CN113879518A

CN113879518A - Antiskid control method and device, electronic equipment and readable storage medium

Info

Publication number: CN113879518A
Application number: CN202111376598.0A
Authority: CN
Inventors: 李冰; 肖鹏; 常林; 夏鹤鸣; 姜逸民; 孟庆堂
Original assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Current assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Priority date: 2021-11-19
Filing date: 2021-11-19
Publication date: 2022-01-04
Anticipated expiration: 2041-11-19
Also published as: CN113879518B

Abstract

The embodiment of the invention provides an anti-skid control method and device, electronic equipment and a readable storage medium, and relates to the technical field of anti-skid control. According to the embodiment of the invention, the actual slip rate of the airplane is obtained according to the speed and the horizontal acceleration of the airplane, the target slip rate of the airplane is determined according to the actual slip rate and the horizontal acceleration, and after the target slip rate of the airplane is obtained, the anti-skid brake control command is output according to the target slip rate and the actual slip rate.

Description

Antiskid control method and device, electronic equipment and readable storage medium

Technical Field

The invention relates to the technical field of airplane antiskid control, in particular to an antiskid control method, an antiskid control device, electronic equipment and a readable storage medium.

Background

The antiskid brake control algorithm of the airplane is the core of brake control, plays an important role in adjusting brake pressure to prevent tires from skidding and locking and reducing brake distance, and ensures safe, reliable and efficient brake deceleration of the airplane. In aircraft anti-skid braking, determination of the slip ratio is particularly important. Currently, there is a need for improvements and improvements in determining the optimum slip rate for an aircraft.

Disclosure of Invention

Based on the research, the invention provides an anti-skid control method, an anti-skid control device, electronic equipment and a readable storage medium, which can effectively determine the optimal slip rate of an airplane, effectively prevent the airplane wheel from slipping and tires from being locked in the braking process of the airplane, and provide high-efficiency braking efficiency while ensuring safety.

Embodiments of the invention may be implemented as follows:

in a first aspect, an embodiment of the present invention provides an antiskid control method, where the method includes:

acquiring the wheel speed and the horizontal acceleration of the airplane;

obtaining the actual slip rate of the airplane according to the speed and the horizontal acceleration of the airplane wheel;

determining to obtain a target slip rate of the airplane according to the actual slip rate and the horizontal acceleration;

and outputting an anti-skid brake control command according to the target slip rate and the actual slip rate.

In an alternative embodiment, the determining to obtain the target slip ratio of the aircraft according to the actual slip ratio and the horizontal acceleration includes:

updating the slip rate sequence according to the actual slip rate, and updating the acceleration sequence according to the horizontal acceleration; the slip rate sequence comprises historical slip rates recorded by the aircraft after braking, and the acceleration sequence comprises historical horizontal accelerations recorded by the aircraft after braking;

and determining to obtain the target slip ratio according to the updated slip ratio sequence and the change trend of the updated acceleration sequence.

In an optional embodiment, the determining to obtain the target slip ratio according to the updated slip ratio sequence and the updated variation trend of the acceleration sequence includes:

searching a maximum value in the updated acceleration sequence to obtain at least one acceleration maximum value;

according to the time corresponding to each acceleration maximum value, searching a first slip ratio corresponding to each acceleration maximum value in the updated slip ratio sequence;

for each first slip rate, detecting whether the first slip rate value is monotonically increased or not, and if the first slip rate value is monotonically increased, setting the first slip rate as a second slip rate;

and determining to obtain the target slip ratio according to the second slip ratios.

In an optional implementation manner, the determining to obtain the target slip ratio according to each of the second slip ratios includes:

searching a maximum second slip ratio from the second slip ratios, and detecting whether the value of the maximum second slip ratio is smaller than a set minimum slip ratio value and larger than a set maximum slip ratio value;

if the minimum slip ratio value is smaller than the minimum slip ratio value, setting the minimum slip ratio value as the value of the target slip ratio;

if the maximum slip ratio value is larger than the maximum slip ratio value, setting the maximum slip ratio value as the value of the target slip ratio;

and if the maximum second slip ratio is not less than the minimum slip ratio value and not greater than the maximum slip ratio value, setting the value of the maximum second slip ratio as the value of the target slip ratio.

In an alternative embodiment, before the obtaining the wheel speed and the horizontal acceleration of the aircraft, the method further comprises:

after receiving the grounding signal, acquiring the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate of the airplane at each moment;

calculating to obtain the slip rate at each moment according to the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate at each moment;

and calculating to obtain the initial slip rate in the slip rate sequence according to the slip rate at each moment.

In an optional embodiment, the calculating the slip rate at each time according to the horizontal acceleration, the wheel-turning acceleration rate, and the tire-pressure-rise rate at each time includes:

according to the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate at each moment, calculating the slip rate at each moment by the following formula:

wherein Wa is the wheel rotation acceleration rate, Aa is the horizontal acceleration, Qa is the tire pressure rising rate, L (0) is the initial slip rate value, m and n are set parameters, m is greater than n, and Tr is the parameter threshold.

acquiring the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate of the airplane under different slip rates;

establishing a corresponding relation between the slip rate and the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate;

and determining to obtain the initial slip rate in the slip rate sequence according to the corresponding relation.

In an optional embodiment, the determining to obtain the initial slip ratio in the slip ratio sequence according to the correspondence includes:

after receiving the grounding signal, acquiring the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate of each moment;

according to the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate at each moment, the slip rate at each moment is searched in the corresponding relation;

In an optional embodiment, the calculating an initial slip ratio in the slip ratio sequence according to the slip ratio at each time includes:

calculating the average value of the slip rate at each moment or searching the maximum value in the slip rate at each moment according to the slip rate at each moment;

setting the average value or the maximum value as an initial slip ratio in a slip ratio sequence.

In an optional embodiment, the obtaining an actual slip ratio of the aircraft according to the wheel speed and the horizontal acceleration includes:

calculating the flying speed of the airplane according to the horizontal acceleration;

determining to obtain a reference speed according to the flight speed and the airplane wheel speed;

and calculating a difference value between the reference speed and the airplane wheel speed, and obtaining the actual slip rate of the airplane according to the ratio of the difference value to the reference speed.

In an optional embodiment, the outputting an anti-skid braking control command according to the target slip rate and the actual slip rate includes:

calculating a difference between the target slip ratio and the actual slip ratio;

and outputting an anti-skid brake control command based on the PID control algorithm and the difference value.

In a second aspect, an embodiment of the present invention provides an antiskid control device, including:

the data acquisition module is used for acquiring the wheel speed and the horizontal acceleration of the airplane;

the slip rate calculation module is used for obtaining the actual slip rate of the airplane according to the speed and the horizontal acceleration of the airplane wheel;

the slip ratio updating module is used for determining and obtaining the target slip ratio of the airplane according to the actual slip ratio and the horizontal acceleration;

and the command output module is used for outputting an anti-skid brake control command according to the target slip rate and the actual slip rate.

In a third aspect, an embodiment of the present invention provides an electronic device, which includes a memory, a processor, and a computer program that is stored in the memory and is executable on the processor, where when the processor executes the computer program, the antiskid control method according to any one of the foregoing embodiments is implemented.

In a fourth aspect, an embodiment of the present invention provides a readable storage medium, where the readable storage medium includes a computer program, and the computer program controls, when running, an electronic device where the readable storage medium is located to execute the anti-skid control method according to any one of the foregoing embodiment modes.

According to the anti-skid control method, the anti-skid control device, the electronic equipment and the readable storage medium, the actual slip rate of the airplane is obtained according to the speed and the horizontal acceleration of the airplane by obtaining the speed and the horizontal acceleration of the airplane wheel, the target slip rate of the airplane is determined according to the actual slip rate and the horizontal acceleration, and after the target slip rate of the airplane is obtained, the anti-skid brake control command can be output according to the target slip rate and the actual slip rate.

Drawings

In order to more clearly illustrate the technical solution of the embodiments of the present invention, the drawings of the embodiments will be briefly described below, and it is apparent that the drawings in the following description relate only to some embodiments of the present invention and are not limiting thereof, wherein:

fig. 1 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.

Fig. 2 is a schematic flow chart of an anti-skid control method according to an embodiment of the present invention.

Fig. 3 is another schematic flow chart of the anti-skid control method according to the embodiment of the present invention.

Fig. 4 is a sequence diagram according to an embodiment of the present invention.

Fig. 5 is a schematic flow chart of an anti-skid control method according to an embodiment of the present invention.

Fig. 6 is a schematic flow chart of an anti-skid control method according to an embodiment of the present invention.

Fig. 7 is a block diagram of an antiskid control device according to an embodiment of the present invention.

Icon: 100-an electronic device; 10-anti-skid control means; 11-a data acquisition module; 12-slip ratio calculation module; 13-slip ratio update module; 14-an instruction output module; 20-a memory; 30-a processor; 40-a communication unit; 50-display unit.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", may explicitly or implicitly include one or more of the described features. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; may be mechanically connected, may be electrically connected or may be in communication with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

The following disclosure provides many different embodiments or examples for implementing different features of the invention. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize applications of other processes and/or uses of other materials.

As described in the background art, an aircraft anti-skid brake control algorithm is the core of brake control, and plays an important role in adjusting brake pressure to prevent tires from skidding and locking and reducing brake distance, thereby ensuring safe, reliable and efficient brake deceleration of an aircraft. In aircraft anti-skid braking, determination of the slip ratio is particularly important.

The current antiskid control algorithm includes several methods, one is a pressure offset modulation (PBM) control method, and the principle is to establish different pressure rise and fall coefficients according to different slip thresholds generated by the difference between a reference speed and a wheel speed. And secondly, applying the neural network and fuzzy control to an anti-skid braking system, carrying out extremum search by constructing an RBF neural network to approximate nonlinear friction, and calculating a maximum friction point and an optimal slip rate corresponding to the maximum friction. And solving an optimal slip rate reference signal through second-order filtering. Thirdly, according to the slip ratio and the slope of the slip ratio-combination coefficient curve, the method grades the road surface, and the slope of the curve on the dry, wet asphalt, snow and ice road surfaces is defined by using a Kalman filter and a least square algorithm, so that the aim of identifying the road surface condition is fulfilled. And fourthly, designing an internal friction state observer by adopting a linear matrix inequality method based on the LuGre model and carrying out self-adaptive estimation on an important parameter in the model, thereby achieving the purpose of estimating the surface condition of the runway. Fifthly, a robust control method is adopted to ensure that the brake control signal is within a given limit, and the tire is ensured to work near an ideal working point by detecting an unstable area of a closed loop system. And sixthly, maintaining the braking torque in a state that the system is in an optimal slip rate range through a knowledge base established by a ground inertia test, and correcting the braking torque according to the detected error and the change rate of the error so as to achieve the optimal braking effect. And seventhly, by using a PID parameter self-tuning principle for reference, fuzzy control is introduced to carry out self-tuning on the reference speed deceleration rate of the algorithm, so that the adaptivity of a control law to the braking environment is effectively improved, and the braking performance can be effectively improved. And eighthly, a switch anti-skid control algorithm is applied to an integrated self-energy-feedback system taking a switch valve as a control element in 2017, so that a good control effect is obtained. And ninthly, judging the slip state of the airplane wheel by the method, then calculating the change rate of the binding force and the change of the slip rate, and obtaining the airplane slip rate by adopting a speed interpolation filtering module and a Kalman filtering module. And tenthly, a full-pressure regulation brake control method adopts double-interval control, so that the brake efficiency is improved, and the safety is ensured. Eleven is estimating the speed of the airplane by measuring the braking torque, and obtaining an error signal by comparing the slip rate estimation value with a preset target slip rate. And a twelfth step of calculating a reference speed by using the speed of the airplane wheel monitored in real time, predicting the threshold value of the deceleration rate, and then comparing the real-time deceleration rate of the airplane wheel with the threshold value of the deceleration rate to control the braking pressure. Thirteen is to take the wheel speed as input, calculate the reference speed through fuzzy logic, and calculate the brake pressure of antiskid regulation through comparing the reference speed with the wheel speed.

In the antiskid control algorithm of the airplane, the determination of the optimal slip rate has the need of promotion and improvement, and meanwhile, the optimization and updating of the optimal slip rate are not mentioned.

Based on the above research, the present embodiment provides an anti-skid control method, an apparatus, an electronic device, and a readable storage medium, where an actual slip rate of an aircraft is obtained according to an wheel speed and a horizontal acceleration of the aircraft by obtaining the wheel speed and the horizontal acceleration of the aircraft, a target slip rate of the aircraft is determined according to the actual slip rate and the horizontal acceleration, and after the target slip rate of the aircraft is obtained, an anti-skid braking control command is output according to the target slip rate and the actual slip rate, so that the target slip rate of the aircraft is determined according to the actual slip rate and the horizontal acceleration, thereby achieving effective determination of the optimal slip rate, effectively preventing wheel slip and tire lock in an aircraft braking process, and providing efficient braking efficiency while ensuring safety.

Referring to fig. 1, fig. 1 is a schematic structural diagram of an electronic device provided in the present embodiment. As shown in fig. 1, the electronic device 100 includes an antiskid control apparatus 10, a memory 20, a processor 30, a communication unit 40, and a display unit 50. The memory 20, the processor 30, the communication unit 40 and the display unit 50 are electrically connected to each other directly or indirectly to realize the transmission or interaction of signals. For example, the components may be electrically connected to each other via one or more communication buses or signal lines.

In the present embodiment, the antiskid control apparatus 10 includes at least one software function module that can be stored in the memory 20 in the form of software or firmware (firmware). The processor 30 is configured to execute executable modules (e.g., software functional modules or computer programs included in the antiskid control apparatus 10) stored in the memory 20. When the electronic device 100 is running, the processor 30 communicates with the memory 20 through the bus, and the processor 30 executes the executable module or the computer program to implement the anti-skid control method described in the embodiment.

The Memory 20 may be, but is not limited to, a Random Access Memory (RAM), a Read Only Memory (ROM), a Programmable Read-Only Memory (PROM), an Erasable Read-Only Memory (EPROM), an electrically Erasable Read-Only Memory (EEPROM), and the like.

The processor 30 is configured to perform one or more of the functions described in the present embodiment. In some embodiments, processor 30 may include one or more processing cores (e.g., a single-core processor (S) or a multi-core processor (S)). Merely by way of example, the Processor 30 may include a Central Processing Unit (CPU), an Application Specific Integrated Circuit (ASIC), an Application Specific instruction Set Processor (ASIP), a Graphics Processing Unit (GPU), a Physical Processing Unit (PPU), a Digital Signal Processor (DSP), a Field Programmable Gate Array (FPGA), a Programmable Logic Device (PLD), a controller, a microcontroller Unit, a reduced instruction Set computer (reduced instruction Set Computing), a microprocessor, or the like, or any combination thereof.

For ease of illustration, only one processor is depicted in electronic device 100. However, it should be noted that the electronic device 100 in this embodiment may also include multiple processors, and thus steps performed by one processor described in this embodiment may also be performed by multiple processors in combination or individually. For example, if the processor of the electronic device executes steps a and B, it should be understood that steps a and B may also be executed by two different processors together or separately in one processor. For example, the processor performs step a and the second processor performs step B, or the processor and the second processor perform steps a and B together.

In this embodiment, the method defined by the process disclosed in any of the embodiments can be applied to the processor 30, or implemented by the processor 30.

The communication unit 40 is used to establish a communication connection between the electronic apparatus 100 and another apparatus via a network, and to transmit and receive data via the network.

In some embodiments, the network may be any type of wired or wireless network, or combination thereof. Merely by way of example, the Network may include a wired Network, a Wireless Network, a fiber optic Network, a telecommunications Network, an intranet, the internet, a Local Area Network (LAN), a Wide Area Network (WAN), a Wireless Local Area Network (WLAN), a Metropolitan Area Network (MAN), a Wide Area Network (WAN), a Public Switched Telephone Network (PSTN), a bluetooth Network, a ZigBee Network, a Near Field Communication (NFC) Network, or the like, or any combination thereof.

In this embodiment, the display unit 50 provides an interactive interface (e.g., a user operation interface) between the electronic device 100 and the user for displaying image information. In this embodiment, the display unit 50 may be a liquid crystal display or a touch display. In the case of a touch display, the display can be a capacitive touch screen or a resistive touch screen, which supports single-point and multi-point touch operations. Supporting single-point and multi-point touch operations means that the touch display can sense touch operations generated from one or more locations on the touch display, and the sensed touch operations are sent to the processor 30 for calculation and processing.

In order to facilitate the interaction between the user and the display unit 50, in this embodiment, the electronic device 100 may further include an input and output unit, and the input and output unit is configured to provide data input to the user to enable the interaction between the user and the electronic device 100. The input/output unit may be, but is not limited to, a mouse, a keyboard, and the like.

In some embodiments, the electronic device 100 may include 1 or N display units 50, N being a positive integer greater than 1.

In this embodiment, the electronic device may be a device deployed with a Flight Management System (FMS) and an aircraft braking System, and the specific type thereof is not limited in any way.

It will be appreciated that the configuration shown in figure 1 is merely schematic. The electronic device may also have more or fewer components than shown in FIG. 1, or a different configuration than shown in FIG. 1. The components shown in fig. 1 may be implemented in hardware, software, or a combination thereof.

Based on the implementation architecture of fig. 1, the present embodiment provides an anti-skid control method, which is executed by the electronic device shown in fig. 1, and the following describes in detail the steps of the anti-skid control method provided in the present embodiment. Referring to fig. 2, the anti-skid control method of the present embodiment includes steps S101 to S104.

Step S101: the wheel speed and the horizontal acceleration of the airplane are obtained.

When the aircraft descends, and the landing gear is put down in the air, the wheels do not rotate and do not generate speed, when the aircraft is grounded, the wheels contact with a runway, and the aircraft has forward speed, so that the aircraft can drive the wheels to rotate and generate speed, after the wheels rotate, the speed of the wheels is equal to the flying speed of the aircraft, a braking system of the aircraft starts to act, and the aircraft starts to brake.

In this embodiment, the obtaining of the wheel speed and the horizontal acceleration of the aircraft refers to obtaining the wheel speed and the horizontal acceleration after the aircraft starts to brake, the wheel speed of the aircraft may be obtained by a wheel load sensor, and the horizontal acceleration of the aircraft may be obtained by the longitudinal acceleration of the aircraft and the pitch angle of the aircraft.

Alternatively, the horizontal acceleration of the aircraft may be the longitudinal acceleration of the aircraft multiplied by the cosine of the pitch angle.

It should be noted that, in the present embodiment, the wheel speed and the horizontal acceleration of the aircraft may be acquired in real time.

Step S102: and obtaining the actual slip rate of the airplane according to the speed and the horizontal acceleration of the airplane wheel.

When the locomotive generates traction force or braking force, relative motion can be generated between the locomotive and the ground, and the slip ratio is the proportion of sliding components in the locomotive motion. The slip rate is controlled, so that the wheel slipping and the tire locking in the braking process of the airplane can be effectively prevented.

In this embodiment, after the wheel speed and the horizontal acceleration are obtained, the actual slip ratio of the aircraft can be calculated according to the wheel speed and the horizontal acceleration. When the actual slip ratio of the airplane is calculated according to the speed and the horizontal acceleration of the airplane wheel, the actual slip ratio can be obtained through the following steps:

and calculating the flying speed of the airplane according to the horizontal acceleration.

And determining to obtain a reference speed according to the flying speed and the airplane wheel speed.

And calculating a difference value between the reference speed and the speed of the airplane wheel, and obtaining the actual slip rate of the airplane according to the ratio of the difference value to the reference speed.

After the horizontal acceleration of the airplane is obtained, the horizontal acceleration can be subjected to integral processing to obtain the flying speed of the airplane. In this embodiment, the flying speed of the aircraft refers to the speed of the aircraft in the horizontal direction, i.e., forward speed relative to the runway.

After the flying speed of the airplane is obtained, the reference speed can be determined according to the flying speed and the airplane wheel speed. Optionally, in this embodiment, the reference speed may be obtained by taking a large value between the flying speed and the wheel speed, for example, if the value of the flying speed is larger than the value of the wheel speed, the reference speed is the value of the flying speed, if the value of the flying speed is smaller than the value of the wheel speed, the reference speed is the value of the wheel speed, and if the value of the flying speed is equal to the value of the wheel speed, the reference speed may be any value of the speed.

Alternatively, in this embodiment, the reference speed may also be an average of the flight speed and the wheel speed. Optionally, in this embodiment, the reference speed may also be obtained by performing weighted summation on the flight speed and the wheel speed, and the weight of the flight speed and the wheel speed may be set according to an actual requirement, which is not particularly limited.

After the reference speed is obtained, the difference value between the reference speed and the speed of the airplane wheel can be calculated, and the actual slip rate of the airplane is obtained according to the ratio of the difference value to the reference speed. In detail, this can be achieved by the following formula:

slip ratio (reference speed-wheel speed)/reference speed

Through the process, the actual slip rate of the airplane can be calculated.

Step S103: and determining to obtain the target slip rate of the airplane according to the actual slip rate and the horizontal acceleration.

In view of practical application, an airplane mainly depends on a binding force generated between a tire and the ground when braking. Under the condition that the weight of the airplane is fixed, factors influencing the binding force are called the binding coefficient, the working efficiency of the brake system is reflected by the binding coefficient, the overall level of the friction coefficient between the airplane wheel and the runway is reflected, the larger the binding coefficient is, the higher the brake efficiency is, and therefore, the slippage rate corresponding to the maximum binding coefficient is the optimal slippage rate. During the braking process of the airplane, the magnitude of the bonding force is related to the horizontal acceleration, the larger the horizontal acceleration is, the larger the bonding force is, the larger the bonding coefficient is, and therefore, the horizontal acceleration corresponding to the optimal slip rate should be larger than the adjacent horizontal acceleration.

Based on this, after the actual slip ratio and the horizontal acceleration are obtained, the optimal slip ratio of the aircraft can be determined according to the actual slip ratio and the horizontal acceleration, so that the aircraft performs braking control based on the target slip ratio.

Step S104: and outputting an anti-skid brake control command according to the target slip rate and the actual slip rate.

After the target slip rate of the airplane is determined, the braking process of the airplane can be controlled according to the target slip rate and the actual slip rate.

Because the target slip rate of the airplane represents the optimal slip rate of the airplane, when the braking process of the airplane is controlled according to the target slip rate and the actual slip rate, the controlled target quantity can be set as the target slip rate, so that the current actual slip rate approaches to the target slip rate, and then an anti-skid braking control command is correspondingly output.

In this embodiment, the antiskid brake control command may be a brake pressure value, a brake valve control current value, and a brake electric actuator control amount. The anti-skid brake control instruction can be a brake pressure value and a brake valve control current when the brake system is a hydraulic brake, and can be a brake electric actuator control quantity when the brake system is an electric brake.

According to the antiskid control method provided by the embodiment, the actual slip rate of the airplane is obtained by obtaining the speed and the horizontal acceleration of the airplane wheel, the target slip rate of the airplane is determined according to the actual slip rate and the horizontal acceleration, and after the target slip rate of the airplane is obtained, the antiskid brake control command can be output according to the target slip rate and the actual slip rate.

In view of the fact that in practical application, when an airplane is subjected to brake control, the binding force is continuously changed, the binding coefficient is also changed, and due to the change of a runway pavement, the optimal slip rate is changed in the braking process. In order to achieve the optimal braking effect, in this embodiment, the step of determining the target slip ratio of the aircraft according to the actual slip ratio and the horizontal acceleration may include:

and updating the slip rate sequence according to the actual slip rate, and updating the acceleration sequence according to the horizontal acceleration.

After the airplane is subjected to brake control, the slip rate at each moment is recorded, and a slip rate sequence can be obtained, wherein the slip rate sequence can be represented as S (1). Correspondingly, after the airplane is subjected to braking control, the horizontal acceleration at each moment is recorded, and an acceleration sequence can be obtained, wherein the acceleration sequence can represent Aa (1),.. Aa (i), Aa (i +1).. the acceleration sequence comprises the historical horizontal acceleration at each moment recorded by the airplane after braking. After the aircraft is subjected to braking control, the slip ratio at each moment is calculated based on the wheel speed and the horizontal acceleration, and the horizontal acceleration at each moment is calculated based on the longitudinal acceleration and the pitch angle of the aircraft.

In the present embodiment, after the aircraft performs the braking control, both the horizontal acceleration and the wheel speed are obtained in real time, so that the current horizontal acceleration and the actual slip ratio are reflected by the horizontal acceleration and the calculated actual slip ratio of the aircraft.

Based on the above, after the actual slip ratio and the horizontal acceleration are obtained, the slip ratio sequence can be updated according to the actual slip ratio, and the acceleration sequence can be updated according to the horizontal acceleration.

The slip rate sequence is updated according to the actual slip rate, that is, the actual slip rate and the time corresponding to the actual slip rate are added in the slip rate sequence, and correspondingly, when the acceleration sequence is updated according to the horizontal acceleration, the horizontal acceleration and the time corresponding to the horizontal acceleration can be added in the acceleration sequence.

After the slip rate sequence and the acceleration sequence are updated, the change trend of the updated slip rate sequence and the updated acceleration sequence may also change, for example, the change trend of the slip rate sequence before being updated is increased, and the change trend of the slip rate sequence after being updated may be decreased. For another example, the change trend of the acceleration sequence before updating is increasing, and the change trend of the acceleration sequence after updating may become decreasing.

In this embodiment, since the horizontal acceleration corresponding to the optimal slip ratio is greater than the adjacent horizontal acceleration, that is, the horizontal acceleration corresponding to the optimal slip ratio is the maximum value in the acceleration sequence, when the updated slip ratio sequence and the variation trend of the acceleration sequence are changed, the maximum value of the acceleration sequence may be changed, so that the target slip ratio may be changed.

Therefore, after the slip rate sequence and the acceleration sequence are updated, the target slip rate can be determined according to the change trend of the updated slip rate sequence and the updated acceleration sequence.

Optionally, in this embodiment, referring to fig. 3, the step of determining to obtain the target slip ratio according to the updated slip ratio sequence and the updated variation trend of the acceleration sequence may include steps S201 to S204:

step S201: and searching the maximum value in the updated acceleration sequence to obtain at least one acceleration maximum value.

Step S202: and searching a first slip rate corresponding to each acceleration maximum value in the updated slip rate sequence according to the time corresponding to each acceleration maximum value.

Step S203: and detecting whether the first slip rate value is monotonically increased or not for each first slip rate, and if the first slip rate value is monotonically increased, setting the first slip rate as a second slip rate.

Step S204: and determining to obtain the target slip rate according to the second slip rates.

When the maximum value in the updated acceleration sequence is searched, aiming at each horizontal acceleration in the acceleration sequence, comparing the horizontal acceleration with two horizontal accelerations adjacent to the horizontal acceleration, if the horizontal acceleration is greater than the two adjacent horizontal accelerations, setting the horizontal acceleration as the maximum value in the acceleration sequence, and if the horizontal acceleration is not greater than the two adjacent horizontal accelerations, not setting the horizontal acceleration as the maximum value in the acceleration sequence.

In detail, the maximum in the updated acceleration sequence is found by the following formula:

aa (i) > Aa (i-1) and Aa (i) > Aa (i +1)

Where Aa (i) is the ith horizontal acceleration in the acceleration sequence, Aa (i-1) is the ith-1 horizontal acceleration in the acceleration sequence, and Aa (i +1) is the (i +1) th horizontal acceleration in the acceleration sequence.

In an optional implementation manner, a horizontal acceleration with a slope of zero in the updated acceleration sequence may be searched, and when the slope is zero, the corresponding horizontal acceleration is an extreme point (maximum value or minimum value) in the acceleration sequence, and then the maximum value is screened out at the searched extreme point.

Because the slip rate sequence records the historical slip rate of each moment after the airplane is braked, and the acceleration sequence comprises the historical horizontal acceleration of each moment recorded after the airplane is braked, after the acceleration maximum in the updated acceleration sequence is found, for each acceleration maximum, the slip rate at the same moment can be found in the updated slip rate sequence according to the moment corresponding to the acceleration maximum, and then the slip rate at the same moment is set as the first slip rate corresponding to the acceleration maximum.

For example, for the acceleration maximum value aa (i), assuming that the time corresponding to the acceleration maximum value aa (i) is t (i), the slip ratio corresponding to the time t (i) is searched for in the slip ratio sequence, and assuming that the found slip ratio is s (i), s (i) is the first slip ratio corresponding to the acceleration maximum value aa (i). As shown in fig. 4, 1 in fig. 4 is an acceleration maximum value in the acceleration sequence, and the corresponding first slip ratio 3 can be found from the time 2 corresponding to the acceleration maximum value.

After the first slip rate corresponding to each maximum acceleration value is found, whether the first slip rate is in a slip rate increasing stage or not is detected for each first slip rate, namely whether the first slip rate is monotonically increased or not is detected.

When it is to be detected whether the first slip rates are monotonically increasing, for each first slip rate it may be detected whether the first slip rate is greater than a preceding slip rate adjacent to the first slip rate and whether the first slip rate is less than a succeeding slip rate adjacent to the first slip rate.

And if the first slip rate is greater than the former slip rate adjacent to the first slip rate and is less than the latter slip rate adjacent to the first slip rate, setting the first slip rate as a second slip rate.

If the first slip ratio is not greater than the former slip ratio adjacent to the first slip ratio or the first slip ratio is not less than the latter slip ratio adjacent to the first slip ratio, the first slip ratio is not processed.

In detail, the second slip ratio in the first slip ratio is found by the following formula:

S(i-1)＜S(i)＜S(i+1)

wherein S (i) is the ith first slip ratio in the slip ratio sequence, S (i-1) is the ith-1 slip ratio in the slip ratio sequence, and S (i +1) is the (i +1) th slip ratio in the slip ratio sequence.

In an alternative embodiment, a first slip ratio with a slope greater than 0 in the updated slip ratio sequence may be searched, and when the slope is greater than 0, the corresponding first slip ratio is incremented, that is, the first slip ratio may be set as the second slip ratio.

Through the process, the second slip rate can be found out from the first slip rates, and then the target slip rate is determined according to the found second slip rates.

Since the horizontal acceleration corresponding to each found second slip ratio is the maximum acceleration value, and each second slip ratio is in the stage of increasing the slip ratio, in order to improve the braking effect, the maximum second slip ratio of the second slip ratios may be selected as the target slip ratio, that is, Lopt ═ max (L (0),. L (i), L (i +1)), Lopt is the target slip ratio, and L (0), L (i), L (1) are the first slip ratios.

In order to ensure safety, in this embodiment, the target slip ratio needs to be limited to a fixed interval. Therefore, in this embodiment, according to each second slip ratio, the step of determining to obtain the target slip ratio may include:

and searching the maximum second slip ratio from the second slip ratios, and detecting whether the value of the maximum second slip ratio is smaller than the set minimum slip ratio value and is larger than the set maximum slip ratio value.

And if the minimum slip ratio value is smaller than the minimum slip ratio value, setting the minimum slip ratio value as the value of the target slip ratio.

And if the maximum slip ratio value is larger than the maximum slip ratio value, setting the maximum slip ratio value as the value of the target slip ratio.

And if the second slip ratio is not less than the minimum slip ratio value and not greater than the maximum slip ratio value, setting the value of the maximum second slip ratio as the value of the target slip ratio.

After finding out the maximum second slip ratio from the second slip ratios, it may be detected whether the value of the maximum second slip ratio is smaller than a set minimum slip ratio value and larger than a set maximum slip ratio value, if smaller than the minimum slip ratio value, the minimum slip ratio value is set as the value of the target slip ratio, if larger than the maximum slip ratio value, the maximum slip ratio value is set as the value of the target slip ratio, if not smaller than the minimum slip ratio value and not larger than the maximum slip ratio value, the maximum second slip ratio value is set as the value of the target slip ratio, that is, Lopt < Lmin, Lopt is lmix, if Lopt > Lmax, if Lopt is greater than Lmax, Lopt is max (L (0),. L (i), L (i +1)), where Lmin is the set minimum slip ratio value and Lmax is the set maximum slip ratio. In this manner, the target slip value may be defined between the minimum slip value and the maximum slip value.

Optionally, the minimum slip value and the maximum slip value may be set according to actual requirements, and are not particularly limited. In the present embodiment, the maximum slip value may be 0.2 and the minimum slip value may be 0.03.

The embodiment can ensure the safety of the braking control by limiting the target slip ratio between the minimum slip ratio value and the maximum slip ratio value.

It is to be understood that, in some alternative embodiments, the target slip ratio may be further determined according to a mean value of the second slip ratios, and may also be determined according to a median value or a mode of the second slip ratios, which is not limited specifically.

After the wheels of the airplane rotate, when the speed of the wheels is equal to the flying speed of the airplane, the braking system of the airplane starts to work to start braking, so that when the airplane starts to brake, a slip rate sequence is not generated, and the target slip rate of the airplane cannot be determined. In order to achieve the optimal braking effect, in this embodiment, an initial optimal slip rate of the aircraft when the aircraft starts to brake may be determined and obtained first, so that the aircraft performs braking control at the initial optimal slip rate, generates a slip rate sequence and an acceleration sequence, and then performs continuous optimization updating on the optimal slip rate based on the slip rate sequence and the acceleration sequence, and performs braking control at the updated optimal slip rate.

Referring to fig. 5, in order to determine the initial optimal slip ratio of the aircraft when the aircraft starts to brake, before acquiring the wheel speed and the horizontal acceleration of the aircraft in the present embodiment, the anti-skid control method provided in the present embodiment further includes steps S301 to S303.

Step S301: and after receiving the grounding signal, acquiring the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate of the airplane at each moment.

Step S302: and calculating the slip rate at each moment according to the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate at each moment.

Step S303: and calculating to obtain the initial slip rate in the slip rate sequence according to the slip rate at each moment.

When the landing gear is put down in the air in the descending process of the airplane, a signal for putting down the landing gear is sent to a brake system from a landing gear system and serves as a mark, the brake system enters a standby state after receiving the signal for putting down the landing gear, and when the airplane is grounded and a grounding signal is sent to the brake system, data can be recorded, wherein the data comprises the horizontal acceleration, the airplane wheel rotation acceleration rate and the tire pressure rising rate of the airplane at each moment. When the speed of the airplane wheel of the airplane is close to the speed of the airplane, the airplane starts to brake, and the initial optimal slip rate is given according to the horizontal acceleration, the starting acceleration rate of the airplane wheel and the rising rate of the tire pressure at each moment. It will be appreciated that the initial optimum slip ratio is the first value in the slip ratio sequence, i.e. the initial slip ratio in the slip ratio sequence.

In this embodiment, the spin-up of the wheel is a process in which, when the aircraft descends, at the moment the wheel touches the ground, a moment is generated to rotate the wheel due to the action of ground friction, and the stationary wheel starts to roll and accelerate, and when the linear speed of the wheel roll is equal to the speed of the aircraft, the spin-up process is ended. The wheel spin-up acceleration can be obtained by arranging a speed sensor on the wheel. The tire pressure rise speed can be obtained by an aircraft tire pressure monitoring system. The horizontal acceleration of the aircraft may be derived from the longitudinal acceleration of the aircraft multiplied by the cosine of the pitch angle.

After the horizontal acceleration, the wheel rotation-starting acceleration rate and the tire pressure rising rate at each moment are obtained, the slip rate at each moment can be calculated according to the horizontal acceleration, the wheel rotation-starting acceleration rate and the tire pressure rising rate at each moment.

In this embodiment, when the slip rate at each time is calculated according to each horizontal acceleration, the wheel rotation acceleration rate, and the tire pressure increase rate, a piecewise function may be used for calculation, and specifically, the slip rate at each time may be calculated by the following formula:

It should be noted that the above formula only uses two sections, and in some alternative embodiments, the slip ratio at each time can also be calculated using three or more sections.

In this embodiment, the parameters m and n may be constants between 0 and 1. Optionally, according to the slip ratio characteristic, in the present embodiment, the values of the parameters m and n may be between 0.03 and 0.2, and m > n, for example, m is 0.15 and n is 0.08.

In this embodiment, the parameter threshold Tr may be a constant value, and may be obtained according to simulation or experimental data

And (3) taking a value.

After the slip ratio at each moment is calculated through the formula, the initial slip ratio in the slip ratio sequence can be calculated according to the slip ratio at each moment, that is, the first value in the slip ratio sequence is calculated.

In order to improve the accuracy of the initial optimal slip rate, in this embodiment, before the wheel speed and the horizontal acceleration of the aircraft are obtained, a corresponding relationship between the slip rate and the horizontal acceleration, the wheel spin-up acceleration rate, and the tire pressure rise rate may be fitted in advance through a large amount of simulation or test data, and the initial slip rate in the slip rate sequence is determined and obtained according to the corresponding relationship. Referring to fig. 6, the initial optimal slip ratio can be obtained through steps S401 to S403:

step S401: and acquiring the horizontal acceleration of the airplane, the starting acceleration rate of the airplane wheel and the rising rate of the tire pressure under different slip rates.

Step S402: and establishing a corresponding relation between the slip rate and the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate.

Step S403: and determining to obtain the initial slip rate in the slip rate sequence according to the corresponding relation.

The method comprises the steps of acquiring the horizontal acceleration, the wheel starting acceleration rate and the tire pressure rising rate of an airplane under different slip rates, simulating or testing under the working condition of a runway and airplane wheel brake combination aiming at the known optimal slip rate L, and then acquiring the horizontal acceleration, the wheel starting acceleration rate and the tire pressure rising rate of each moment in a wheel speed starting section (namely the wheel speed is accelerated from 0 to the airplane speed or the wheel speed is accelerated from 0 to the beginning of braking), so as to obtain the horizontal acceleration, the wheel starting acceleration rate and the tire pressure rising rate corresponding to each slip rate.

After the horizontal acceleration, the wheel rotation-starting acceleration rate and the tire pressure rising speed corresponding to each slip rate are obtained, the corresponding relation between the slip rate and the horizontal acceleration, the wheel rotation-starting acceleration rate and the tire pressure rising speed can be established through data fitting according to the horizontal acceleration, the wheel rotation-starting acceleration rate and the tire pressure rising speed corresponding to each slip rate.

After the corresponding relation between the slip rate and the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate is obtained, the initial slip rate in the slip rate sequence can be determined and obtained according to the corresponding relation.

In this embodiment, according to the corresponding relationship, the step of determining to obtain the initial slip ratio in the slip ratio sequence may include:

(1) and after receiving the grounding signal, acquiring the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate at each moment.

(2) And searching the slip rate at each moment in the corresponding relation according to the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate at each moment.

(3) And calculating to obtain the initial slip rate in the slip rate sequence according to the slip rate at each moment.

When the aircraft is grounded and a grounding signal is sent to a braking system, data can be recorded, wherein the data comprises the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate of the aircraft at each moment.

After the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate at each moment are obtained, the slip rate at each moment can be obtained according to the corresponding relation.

In this embodiment, the corresponding relationship obtained by fitting may be a fitted polynomial equation or a relational data table. When the corresponding relation is a polynomial equation, the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rise rate at each moment can be substituted into the equation, and the slip rate at each moment is calculated. When the corresponding relation is a relation data table, the horizontal acceleration, the wheel rotation acceleration rate and the slip rate corresponding to the tire pressure rising speed at each moment can be obtained by looking up the table.

After the slip ratio at each moment is obtained, the initial slip ratio in the slip ratio sequence, namely the first slip ratio value in the slip ratio sequence, is calculated and obtained according to the slip ratio at each moment.

In this embodiment, the step of calculating the initial slip ratio in the slip ratio sequence according to the slip ratio at each time may include:

and calculating the average value of the slip rate at each moment or searching the maximum value in the slip rate at each moment according to the slip rate at each moment.

The average or maximum value is set as the initial slip rate in the slip rate sequence.

After the slip rate at each moment is obtained, the average value of the slip rates at each moment can be used as the initial optimal slip rate, that is, the average value is set as the initial slip rate in the slip rate sequence. The maximum value of the slip ratios at each time may also be used as the initial optimal slip ratio, i.e. the maximum value is set as the initial slip ratio in the slip ratio sequence.

In this embodiment, after obtaining the initial slip rate in the slip rate sequence, the aircraft starts to brake, and the calculation process of the initial optimal slip rate is stopped, that is, the slip rate value is calculated no longer based on the horizontal acceleration, the wheel spin-up acceleration rate, and the tire pressure rise rate, but the wheel speed and the horizontal acceleration at each moment after the aircraft brakes are obtained in real time, the real-time actual slip rate is calculated according to the obtained wheel speed and horizontal acceleration, the slip rate sequence is updated according to the real-time actual slip rate, and the real-time horizontal acceleration, the acceleration sequence is updated, then the optimal slip rate is recalculated according to the slip rate sequence and the acceleration sequence, and the initial optimal slip rate is updated, so that the optimal slip rate is continuously optimized and updated, and the optimal braking effect is achieved.

And after the optimal slip ratio, namely the target slip ratio is obtained, the braking control can be carried out according to the target slip ratio. In this embodiment, the step of outputting the anti-skid brake control command according to the target slip ratio and the actual slip ratio may include:

and calculating the difference value of the target slip ratio and the actual slip ratio.

The target amount of control is a target slip rate, the difference value between the target slip rate and the actual slip rate is calculated, and the difference value is processed by adopting a PID control algorithm, so that an output amount, namely an anti-skid brake control command is output.

Optionally, when the braking control is performed based on the target slip ratio and the actual slip ratio, a control mode in which the basic architecture is PID may be adopted, or a control mode in which only PI is selected as the main architecture is adopted, or other automatic control modes.

In an alternative embodiment, after the difference (delta) between the target slip ratio and the actual slip ratio is obtained through calculation, the delta quantity can be subjected to proportional calculation (i.e. P level), and then the integral of the delta quantity (i.e. I level) is added, so that the output quantity, i.e. the anti-skid brake control command, can be obtained.

After the anti-skid brake control instruction is obtained, brake control can be carried out based on the anti-skid brake control instruction, so that the optimal brake effect is achieved.

The antiskid control method provided by the embodiment collects the actual slip rate and the horizontal acceleration after the airplane is braked, realizes optimization updating of the optimal slip rate, can enable the airplane to automatically adapt to various runway pavement conditions, achieves the optimal braking effect, can effectively prevent the airplane wheel from slipping and the tire from being locked in the ground deceleration braking process of the airplane, and provides high-efficiency braking efficiency while ensuring safety.

Based on the same inventive concept, please refer to fig. 7 in combination, the present embodiment provides an anti-skid control apparatus 10, which employs the electronic device shown in fig. 1, as shown in fig. 7, the anti-skid control apparatus 10 provided in the present embodiment includes a data obtaining module 11, a slip ratio calculating module 12, a slip ratio updating module 13, and a command output module 14.

And the data acquisition module 11 is used for acquiring the wheel speed and the horizontal acceleration of the airplane.

And the slip rate calculation module 12 is configured to obtain an actual slip rate of the aircraft according to the wheel speed and the horizontal acceleration.

And the slip ratio updating module 13 is used for determining and obtaining the target slip ratio of the airplane according to the actual slip ratio and the horizontal acceleration.

And the instruction output module 14 is used for outputting an anti-skid brake control instruction according to the target slip rate and the actual slip rate.

In an alternative embodiment, the slip ratio update module 13 is configured to:

updating the slip rate sequence according to the actual slip rate, and updating the acceleration sequence according to the horizontal acceleration; the slip rate sequence includes historical slip rates recorded by the aircraft after braking, and the acceleration sequence includes historical horizontal accelerations recorded by the aircraft after braking.

In an alternative embodiment, the slip ratio update module 13 is configured to:

and searching the maximum value in the updated acceleration sequence to obtain at least one acceleration maximum value.

And searching a first slip rate corresponding to each acceleration maximum value in the updated slip rate sequence according to the time corresponding to each acceleration maximum value.

And detecting whether the first slip rate is monotonically increased or not for each first slip rate, and if the first slip rate is monotonically increased, setting the first slip rate as a second slip rate.

And determining to obtain the target slip rate according to the second slip rates.

In an alternative embodiment, the slip ratio update module 13 is configured to:

In an alternative embodiment, before obtaining the wheel speed and the horizontal acceleration of the aircraft, the slip ratio calculation module 12 is configured to:

and after receiving the grounding signal, acquiring the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate of the airplane at each moment.

And calculating the slip rate at each moment according to the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate at each moment.

In an alternative embodiment, the slip ratio calculation module 12 is configured to:

and acquiring the horizontal acceleration of the airplane, the starting acceleration rate of the airplane wheel and the rising rate of the tire pressure under different slip rates.

and after receiving the grounding signal, acquiring the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate at each moment.

And searching the slip rate at each moment in the corresponding relation according to the horizontal acceleration, the wheel rotation acceleration rate and the tire pressure rising rate at each moment.

In an alternative embodiment, the instruction output module 14 is configured to:

According to the antiskid control method, the antiskid control device, the electronic equipment and the readable storage medium, the actual slip rate of the airplane is obtained according to the speed and the horizontal acceleration of the airplane by obtaining the speed and the horizontal acceleration of the airplane, the target slip rate of the airplane is determined according to the actual slip rate and the horizontal acceleration, and after the target slip rate of the airplane is obtained, the antiskid brake control instruction can be output according to the target slip rate and the actual slip rate.

It is clear to those skilled in the art that, for convenience and brevity of description, the specific working process of the apparatus described above may refer to the corresponding process in the foregoing method, and will not be described in too much detail herein.

On the basis of the foregoing, the present embodiment further provides a readable storage medium, where a computer program is stored, and when the computer program is executed by a processor, the antiskid control method according to any of the foregoing embodiments is implemented.

The readable storage medium may be, but is not limited to, various media that can store program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.

It is clear to those skilled in the art that, for convenience and brevity of description, the specific working process of the readable storage medium described above may refer to the corresponding process in the foregoing method, and will not be described in detail herein.

To sum up, according to the antiskid control method, the antiskid control device, the electronic device and the readable storage medium provided by the embodiments of the present invention, the wheel speed and the horizontal acceleration of the aircraft are obtained, the actual slip rate of the aircraft is obtained according to the wheel speed and the horizontal acceleration, the target slip rate of the aircraft is determined according to the actual slip rate and the horizontal acceleration, and after the target slip rate of the aircraft is obtained, the antiskid brake control command is output according to the target slip rate and the actual slip rate.

Furthermore, while embodiments of the invention have been described above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable in a variety of fields of endeavor to which the invention pertains, and further modifications may readily be made by those skilled in the art, it being understood that the invention is not limited to the details shown and described herein without departing from the general concept defined by the appended claims and their equivalents.

Claims

1. An antiskid control method, characterized in that the method comprises:

acquiring the wheel speed and the horizontal acceleration of the airplane;

2. The antiskid control method of claim 1, wherein the determining to obtain a target slip ratio of the aircraft based on the actual slip ratio and the horizontal acceleration comprises:

3. The antiskid control instruction of claim 2, wherein the determining to obtain the target slip ratio according to the updated slip ratio sequence and the trend of change of the updated acceleration sequence comprises:

detecting whether the first slip rate is monotonically increased or not for each first slip rate, and if the first slip rate is monotonically increased, setting the first slip rate as a second slip rate;

4. The antiskid control instruction of claim 3, wherein the determining the target slip ratio according to each of the second slip ratios comprises:

5. The antiskid control method of claim 1, wherein prior to said obtaining wheel speed and horizontal acceleration of the aircraft, the method further comprises:

6. The antiskid control method according to claim 5, wherein the calculating of the horizontal acceleration, the wheel-turning-acceleration rate, and the tire-pressure-rise rate at each time to obtain the slip rate at each time includes:

7. The antiskid control method of claim 1, wherein prior to said obtaining wheel speed and horizontal acceleration of the aircraft, the method further comprises:

8. The antiskid control method according to claim 7, wherein the determining an initial slip ratio in a slip ratio sequence according to the correspondence relationship includes:

9. The antiskid control method according to claim 5 or 8, wherein the calculating an initial slip ratio in the slip ratio sequence according to the slip ratio at each time includes:

10. The antiskid control method of claim 1, wherein the obtaining an actual slip ratio of the aircraft from the wheel speed and the horizontal acceleration comprises:

11. The antiskid control method according to claim 1, wherein the outputting an antiskid brake control command according to the target slip ratio and the actual slip ratio includes:

12. An antiskid control device, comprising:

13. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor implements the antiskid control method according to any one of claims 1 to 11 when executing the computer program.

14. A readable storage medium, characterized in that the readable storage medium comprises a computer program, and the computer program controls an electronic device where the readable storage medium is located to execute the antiskid control method according to any one of claims 1 to 11 when the computer program runs.