CN111976964A - Control device for airplane brake - Google Patents
Control device for airplane brake Download PDFInfo
- Publication number
- CN111976964A CN111976964A CN202010654497.4A CN202010654497A CN111976964A CN 111976964 A CN111976964 A CN 111976964A CN 202010654497 A CN202010654497 A CN 202010654497A CN 111976964 A CN111976964 A CN 111976964A
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- Prior art keywords
- brake
- airplane
- aircraft
- valve
- hydraulic
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Classifications
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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
- B64C25/42—Arrangement or adaptation of brakes
- B64C25/44—Actuating mechanisms
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
Abstract
The invention belongs to the technical field of airplane wheel braking, and particularly relates to a control device for airplane braking.
Description
Technical Field
The invention belongs to the technical field of airplane wheel braking, and particularly relates to a control device for airplane braking.
Background
The differential brake is used for correcting the sliding direction of the airplane and controlling the ground turning of the airplane. The pilot's steering of the aircraft ground during entry and exit from the runway is an indispensable action. For an airplane without a specially designed nose wheel steering control mechanism, ground taxi turning is mainly realized by differentially braking wheels of left and right landing gears through an airplane braking system. Even with a nose wheel steering mechanism, differential braking is an effective method of controlling the direction of the aircraft's rolloff. The braking and turning direction depends on the braking moment values of the airplane wheels on the two sides, and the airplane nose on which side has large braking moment turns to the side to guide the airplane to move towards the required direction.
For the hand brake operation mode, the aircraft brake system only has one hydraulic brake valve, and is provided with one brake distribution valve, and a driver steps on the brake distribution valve to perform differential braking. For the foot brake control mode, the aircraft brake system is provided with two independent brake valves, and different brake pressures are output by the foot of a driver to perform differential braking.
The aircraft speed when the aircraft is turning on the ground is generally within the aircraft brake system antiskid failure speed range, within which the antiskid brake control box will exit antiskid control to avoid interfering with or impeding the turn. The antiskid braking control of the airplane is that the speed of the airplane wheel detected by a speed sensor of the airplane wheel arranged on the main landing gear wheel represents the speed of the airplane, and the speed is used as a reference speed to judge whether the airplane wheel skids in the braking process of the airplane. In the case of a wheel brake system matched to the landing gear, the speed signal from the wheel speed sensor can be representative of the aircraft speed. The airplane wheel speed sensor is used for detecting abnormal signals due to deformation and shake of the undercarriage in braking and turning of some airplanes, so that anti-skid braking control operation is induced, the airplane wheels which should not release braking pressure are frequently decompressed, and the airplane is difficult to brake and turn on the ground or even cannot turn.
The deformation of the undercarriage also occurs in the low-speed sliding brake, so that the antiskid brake control intervenes and the vehicle cannot be braked, and the driver reflects the problems of fatigue and low efficiency of the brake. Some solutions have been proposed and adopted, but these problems sometimes occur and the driver's manipulation requirements are still not met. In the prior art, the defects that the ground of some airplanes is difficult to brake and turn or even cannot turn are overcome, so that the use is influenced, the complaint of the operation of a driver is high, and the subsequent safe landing of the airplane is influenced by the training flight, and the technical improvement is urgently needed.
Disclosure of Invention
In order to solve the technical problem, the embodiment of the invention provides an aircraft brake control device, under the condition of the existing aircraft landing gear structure, an aircraft speed signal and a left-right command brake pressure difference double parameter are used as a criterion for determining whether to operate anti-skid control, and when the anti-skid control and an aircraft wheel speed sensor signal distortion condition are exited, the anti-interference performance of an aircraft wheel brake system is improved, the effective execution of a driver brake command or a brake turning command is ensured, and the aircraft brake control device is favorable for flight safety.
In order to achieve the purpose, the invention is realized by adopting the following technical scheme.
A control device for aircraft brakes, wherein the control device operates in a hand-brake and foot-differential braking mode, the control device comprising: the device comprises a hydraulic brake valve, a brake distribution valve, a left electro-hydraulic servo valve, a right electro-hydraulic servo valve, an anti-skid brake control box, a left airplane wheel speed sensor, a right airplane wheel speed sensor, a left pressure sensor and a right pressure sensor;
the brake port of the hydraulic brake valve is connected with the oil inlet hydraulic pipeline of the brake distribution valve;
the brake distribution valve has two brake ports: the left brake port and the right brake port are respectively connected with an oil inlet of the left electro-hydraulic servo valve and an oil inlet hydraulic pipeline of the right electro-hydraulic servo valve;
the electrical interface of the left electro-hydraulic servo valve and the electrical interface of the right electro-hydraulic servo valve are respectively and electrically connected with the left valve current output end and the right valve current output end of the electrical interface of the anti-skid brake control box;
and the electrical interfaces of the left wheel speed sensor and the right wheel speed sensor are respectively and electrically connected with the left wheel speed input end and the right wheel speed input end of the electrical interface of the anti-skid brake control box.
Hydraulic interfaces of the left pressure sensor and the right pressure sensor are respectively connected with a left brake port and a right brake port hydraulic pipeline of the brake distribution valve, and electrical interfaces of the left pressure sensor and the right pressure sensor are respectively electrically connected with a left pressure input end and a right pressure input end of an electrical interface of the anti-skid brake control box;
the electrical interface of the antiskid brake control box is also provided with an aircraft speed input end, and the aircraft speed input end of the electrical interface of the antiskid brake control box is electrically connected with an aircraft speed signal source.
The technical scheme of the invention has the characteristics and further improvements that:
(1) an oil inlet of the hydraulic brake valve is connected with a pressure source hydraulic pipeline of the airplane brake system, and an oil return port of the hydraulic brake valve is connected with an oil return pipeline of the airplane brake system.
(2) And an oil return port of the brake distribution valve is connected with an oil return pipeline of an airplane brake system.
(3) And the oil return port of the left electro-hydraulic servo valve and the oil return port of the right electro-hydraulic servo valve are respectively connected with an oil return pipeline of an airplane brake system.
(4) The hydraulic brake valve is used for starting braking, sending a braking instruction to the airplane wheel braking device and providing braking pressure;
the brake distribution valve is used for controlling the direction brake deviation correction of the airplane and the ground turning of the airplane sliding after the brake is started.
(5) And manually operating the hydraulic brake valve to brake the airplane wheels, and when the brake pressures of the left airplane wheel and the right airplane wheel of the airplane are equal, linearly moving the airplane and decelerating.
(6) The foot-operated brake distribution valve is used for braking and differentiating airplane wheels, braking deviation correction and ground turning are carried out, and the moving direction of the airplane is changed.
(7) When the driver does not operate the brake distribution valve by the left foot and the right foot, the brake distribution valve is equivalent to a section of pipeline.
(8) Under the condition that the antiskid control current is not obtained, the left electro-hydraulic servo valve and the right electro-hydraulic servo valve are equivalent to a section of pipeline.
(9) The aircraft speed signal source is an aircraft flight parameter system or an aircraft front wheel speed sensor.
The invention collects the command brake pressure of the left and right wheels by increasing the collected airplane speed signal and increasing the pressure sensor, takes the airplane speed and the command brake pressure difference as the decision parameters for quitting the antiskid control, the antiskid brake control box quits the antiskid control as long as the airplane speed during the braking and turning is within the antiskid failure speed, or the antiskid brake control box quits the antiskid control as long as the left and right command brake pressure difference is greater than the set value, thereby ensuring that the ground braking and turning and the low-speed sliding brake are not interfered by the antiskid control induced by false signals. The invention has reasonable structure, is simple and easy to operate, can effectively solve the defects that some airplanes brake on the ground and turn difficultly or even can not turn, can not brake the airplane in low-speed sliding and have low braking efficiency, simultaneously ensures timely and effective anti-skid control in the landing sliding braking process of the airplane and avoids tire explosion. Under the condition of the existing aircraft landing gear structure, the dual parameters of the aircraft speed signal and the left and right command brake pressure difference are used as the criterion for determining whether to operate the antiskid control, and under the condition of quitting the antiskid control and the distortion of the signal of the aircraft wheel speed sensor, the anti-interference performance of the aircraft wheel brake system is improved, the effective execution of the brake command or the brake turning command of a driver is ensured, and the aircraft landing gear structure is favorable for flight safety.
Drawings
Fig. 1 is a schematic structural diagram of a control device for aircraft braking according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of a method for controlling an aircraft brake according to an embodiment of the present invention;
the system comprises a hydraulic brake valve 1, a brake distribution valve 2, a left electro-hydraulic servo valve 3, a right electro-hydraulic servo valve 4, an anti-skid brake control box 5, a left wheel speed sensor 6, a right wheel speed sensor 7, a left wheel 8, a right wheel 9, a flight parameter system 10, a left pressure sensor 11 and a right pressure sensor 12.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.
The operation mode of the aircraft brake device shown in the embodiment is an aircraft brake system with hand brake and foot differential motion. As shown in fig. 1, the aircraft brake device comprises a hydraulic brake valve 1 and a brake distribution valve 2, wherein the hydraulic brake valve 1 is used for starting braking, sending a braking instruction to the aircraft wheel brake device and providing braking pressure, and the brake distribution valve 2 is used for controlling the direction braking deviation correction of the aircraft and the aircraft taxiing ground turning after the braking is started. An oil inlet of the hydraulic brake valve 1 is connected with a hydraulic pipeline of a pressure supply source of an airplane brake system, an oil return port of the hydraulic brake valve 1 is connected with an oil return pipeline of the airplane brake system, and a brake port of the hydraulic brake valve 1 is connected with a hydraulic pipeline of an oil inlet of the brake distribution valve 2; the brake distribution valve 2 has two brake ports: the left brake port and the right brake port are respectively connected with an oil inlet of the left electro-hydraulic servo valve 3 and an oil inlet hydraulic pipeline of the right electro-hydraulic servo valve 4, and an oil return port of the brake distribution valve 2 is connected with an oil return pipeline of an airplane brake system. The hydraulic brake valve 1 is manually operated to brake the airplane wheels, the brake pressure of the left airplane wheel 8 is equal to that of the right airplane wheel 9, and the airplane moves linearly and decelerates; the foot-operated brake distribution valve 2 can perform brake differential motion on airplane wheels, realize brake deviation correction and ground turning, and change the moving direction of the airplane. In the case where the brake distribution valve 2 is not operated by the left or right foot of the driver, the brake distribution valve 2 corresponds to a single pipe.
An aircraft anti-skid brake control method and system, the control system comprises: an anti-skid brake control box 5, a left electro-hydraulic servo valve 3, a right electro-hydraulic servo valve 4, a left wheel speed sensor 6, a right wheel speed sensor 7, a left pressure sensor 11 and a right pressure sensor 12.
The electric interface of the left electro-hydraulic servo valve 3 and the electric interface of the right electro-hydraulic servo valve 4 are respectively and electrically connected with the left valve current output end and the right valve current output end of the electric interface of the anti-skid brake control box 5, the oil inlet of the left electro-hydraulic servo valve 3 and the oil inlet of the right electro-hydraulic servo valve 4 are respectively and hydraulically connected with the left brake port and the right brake port of the brake distribution valve 2, and the oil return port of the left electro-hydraulic servo valve 3 and the oil return port of the right electro-hydraulic servo valve 4 are connected with the oil return pipeline of the aircraft brake system. Under the condition that the antiskid control current is not obtained, the left electro-hydraulic servo valve 3 and the right electro-hydraulic servo valve 4 are equivalent to a pipeline.
The electrical interfaces of the left wheel speed sensor 6 and the right wheel speed sensor 7 are respectively and electrically connected with the left wheel speed input end and the right wheel speed input end of the electrical interface of the antiskid brake control box 5.
Hydraulic interfaces of the left pressure sensor 11 and the right pressure sensor 12 are respectively connected with hydraulic pipelines of a left brake port and a right brake port of the brake distribution valve 2, and electrical interfaces of the left pressure sensor 11 and the right pressure sensor 12 are respectively electrically connected with a left pressure input end and a right pressure input end of an electrical interface of the anti-skid brake control box 5.
The electrical interfaces of the antiskid brake control box 5 are respectively connected with the electrical interfaces of the left electro-hydraulic servo valve 3, the right electro-hydraulic servo valve 4, the left wheel speed sensor 6, the right wheel speed sensor 7, the left pressure sensor 11 and the right pressure sensor 12, in addition, the electrical interface of the antiskid brake control box 5 is provided with an aircraft speed input end, the aircraft speed input end of the electrical interface of the antiskid brake control box 5 is electrically connected with an aircraft speed signal source, the signal source comprises an aircraft flight parameter system and an aircraft front wheel speed sensor, the signal source is the aircraft flight parameter system in the embodiment, and the aircraft speed signal is provided by the aircraft flight parameter system 10.
As shown in fig. 2, the control method includes:
the method comprises the following steps of firstly, collecting the speed of an airplane.
The aircraft speed is provided by an aircraft flight parameter system or by an aircraft front wheel speed sensor. The airplane speed is provided by the airplane flight parameter system.
And secondly, collecting the speed of the airplane wheel.
The wheel speed is provided by the airplane left and right wheel speed sensors.
And thirdly, acquiring the command brake pressure.
The command brake pressure is provided by left and right pressure sensors.
And fourthly, determining the anti-skid control operation.
Determining the anti-skid control operation or quitting according to the airplane speed or the left-right command brake pressure difference:
and when the speed of the airplane is higher than the antiskid failure speed, the antiskid brake control box executes antiskid control. And when the speed of the airplane is lower than the antiskid failure speed, the antiskid brake control box exits the antiskid control.
The antiskid failure speed is generally 25-35km/h, and the antiskid failure speed of the embodiment is 30 km/h.
And when the left-right command brake pressure difference is smaller than a set value, the anti-skid brake control box executes anti-skid control. When the left-right command brake pressure difference is larger than the set value, the anti-skid brake control box quits the anti-skid control.
The set value of the left and right command braking pressure difference is 2.5MPa, or 25% of the maximum braking pressure, in this embodiment, the maximum braking pressure is 10MPa, and the set value of the left and right command braking pressure difference is 2.5 MPa.
And fifthly, determining the antiskid control current.
When the speed of the airplane is higher than the antiskid failure speed and the left-right command brake pressure difference is smaller than a set value, the antiskid brake control box sends antiskid control current with corresponding magnitude to the electro-hydraulic servo valve according to the sliding state of the brake airplane wheel reflected by the airplane wheel speed signal, and if the sliding of the brake airplane wheel exceeds a threshold, the antiskid control current is released by the antiskid brake control box, so that the skidding of the airplane wheel is relieved.
The anti-slip control is according to the prior art.
The embodiment of the invention provides a control method and a control system for ensuring braking and turning of an airplane, which are characterized in that airplane speed signals are additionally collected, a pressure sensor is additionally arranged to collect command braking pressures of a left airplane wheel and a right airplane wheel, the airplane speed and the command braking pressure difference are used as decision parameters for quitting anti-skid control, an anti-skid brake control box quits the anti-skid control as long as the airplane speed during braking and turning is within an anti-skid failure speed, or the anti-skid brake control box quits the anti-skid control as long as the left command braking pressure difference and the right command braking pressure difference are greater than a set value, so that ground braking and low-speed sliding braking are not interfered by anti-skid. The invention has reasonable structure, is simple and easy to operate, can effectively solve the defects that some airplanes brake on the ground and turn difficultly or even can not turn, can not brake the airplane in low-speed sliding and have low braking efficiency, simultaneously ensures timely and effective anti-skid control in the landing sliding braking process of the airplane and avoids tire explosion. Under the condition of the existing aircraft landing gear structure, the dual parameters of the aircraft speed signal and the left and right command brake pressure difference are used as the criterion for determining whether to operate the antiskid control, and under the condition of quitting the antiskid control and the distortion of the signal of the aircraft wheel speed sensor, the anti-interference performance of the aircraft wheel brake system is improved, the effective execution of the brake command or the brake turning command of a driver is ensured, and the aircraft landing gear structure is favorable for flight safety.
Although the embodiments of the present invention have been described above, the above description is only for the convenience of understanding the present invention, and is not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (10)
1. A control device for aircraft brake, wherein the brake operation mode in the control device is a hand brake and foot differential brake mode, and the control device is characterized by comprising: the device comprises a hydraulic brake valve, a brake distribution valve, a left electro-hydraulic servo valve, a right electro-hydraulic servo valve, an anti-skid brake control box, a left airplane wheel speed sensor, a right airplane wheel speed sensor, a left pressure sensor and a right pressure sensor;
the brake port of the hydraulic brake valve is connected with the oil inlet hydraulic pipeline of the brake distribution valve;
the brake distribution valve has two brake ports: the left brake port and the right brake port are respectively connected with an oil inlet of the left electro-hydraulic servo valve and an oil inlet hydraulic pipeline of the right electro-hydraulic servo valve;
the electrical interface of the left electro-hydraulic servo valve and the electrical interface of the right electro-hydraulic servo valve are respectively and electrically connected with the left valve current output end and the right valve current output end of the electrical interface of the anti-skid brake control box;
and the electrical interfaces of the left wheel speed sensor and the right wheel speed sensor are respectively and electrically connected with the left wheel speed input end and the right wheel speed input end of the electrical interface of the anti-skid brake control box.
Hydraulic interfaces of the left pressure sensor and the right pressure sensor are respectively connected with a left brake port and a right brake port hydraulic pipeline of the brake distribution valve, and electrical interfaces of the left pressure sensor and the right pressure sensor are respectively electrically connected with a left pressure input end and a right pressure input end of an electrical interface of the anti-skid brake control box;
the electrical interface of the antiskid brake control box is also provided with an aircraft speed input end, and the aircraft speed input end of the electrical interface of the antiskid brake control box is electrically connected with an aircraft speed signal source.
2. An aircraft brake control device as claimed in claim 1,
an oil inlet of the hydraulic brake valve is connected with a pressure source hydraulic pipeline of the airplane brake system, and an oil return port of the hydraulic brake valve is connected with an oil return pipeline of the airplane brake system.
3. An aircraft brake control device as claimed in claim 1,
and an oil return port of the brake distribution valve is connected with an oil return pipeline of an airplane brake system.
4. An aircraft brake control device as claimed in claim 1,
and the oil return port of the left electro-hydraulic servo valve and the oil return port of the right electro-hydraulic servo valve are respectively connected with an oil return pipeline of an airplane brake system.
5. An aircraft brake control device as claimed in claim 1,
the hydraulic brake valve is used for starting braking, sending a braking instruction to the airplane wheel braking device and providing braking pressure;
the brake distribution valve is used for controlling the direction brake deviation correction of the airplane and the ground turning of the airplane sliding after the brake is started.
6. An aircraft brake control apparatus as claimed in claim,
and manually operating the hydraulic brake valve to brake the airplane wheels, and when the brake pressures of the left airplane wheel and the right airplane wheel of the airplane are equal, linearly moving the airplane and decelerating.
7. An aircraft brake control device as claimed in claim 1,
the foot-operated brake distribution valve is used for braking and differentiating airplane wheels, braking deviation correction and ground turning are carried out, and the moving direction of the airplane is changed.
8. An aircraft brake control apparatus as claimed in claim 7,
when the driver does not operate the brake distribution valve by the left foot and the right foot, the brake distribution valve is equivalent to a section of pipeline.
9. An aircraft brake control device as claimed in claim 1,
under the condition that the antiskid control current is not obtained, the left electro-hydraulic servo valve and the right electro-hydraulic servo valve are equivalent to a section of pipeline.
10. An aircraft brake control device as claimed in claim 1,
the aircraft speed signal source is an aircraft flight parameter system or an aircraft front wheel speed sensor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010654497.4A CN111976964A (en) | 2020-07-08 | 2020-07-08 | Control device for airplane brake |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010654497.4A CN111976964A (en) | 2020-07-08 | 2020-07-08 | Control device for airplane brake |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111976964A true CN111976964A (en) | 2020-11-24 |
Family
ID=73439130
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010654497.4A Withdrawn CN111976964A (en) | 2020-07-08 | 2020-07-08 | Control device for airplane brake |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111976964A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1998050262A1 (en) * | 1997-05-09 | 1998-11-12 | The B.F. Goodrich Company | Antiskid brake control system using kalman filtering |
| KR20040061781A (en) * | 2002-12-31 | 2004-07-07 | 한국전기연구원 | Antiskid brake system for aircrafts |
| CN102556340A (en) * | 2012-03-03 | 2012-07-11 | 西安航空制动科技有限公司 | Airplane anti-skid brake control system and method |
| CN202418475U (en) * | 2011-12-15 | 2012-09-05 | 浙江吉利汽车研究院有限公司 | Differential anti-slip control system for automatically limiting speed |
| CN103963761A (en) * | 2013-01-29 | 2014-08-06 | 中国航空工业集团公司西安飞机设计研究所 | Deceleration rate control-based antiskid braking system and method for airplane |
-
2020
- 2020-07-08 CN CN202010654497.4A patent/CN111976964A/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1998050262A1 (en) * | 1997-05-09 | 1998-11-12 | The B.F. Goodrich Company | Antiskid brake control system using kalman filtering |
| KR20040061781A (en) * | 2002-12-31 | 2004-07-07 | 한국전기연구원 | Antiskid brake system for aircrafts |
| CN202418475U (en) * | 2011-12-15 | 2012-09-05 | 浙江吉利汽车研究院有限公司 | Differential anti-slip control system for automatically limiting speed |
| CN102556340A (en) * | 2012-03-03 | 2012-07-11 | 西安航空制动科技有限公司 | Airplane anti-skid brake control system and method |
| CN103963761A (en) * | 2013-01-29 | 2014-08-06 | 中国航空工业集团公司西安飞机设计研究所 | Deceleration rate control-based antiskid braking system and method for airplane |
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Application publication date: 20201124 |