking control |
| CN102135775A (en) * | 2010-12-28 | 2011-07-27 | 江西洪都航空工业集团有限责任公司 | Test method and tester for electronic skid control box of airplane |
| CN102592007A (en) * | 2011-12-30 | 2012-07-18 | 成都飞机工业（集团）有限责任公司 | Method for modeling unmanned aerial vehicle object model for parameter adjustment of flight control law design |
| CN103158868A (en) * | 2013-03-06 | 2013-06-19 | 西安航空制动科技有限公司 | Mixed airplane brake system and control method |
Non-Patent Citations (1)
| Title |
|---|
| 赵鹏涛等: "《无人机全电刹车系统的建模与仿真研究》", 《计算机仿真》, vol. 24, no. 10, 31 October 2007 (2007-10-31) * |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104494815A (en) * | 2014-11-18 | 2015-04-08 | 西安航空制动科技有限公司 | Landing protection method for anti-skid brake system of airplane |
| CN105620455B (en) * | 2016-02-04 | 2018-08-31 | 西安航空制动科技有限公司 | A kind of control method of airplane brake system and its ground protection |
| CN106672219A (en) * | 2016-12-22 | 2017-05-17 | 西安航空制动科技有限公司 | Airplane slip-prevention failure speed state locking method |
| CN108345299A (en) * | 2017-01-23 | 2018-07-31 | 株式会社久保田 | Operation Van's wireless management system |
| CN108345299B (en) * | 2017-01-23 | 2022-10-14 | 株式会社久保田 | Wireless management system for operation vehicle |
| CN110543189A (en) * | 2019-09-25 | 2019-12-06 | 成都飞机工业（集团）有限责任公司 | ground guide control method for fixed-wing unmanned aerial vehicle |
| CN110543189B (en) * | 2019-09-25 | 2022-01-25 | 成都飞机工业（集团）有限责任公司 | Ground guide control method for fixed-wing unmanned aerial vehicle |
| CN113895415A (en) * | 2021-09-13 | 2022-01-07 | 西安航空制动科技有限公司 | Method for converting working modes of airplane wheel braking system |
| CN113895415B (en) * | 2021-09-13 | 2023-08-18 | 西安航空制动科技有限公司 | Working mode conversion method of airplane wheel braking system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN103661934B (en) | 2015-12-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN103661934B (en) | Based on the unmanned aerial vehicle antiskid brake control method of bi-mode control | |
| EP3445652B1 (en) | Combined pitch and forward thrust control for unmanned aircraft systems | |
| CN109080816B (en) | Method and device for controlling an aircraft flight control surface | |
| AU2017302225B2 (en) | Vertical take-off and landing aircraft | |
| CN102458995B (en) | aircraft with high lift system | |
| KR101422874B1 (en) | Systems and methods for transporting airplanes | |
| US6641082B2 (en) | Aircraft ferrying system and method thereof | |
| US9845148B2 (en) | Aircraft landing gear longitudinal force control | |
| CN204965188U (en) | A two remaining flight control for many rotor unmanned aerial vehicle of remote control | |
| US9446838B2 (en) | Systems for inceptor control in fly-by-wire aircraft systems | |
| CN107797568A (en) | The optimal cruise that fuel consumption is reduced using vertically and laterally navigation is climbed tracking | |
| CN105523171A (en) | Hybrid transverse control system for large aircraft | |
| EP3348474B1 (en) | System and method for autobraking with course trajectory adjustment | |
| CN102264599A (en) | Method of moving aircraft on the ground | |
| CN103158866A (en) | A method of managing systems associated with the landing gear of an aircraft | |
| CN106828884A (en) | The method that amphibious aircraft flight control system installs control augmentation stability system additional | |
| CN102556339A (en) | Method for managing a ground movement of an aircraft | |
| EP3403891B1 (en) | Deceleration pedal control for braking systems | |
| CN103105857A (en) | A method of resetting the orientation of an aircraft undercarriage having a steerable bottom portion | |
| EP3708448B1 (en) | Shutoff valve control system | |
| CN107463182B (en) | Method for optimizing takeoff parameters of an aircraft | |
| EP2957978A1 (en) | Method and system for supporting maneuvers of an all-wing carrier aircraft by its parasite flying units | |
| EP2957977B1 (en) | Method and system for compensation of an asymmetric configuration of an all-wing carrier for flying units | |
| Trippensee | Update of the X-29 high-angle-of-attack program |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |