CN111196354B - Control method for magnetorheological shimmy damper of aircraft landing gear - Google Patents
Control method for magnetorheological shimmy damper of aircraft landing gear Download PDFInfo
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- CN111196354B CN111196354B CN202010082186.5A CN202010082186A CN111196354B CN 111196354 B CN111196354 B CN 111196354B CN 202010082186 A CN202010082186 A CN 202010082186A CN 111196354 B CN111196354 B CN 111196354B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/58—Arrangements or adaptations of shock-absorbers or springs
Abstract
The invention relates to a control method for a magnetorheological shimmy damper of an aircraft landing gear, which is used for acquiring the height of an aircraft, the flight speed of the aircraft, the flight deceleration of the aircraft and the descent speed of the aircraft; when the height of the airplane is lower than a first height threshold and higher than a second height threshold, obtaining the initial working current of a coil of the magneto-rheological shimmy damper according to the flying speed of the airplane, the flying deceleration of the airplane and the descending speed of the airplane; when the height of the airplane is lower than a second height threshold value, acquiring the taxi speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration; and adjusting the initial working current according to the airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration to obtain a final working current value. Firstly, the control process of the control method is simple and not complicated, so that the control reliability is improved, and the working current of the coil of the magneto-rheological shimmy damper can be accurately controlled, so that the damping of the magneto-rheological shimmy damper meets the requirement.
Description
Technical Field
The invention relates to a control method for a magnetorheological shimmy damper of an aircraft landing gear.
Background
When the airplane is influenced by factors such as crosswind or ground lateral impact in the processes of taking off and landing and high-speed running, the nose wheel of the landing gear deflects around the central axis of the strut of the nose wheel so as to swing left and right, and the nose wheel swings more and more violently along with the increase of the running speed, so that the coupling of lateral motion forms and torsional motion forms is caused; since the tire deformation has a nonlinear characteristic, the alternately deformed tire generates an alternating load, thereby generating a shimmy phenomenon. The shimmy phenomenon causes severe discomfort to the pilot and the passengers, reduces the due service time of the airplane, even has the risks of tire tearing and strut breaking, can cause severe damage to the airplane and even causes accidents to cause casualties. In order to eliminate or reduce shimmy, a shimmy damper is usually installed on the nose landing gear of an airplane, and the shimmy damper ensures the stable and safe action of the airplane in the process of taking off and landing of the airplane, so that the shimmy generated by the nose landing gear in the process of sliding off and taking off and landing of the airplane can be prevented and eliminated. The traditional oil-liquid type shimmy damper enables the shimmy damper to forcedly reciprocate and move relatively through the swinging of the airplane wheel, so that the energy generated by shimmy is dissipated, and the power reaction of the airplane landing gear is reduced. But the shimmy can be eliminated only passively in an energy consumption mode, the damping working range is narrow, the damping force cannot be adjusted in real time according to the swing state of the undercarriage, and the influence of the temperature and the compressibility of the oil on the viscosity of the oil is obvious. The fluidity of the magnetorheological fluid is changed along with the change of the external magnetic field intensity, the magnetic field intensity is changed by adjusting the current value of the coil, the viscosity of the magnetorheological fluid is further changed, and the adjustment of the output damping force of the magnetorheological vibration damping device is realized. The magnetorheological damper has the characteristics of simple structure, low power consumption, continuously adjustable damping force generation and the like, and is applied to the fields of automobile shock absorption, building engineering shock absorption and the like at present. At present, a magneto-rheological shimmy damper is used for an aircraft landing gear to relieve shimmy generated by the aircraft landing gear, but the control process of the existing control method of the magneto-rheological shimmy damper is relatively complicated, so that the control reliability is poor.
Disclosure of Invention
The invention aims to provide a control method for a magnetorheological shimmy damper of an aircraft landing gear, which is used for solving the problem of poor control reliability of the existing control method for the magnetorheological shimmy damper.
In order to solve the problems, the invention adopts the following technical scheme:
a control method for an aircraft landing gear magnetorheological shimmy damper, comprising:
acquiring the height of the airplane, the flying speed of the airplane, the flying deceleration of the airplane and the descending speed of the airplane;
when the aircraft altitude is lower than a first altitude threshold and higher than a second altitude threshold, acquiring an initial working current of a coil of a magneto-rheological shimmy damper according to the aircraft flying speed, the aircraft flying deceleration and the aircraft descending speed, wherein the first altitude threshold is larger than the second altitude threshold, and the initial working current of the coil of the magneto-rheological shimmy damper is inversely proportional to the aircraft flying speed and the aircraft descending speed and is directly proportional to the aircraft flying deceleration;
when the height of the airplane is lower than the second height threshold value, acquiring the taxi speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration;
and adjusting the initial working current according to the airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration to obtain a final working current value.
Optionally, setting the airplane flying speed to be v1, the quantization factor of the airplane flying speed v1 to be kv1, the airplane flying deceleration to be a1, the quantization factor of the airplane flying deceleration a1 to be ka1, the airplane descent speed to be v2, the quantization factor of the airplane descent speed v2 to be kv2,
the initial operating current I1 is calculated as:
I1＝a1*ka1-v2*kv2-v1*kv1
optionally, the adjusting the initial working current according to the airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration to obtain a final working current value includes:
setting three airplane taxiing speed intervals, namely a high airplane taxiing speed interval, a middle airplane taxiing speed interval and a low airplane taxiing speed interval;
setting three airplane wheel swing angle intervals, namely a high airplane wheel swing angle interval, a middle airplane wheel swing angle interval and a low airplane wheel swing angle interval;
setting three airplane wheel swing angular velocity intervals, namely a high airplane wheel swing angular velocity interval, a middle airplane wheel swing angular velocity interval and a low airplane wheel swing angular velocity interval;
setting three airplane wheel swing angular acceleration intervals, namely a high airplane wheel swing angular acceleration interval, a middle airplane wheel swing angular acceleration interval and a low airplane wheel swing angular acceleration interval;
determining corresponding high, medium or low intervals of the airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration according to the acquired airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration;
when the sliding speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration of the airplane are in corresponding high intervals, the working current regulating quantity is delta I1, and delta I1 is a positive number;
when one parameter of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding high interval and three parameters are in corresponding middle intervals, the working current regulating quantity is delta I2, and delta I2 is a positive number;
when one parameter of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding high interval, one parameter is in a corresponding low interval, and the two parameters are in corresponding middle intervals, the working current regulating quantity is delta I3, and the delta I3 is 0;
when one parameter of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding high interval, two parameters are in a corresponding low interval, and one parameter is in a corresponding middle interval, the working current regulating quantity is delta I4, and delta I4 is a negative number;
when one parameter of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding high interval and three parameters are in a corresponding low interval, the working current regulating quantity is delta I5, and delta I5 is a negative number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding high intervals and two parameters are in corresponding middle intervals, the working current regulating quantity is delta I6, and delta I6 is a positive number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in a corresponding high interval, one parameter is in a corresponding low interval and the other parameter is in a corresponding middle interval, the working current regulating quantity is delta I7, and delta I7 is a positive number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding high intervals and two parameters are in corresponding low intervals, the working current regulating quantity is delta I8, and delta I8 is 0;
when three parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding high intervals and one parameter is in a corresponding middle interval, the working current regulating quantity is delta I9, and delta I9 is a positive number;
when three parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding high intervals and one parameter is in a corresponding low interval, the working current regulating quantity is delta I10, and delta I10 is a positive number;
when the sliding speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration of the airplane are in corresponding low intervals, the working current regulating quantity is delta I11, and delta I11 is a negative number;
when three parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding low intervals and one parameter is in a corresponding middle interval, the working current regulating quantity is delta I12, and delta I12 is a negative number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding low intervals and two parameters are in corresponding middle intervals, the working current regulating quantity is delta I13, and delta I13 is a negative number;
when one parameter of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding low interval and three parameters are in corresponding middle intervals, the working current regulating quantity is delta I14, and delta I14 is a negative number;
when the sliding speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration of the airplane are all in corresponding middle areas, the working current regulating quantity is delta I15, and delta I15 is 0;
wherein, | Δ I1| Δ I11|, | Δ I2| Δ I14| Δ I4| Δ I7|, | Δ I5| Δ I10| Δ I6| Δ I13|, | Δ I9| Δ I12|, | Δ I1| > | Δ I9| > | I5| > | Δ I2 |;
and the final working current value is equal to the initial working current processing working current regulating quantity.
The invention has the beneficial effects that: when the height of the airplane is higher, namely the airplane does not slide, determining the initial working current of a coil of the magneto-rheological shimmy damper according to the height of the airplane, the retraction state of an undercarriage, the flying speed of the airplane, the flying deceleration of the airplane and the descending speed of the airplane, and then when the height of the airplane is lower, the airplane can be understood to be in the sliding process, adjusting the initial working current according to the sliding speed of the airplane, the swing angle of the airplane wheel, the swing angular speed of the airplane wheel and the swing angular acceleration of the airplane wheel to obtain the final value of the working current. Firstly, the control process of the control method is simple and not complicated, so that the control reliability is improved, an initial working current is obtained firstly, then the adjustment is carried out on the basis of the initial working current, the final value of the working current is obtained, the working current of the coil of the magneto-rheological shimmy damper can be accurately controlled, and the damping of the magneto-rheological shimmy damper meets the requirement. And an initial working current is firstly provided, then the initial working current is adjusted to obtain a final working current value, so that current impact caused by the fact that a final working current value is immediately provided during sliding is avoided, and the phenomenon that the magneto-rheological shimmy damper cannot normally operate due to sudden increase of current is further avoided.
Drawings
In order to more clearly illustrate the technical solution of the embodiment of the present invention, the drawings needed to be used in the embodiment will be briefly described as follows:
FIG. 1 is a flow chart diagram of a control method for an aircraft landing gear magnetorheological shimmy damper.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.
It will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
As used in this specification and the appended claims, the term "if" may be interpreted contextually as "when", "upon" or "in response to" determining "or" in response to detecting ". Similarly, the phrase "if it is determined" or "if a [ described condition or event ] is detected" may be interpreted contextually to mean "upon determining" or "in response to determining" or "upon detecting [ described condition or event ]" or "in response to detecting [ described condition or event ]".
Furthermore, in the description of the present application and the appended claims, the terms "first," "second," "third," and the like are used for distinguishing between descriptions and not necessarily for describing or implying relative importance.
Reference throughout this specification to "one embodiment" or "some embodiments," or the like, means that a particular feature, structure, or characteristic described in connection with the embodiment is included in one or more embodiments of the present application. Thus, appearances of the phrases "in one embodiment," "in some embodiments," "in other embodiments," or the like, in various places throughout this specification are not necessarily all referring to the same embodiment, but rather "one or more but not all embodiments" unless specifically stated otherwise. The terms "comprising," "including," "having," and variations thereof mean "including, but not limited to," unless expressly specified otherwise.
As shown in fig. 1, the present embodiment provides a control method for an aircraft landing gear magnetorheological shimmy damper, comprising the steps of:
acquiring the height of the airplane, the flying speed of the airplane, the flying deceleration of the airplane and the descending speed of the airplane:
the aircraft height is the aircraft flying height, which is the vertical distance between the aircraft and the ground plane, and the aircraft height and the aircraft flying speed are two conventional parameters of the aircraft, which can be obtained from a flying management computer arranged on the aircraft; because the control method is a control method in the landing process and the taxiing process of the airplane, the flight deceleration of the airplane needs to be obtained, and the flight deceleration of the airplane can be detected by an acceleration sensor arranged on the airplane and also can be calculated by the following calculation process: detecting two speeds at a certain interval of time, and calculating the flight deceleration of the airplane according to the two speeds and the interval of time; the aircraft descent speed is the speed of the aircraft in the vertical direction and can be calculated by the following calculation process: two airplane altitudes are detected at certain intervals, and then the descending speed of the airplane is calculated according to the two airplane altitudes and the intervals.
When the aircraft altitude is lower than a first altitude threshold and higher than a second altitude threshold, acquiring an initial operating current of a coil of a magneto-rheological shimmy damper according to the aircraft flying speed, the aircraft flying deceleration and the aircraft descending speed, wherein the first altitude threshold is larger than the second altitude threshold, the initial operating current of the coil of the magneto-rheological shimmy damper is inversely proportional to the aircraft flying speed and the aircraft descending speed and is proportional to the aircraft flying deceleration:
two height thresholds are set, namely a first height threshold and a second height threshold, and specific numerical values of the first height threshold and the second height threshold are determined by actual needs, but no matter how the values are taken, the following requirements are met: the first height threshold is greater than the second height threshold.
When the aircraft altitude is lower than a first altitude threshold and higher than a second altitude threshold, acquiring an initial operating current of a coil of a magnetorheological shimmy damper according to the aircraft flying speed, the aircraft flying deceleration and the aircraft descending speed, wherein the initial operating current of the coil of the magnetorheological shimmy damper is inversely proportional to the aircraft flying speed and the aircraft descending speed and is directly proportional to the aircraft flying deceleration, and a specific calculation process of the initial operating current I1 is given as follows:
the flying speed of the airplane is set to be v1, the flying deceleration of the airplane is set to be a1, and the descending speed of the airplane is set to be v 2. These three parameters are quantified to yield: the specific values of the quantization factors kv1 of the aircraft flying speed v1, ka1 of the aircraft flying deceleration a1, kv2 of the aircraft descending speed v2 and kv1, ka1 and kv2 are set by actual conditions, such as: according to a large amount of past control experience, corresponding quantization factors are obtained, or according to shimmy simulation analysis results, value ranges where the airplane flying speed v1, the airplane flying deceleration a1 and the airplane descending speed v2 normally exist are obtained, and the corresponding quantization factors are set according to the value ranges.
The initial operating current I1 is calculated as:
I1＝a1*ka1-v2*kv2-v1*kv1
then, the larger the flying speed v1 of the airplane is, the larger the initial working current is not required to be given, the larger the flying speed v1 of the airplane is, the longer the time is until the airplane lands, and the larger the initial working current is, the smaller the height of the airplane from the ground is, and the larger the initial working current is; when the aircraft is in landing, the smaller the altitude with the ground is, the smaller the aircraft descent speed v2 is, then the larger the aircraft descent speed v2 is, the larger the initial working current does not need to be given, and when the aircraft descent speed v2 is gradually reduced, the smaller the altitude with the ground of the aircraft is, and the initial working current is gradually increased; the smaller the altitude of the aircraft to the ground during landing, the greater the aircraft flight deceleration a1, and the greater the aircraft flight deceleration a1, the greater the initial operating current required. Therefore, the initial operating current I1 can be obtained by quantitative calculation through the above calculation formula, and the specific value obtained by calculation is determined by the specific value of each parameter in the calculation formula.
When the height of the airplane is lower than the second height threshold value, acquiring the taxi speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration:
when the height of the airplane is lower than the second height threshold value, the distance between the airplane and the ground is small, the fact that the airplane starts to enter a taxiing process can be understood, the undercarriage can be controlled to be opened at the moment, and the taxiing speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration are obtained. The aircraft taxi speed is a conventional parameter of the aircraft and can be obtained from a flight management computer arranged on the aircraft; the wheel swing angle, the wheel swing angular velocity and the wheel swing angular acceleration can be detected by an angle sensor arranged on the airplane wheel.
Adjusting the initial working current according to the airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration to obtain a final working current value:
a specific implementation process is given as follows:
setting three aircraft sliding speed intervals, namely a high aircraft sliding speed interval, a middle aircraft sliding speed interval and a low aircraft sliding speed interval, wherein the ranges and the range widths of the three intervals are set according to actual needs, such as: the high airplane sliding speed interval is (B, A), the middle airplane sliding speed interval is (C, B), the low airplane sliding speed interval is (D, C), A is greater than B and greater than C and greater than D, if the airplane sliding speed is in the high airplane sliding speed interval, the airplane sliding speed is higher, if the airplane sliding speed is in the middle airplane sliding speed interval, the airplane sliding speed is at a middle level, and if the airplane sliding speed is in the low airplane sliding speed interval, the airplane sliding speed is lower;
similarly, three airplane wheel swing angle intervals are set, namely a high airplane wheel swing angle interval, a middle airplane wheel swing angle interval and a low airplane wheel swing angle interval, if the airplane wheel swing angle is in the high airplane wheel swing angle interval, the airplane wheel swing angle is larger, if the airplane wheel swing angle is in the middle airplane wheel swing angle interval, the airplane wheel swing angle is in a middle level, and if the airplane wheel swing angle is in the low airplane wheel swing angle interval, the airplane wheel swing angle is smaller;
setting three airplane wheel swing angular velocity intervals, namely a high airplane wheel swing angular velocity interval, a medium airplane wheel swing angular velocity interval and a low airplane wheel swing angular velocity interval, wherein if the airplane wheel swing angular velocity is in the high airplane wheel swing angular velocity interval, the airplane wheel swing angular velocity is larger, if the airplane wheel swing angular velocity is in the medium airplane wheel swing angular velocity interval, the airplane wheel swing angular velocity is at a middle level, and if the airplane wheel swing angular velocity is in the low airplane wheel swing angular velocity interval, the airplane wheel swing angular velocity is smaller;
setting three airplane wheel swing angle acceleration intervals, namely a high airplane wheel swing angle acceleration interval, a medium airplane wheel swing angle acceleration interval and a low airplane wheel swing angle acceleration interval, wherein if the airplane wheel swing angle acceleration is in the high airplane wheel swing angle acceleration interval, the airplane wheel swing angle acceleration is large, if the airplane wheel swing angle acceleration is in the medium airplane wheel swing angle acceleration interval, the airplane wheel swing angle acceleration is at a middle level, and if the airplane wheel swing angle acceleration is in the low airplane wheel swing angle acceleration interval, the airplane wheel swing angle acceleration is small;
determining corresponding high, medium or low intervals in which the airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration are respectively located according to the acquired airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration, and specifically: the method comprises the steps of determining which interval is located in a high airplane sliding speed interval, a medium airplane sliding speed interval and a low airplane sliding speed interval according to airplane sliding speed, determining which interval is located in a high airplane wheel swing angle interval, a medium airplane wheel swing angle interval and a low airplane wheel swing angle interval according to an airplane wheel swing angle, determining which interval is located in a high airplane wheel swing angle speed interval, a medium airplane wheel swing angle speed interval and a low airplane wheel swing angle speed interval according to an airplane wheel swing angle, and determining which interval is located in a high airplane wheel swing angle acceleration interval, a medium airplane wheel swing angle acceleration interval and a low airplane wheel swing angle acceleration interval according to airplane wheel swing angle acceleration.
Determining the working current regulating quantity according to the corresponding high, medium or low intervals of the airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration, wherein the working current regulating quantity is as follows:
when the sliding speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration of the airplane are in corresponding high intervals, the working current regulating quantity is delta I1, and delta I1 is a positive number;
when one of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in the corresponding high interval and three parameters are in the corresponding middle interval, for example: the airplane taxiing speed is in a high airplane taxiing speed interval, the airplane wheel swing angle is in a middle airplane wheel swing angle interval, the airplane wheel swing angle speed is in a middle airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a middle airplane wheel swing angle acceleration interval, the working current regulating quantity is delta I2, and delta I2 is a positive number;
when one of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding high interval, one of the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding low interval, and two of the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding middle intervals, for example: the airplane taxiing speed is in a high airplane taxiing speed interval, the airplane wheel swing angle is in a low airplane wheel swing angle interval, the airplane wheel swing angle speed is in a middle airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a middle airplane wheel swing angle acceleration interval, the work current regulating quantity is delta I3, and the delta I3 is 0;
when one of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding high interval, two of the parameters are in a corresponding low interval, and one of the parameters is in a corresponding middle interval, for example: the airplane taxiing speed is in a high airplane taxiing speed interval, the airplane wheel swing angle is in a low airplane wheel swing angle interval, the airplane wheel swing angle speed is in a low airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a middle airplane wheel swing angle acceleration interval, the work current regulating quantity is delta I4, and delta I4 is a negative number;
when one of the aircraft sliding speed, the wheel swing angle, the wheel swing angular speed, and the wheel swing angular acceleration is in a corresponding high range and three of the parameters are in a corresponding low range, for example: the airplane taxiing speed is in a high airplane taxiing speed interval, the airplane wheel swing angle is in a low airplane wheel swing angle interval, the airplane wheel swing angle speed is in a low airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a low airplane wheel swing angle acceleration interval, the work current regulating quantity is delta I5, and the delta I5 is a negative number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in the corresponding high interval and two parameters are in the corresponding middle interval, for example: the airplane taxiing speed is in a high airplane taxiing speed interval, the airplane wheel swing angle is in a high airplane wheel swing angle interval, the airplane wheel swing angle speed is in a middle airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a middle airplane wheel swing angle acceleration interval, the work current regulating quantity is delta I6, and delta I6 is a positive number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in a corresponding high interval, one parameter is in a corresponding low interval and one parameter is in a corresponding middle interval, for example: the airplane taxiing speed is in a high airplane taxiing speed interval, the airplane wheel swing angle is in a high airplane wheel swing angle interval, the airplane wheel swing angle speed is in a low airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a middle airplane wheel swing angle acceleration interval, the work current regulating quantity is delta I7, and delta I7 is a positive number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in a corresponding high interval and two parameters are in a corresponding low interval, for example: the airplane taxiing speed is in a high airplane taxiing speed interval, the airplane wheel swing angle is in a high airplane wheel swing angle interval, the airplane wheel swing angle speed is in a low airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a low airplane wheel swing angle acceleration interval, the work current regulating quantity is delta I8, and the delta I8 is 0;
when three parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in the corresponding high interval and one parameter is in the corresponding middle interval, for example: the airplane taxiing speed is in a high airplane taxiing speed interval, the airplane wheel swing angle is in a high airplane wheel swing angle interval, the airplane wheel swing angle speed is in a high airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a middle airplane wheel swing angle acceleration interval, the work current regulating quantity is delta I9, and delta I9 is a positive number;
when three parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in a corresponding high interval and one parameter is in a corresponding low interval, for example: the airplane taxiing speed is in a high airplane taxiing speed interval, the airplane wheel swing angle is in a high airplane wheel swing angle interval, the airplane wheel swing angle speed is in a high airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a low airplane wheel swing angle acceleration interval, the work current regulating quantity is delta I10, and delta I10 is a positive number;
when the sliding speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration of the airplane are in corresponding low intervals, the working current regulating quantity is delta I11, and delta I11 is a negative number;
when three parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding low intervals and one parameter is in corresponding middle intervals, for example: the airplane taxiing speed is in a low airplane taxiing speed interval, the airplane wheel swing angle is in a low airplane wheel swing angle interval, the airplane wheel swing angle speed is in a low airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a middle airplane wheel swing angle acceleration interval, the work current regulating quantity is delta I12, and delta I12 is a negative number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in the corresponding low interval and two parameters are in the corresponding middle interval, for example: the airplane taxiing speed is in a low airplane taxiing speed interval, the airplane wheel swing angle is in a low airplane wheel swing angle interval, the airplane wheel swing angle speed is in a middle airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a middle airplane wheel swing angle acceleration interval, the work current regulating quantity is delta I13, and delta I13 is a negative number;
when one of the aircraft sliding speed, the wheel swing angle, the wheel swing angular speed, and the wheel swing angular acceleration is in the corresponding low interval and three of the parameters are in the corresponding middle interval, for example: the airplane taxiing speed is in a low airplane taxiing speed interval, the airplane wheel swing angle is in a middle airplane wheel swing angle interval, the airplane wheel swing angle speed is in a middle airplane wheel swing angle speed interval, the airplane wheel swing angle acceleration is in a middle airplane wheel swing angle acceleration interval, the working current regulating quantity is delta I14, and the delta I14 is a negative number;
when the sliding speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration of the airplane are all in corresponding middle areas, the work current regulating quantity is delta I15, and delta I15 is 0.
Wherein, the value of each operating current regulating variable in the above is set by actual need, and under normal circumstances, the numerical value of the operating current regulating variable should not be set to be larger, but no matter how to take the value, the following relation is required to be satisfied: i Δ I1| Δ I11|, | Δ I2| Δ I14| Δ I4| Δ I7|, | Δ I5| Δ I10| Δ I6| Δ I13|, | Δ I9| Δ I12|, | Δ I1| > | Δ I9| > | Δ I5| > | Δ I2 |.
The final value of the working current is equal to the initial working current and is processed as a current adjustment.
The above-mentioned embodiments are merely illustrative of the technical solutions of the present invention in a specific embodiment, and any equivalent substitutions and modifications or partial substitutions of the present invention without departing from the spirit and scope of the present invention should be covered by the claims of the present invention.
Claims (2)
1. A method of controlling a magnetorheological shimmy damper for an aircraft landing gear, comprising:
acquiring the height of the airplane, the flying speed of the airplane, the flying deceleration of the airplane and the descending speed of the airplane;
when the aircraft altitude is lower than a first altitude threshold and higher than a second altitude threshold, acquiring an initial working current of a coil of a magneto-rheological shimmy damper according to the aircraft flying speed, the aircraft flying deceleration and the aircraft descending speed, wherein the first altitude threshold is larger than the second altitude threshold, and the initial working current of the coil of the magneto-rheological shimmy damper is inversely proportional to the aircraft flying speed and the aircraft descending speed and is directly proportional to the aircraft flying deceleration;
when the height of the airplane is lower than the second height threshold value, acquiring the taxi speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration;
adjusting the initial working current according to the airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration to obtain a final working current value;
setting the airplane flying speed as v1, the quantization factor of the airplane flying speed v1 as kv1, the airplane flying deceleration as a1, the quantization factor of the airplane flying deceleration a1 as ka1, the airplane descent speed as v2, the quantization factor of the airplane descent speed v2 as kv2,
the initial operating current I1 is calculated as:
I1＝a1*ka1-v2*kv2-v1*kv1。
2. the control method for an aircraft landing gear magnetorheological shimmy damper according to claim 1,
adjusting the initial working current according to the airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration to obtain a final working current value, wherein the method comprises the following steps:
setting three airplane taxiing speed intervals, namely a high airplane taxiing speed interval, a middle airplane taxiing speed interval and a low airplane taxiing speed interval;
setting three airplane wheel swing angle intervals, namely a high airplane wheel swing angle interval, a middle airplane wheel swing angle interval and a low airplane wheel swing angle interval;
setting three airplane wheel swing angular velocity intervals, namely a high airplane wheel swing angular velocity interval, a middle airplane wheel swing angular velocity interval and a low airplane wheel swing angular velocity interval;
setting three airplane wheel swing angular acceleration intervals, namely a high airplane wheel swing angular acceleration interval, a middle airplane wheel swing angular acceleration interval and a low airplane wheel swing angular acceleration interval;
determining corresponding high, medium or low intervals of the airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration according to the acquired airplane taxiing speed, the airplane wheel swing angle, the airplane wheel swing angular speed and the airplane wheel swing angular acceleration;
when the sliding speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration of the airplane are in corresponding high intervals, the working current regulating quantity is delta I1, and delta I1 is a positive number;
when one parameter of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding high interval and three parameters are in corresponding middle intervals, the working current regulating quantity is delta I2, and delta I2 is a positive number;
when one parameter of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding high interval, one parameter is in a corresponding low interval, and the two parameters are in corresponding middle intervals, the working current regulating quantity is delta I3, and the delta I3 is 0;
when one parameter of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding high interval, two parameters are in a corresponding low interval, and one parameter is in a corresponding middle interval, the working current regulating quantity is delta I4, and delta I4 is a negative number;
when one parameter of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding high interval and three parameters are in a corresponding low interval, the working current regulating quantity is delta I5, and delta I5 is a negative number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding high intervals and two parameters are in corresponding middle intervals, the working current regulating quantity is delta I6, and delta I6 is a positive number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in a corresponding high interval, one parameter is in a corresponding low interval and the other parameter is in a corresponding middle interval, the working current regulating quantity is delta I7, and delta I7 is a positive number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding high intervals and two parameters are in corresponding low intervals, the working current regulating quantity is delta I8, and delta I8 is 0;
when three parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding high intervals and one parameter is in a corresponding middle interval, the working current regulating quantity is delta I9, and delta I9 is a positive number;
when three parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding high intervals and one parameter is in a corresponding low interval, the working current regulating quantity is delta I10, and delta I10 is a positive number;
when the sliding speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration of the airplane are in corresponding low intervals, the working current regulating quantity is delta I11, and delta I11 is a negative number;
when three parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding low intervals and one parameter is in a corresponding middle interval, the working current regulating quantity is delta I12, and delta I12 is a negative number;
when two parameters of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration are in corresponding low intervals and two parameters are in corresponding middle intervals, the working current regulating quantity is delta I13, and delta I13 is a negative number;
when one parameter of the aircraft sliding speed, the aircraft wheel swing angle, the aircraft wheel swing angular speed and the aircraft wheel swing angular acceleration is in a corresponding low interval and three parameters are in corresponding middle intervals, the working current regulating quantity is delta I14, and delta I14 is a negative number;
when the sliding speed, the wheel swing angle, the wheel swing angular speed and the wheel swing angular acceleration of the airplane are all in corresponding middle areas, the working current regulating quantity is delta I15, and delta I15 is 0;
wherein, | Δ I1| Δ I11|, | Δ I2| Δ I14| Δ I4| Δ I7|, | Δ I5| Δ I10| Δ I6| Δ I13|, | Δ I9| Δ I12|, | Δ I1| > | Δ I9| > | I5| > | Δ I2 |;
and the final working current value is equal to the initial working current processing working current regulating quantity.
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