CN116620233A - Braking control method for anti-skid faults of airplane - Google Patents
Braking control method for anti-skid faults of airplane Download PDFInfo
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- CN116620233A CN116620233A CN202310231603.1A CN202310231603A CN116620233A CN 116620233 A CN116620233 A CN 116620233A CN 202310231603 A CN202310231603 A CN 202310231603A CN 116620233 A CN116620233 A CN 116620233A
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- 238000000034 method Methods 0.000 title claims abstract description 27
- 238000006073 displacement reaction Methods 0.000 claims description 70
- 238000001514 detection method Methods 0.000 claims description 7
- 238000006243 chemical reaction Methods 0.000 description 43
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1703—Braking or traction control means specially adapted for particular types of vehicles for aircrafts
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
Abstract
The invention provides a brake control method for an anti-skid fault of an airplane, which belongs to the technical field of airplane wheel braking, and comprises the following steps: the brake controller judges whether the take-off brake is stopped or not; judging whether the skid resistance is invalid; according to the runway type and the result of stopping take-off braking, comparing the deceleration of the host wheel with the maximum deceleration of stopping take-off braking or the maximum deceleration of non-stopping take-off braking, and judging whether the host wheel enters a deep slipping state; according to runway types and take-off braking states, determining braking pressure output after anti-slip failure and executing high-speed braking operation; judging whether to exit the anti-skid function; and determining the braking pressure after the anti-skid function is exited and executing the low-speed braking operation. The maximum deceleration of the take-off stopping brake is introduced into the anti-skid function, and the machine wheels are prevented from deep slipping or even locking through the comparison of the machine wheel deceleration and the maximum deceleration of different modes, so that the safety of the airplane brake is improved.
Description
Technical Field
The invention belongs to the technical field of airplane wheel braking, and particularly relates to a braking control method for an airplane anti-skid fault.
Background
The wheel brake system is one of the most important systems of an aircraft and plays an important role in the take-off and landing processes of the aircraft. In the braking stopping process of the airplane, the antiskid function of the airplane wheel braking system makes full use of the runway binding force to enable the airplane to be decelerated by controlling the braking pressure of the airplane wheels, and prevents the locking of the airplane wheels.
However, the existing airplane wheel braking system has the defect that the airplane wheel locking caused by the fact that the sudden change of the airplane on the runway surface cannot be completely decompressed in time possibly exists. After the antiskid function of the wheel braking system fails, an antiskid failure alarm is given to a pilot, the braking pressure output after the antiskid failure is not controlled, and when the pilot continuously outputs a larger braking pressure, the wheel is easy to lock or even burst; the speed reduction safety and the speed reduction capability of the aircraft are affected, when the pilot outputs smaller braking pressure, the braking efficiency of other wheels of the landing gear is affected, and the braking time and the braking distance are increased.
Disclosure of Invention
In order to solve the problems that in the prior art, after the antiskid function of a wheel braking system fails, the wheel is easy to lock or even burst, or the braking efficiency of other wheels of a landing gear is influenced to increase the braking time and the braking distance, the invention provides a braking control method for the antiskid faults of an airplane, which comprises the following steps:
a brake control method for an aircraft anti-skid fault, comprising:
step one, a runway module determines the type of a runway;
step two, the brake controller judges whether to stop taking off and braking;
step three, the brake controller judges whether the skid resistance is invalid;
step four, the brake controller compares the deceleration of the host wheel with the maximum deceleration of the take-off brake or the maximum deceleration of the non-take-off brake according to the runway type and the result of the take-off brake, and judges whether the host wheel enters a deep slipping state;
step five, the brake controller determines the brake pressure output after the anti-slip failure according to the runway type and the take-off brake state, and executes high-speed brake operation according to the brake pressure output after the anti-slip failure;
step six, judging whether the anti-skid function is exited or not by the brake controller;
and step seven, the brake controller determines the brake pressure after the anti-skid function is exited, and executes low-speed brake operation according to the brake pressure after the anti-skid function is exited.
In the first step, the runway module determines whether the runway type is a dry runway, a wet runway or an icy runway according to the runway surface state.
In the second step, the brake controller receives gear information of the automatic brake selection switch, and if the gear of the automatic brake selection switch indicated by the gear information is an RTO gear, the brake controller determines that the take-off brake is stopped; otherwise, the brake controller determines that the take-off brake is not aborted.
In the third step, when any one of the following conditions is met, the brake controller determines that the anti-skid function is invalid:
the wheel speed sensor is open;
the wheel speed sensor is short-circuited;
the detection value of the left/right wheel speed sensor is not within the speed detection range.
In the fourth step, the deceleration of the host wheel is detected by the speed sensor.
In the fifth step, the brake controller determines the brake pressure output after the antiskid failure according to the current pedal displacement.
In the fifth step, the pedal displacement is detected by a pedal displacement sensor.
In the sixth step, if the aircraft speed is less than or equal to the anti-skid speed exit value, the anti-skid function is exited and the seventh step is executed; and if the aircraft speed is greater than the antiskid speed entering value, executing the second step.
Wherein, the anti-skid speed exit value is 20km/h, and the anti-skid speed entry value is 30km/h.
The invention has the beneficial effects that:
the maximum deceleration of the take-off stopping brake is introduced into the anti-skid function, and the machine wheel is prevented from deep slipping or even locking by comparing the machine wheel deceleration with the maximum deceleration of different modes, so that the safety of the airplane brake is improved; after the anti-skid failure of the aircraft, through the working conditions such as different runways, stopping taking-off and braking, and the like, the deep skid and even locking of the aircraft wheels are prevented through the control of the maximum braking pressure under different working conditions and the linear relation between different braking instructions and braking pressure, and the aircraft safety under the anti-skid control fault is improved.
According to the invention, runway information is loaded, the braking controller is matched with the runway information to determine the runway type, and the take-off stopping braking and the non-take-off stopping braking are determined, so that the braking system outputs the maximum braking pressure according to different working conditions, and the braking capacity is improved; when the skid resistance is not invalid, the maximum deceleration and the real-time deceleration of the wheels are controlled, so that the deep skid of the aircraft and even the tire burst are prevented, and the safety of a brake system is improved; when the anti-skid device fails, the corresponding relation between pedal displacement and brake pressure is regulated, pedal displacement and brake pressure are output linearly, meanwhile, the brake pressure corresponding to the maximum pedal displacement position when the take-off is stopped is the brake pressure corresponding to the maximum take-off stopping deceleration, and the brake pressure corresponding to the maximum pedal displacement position when the take-off is not stopped is the brake pressure corresponding to the maximum take-off stopping deceleration, so that the phenomenon that the anti-skid device fails when the take-off is stopped and the runway is washed out is avoided, the brake efficiency is improved by about 5%, the brake distance is shortened, and the safety of a brake system is improved.
Drawings
Fig. 1 is a flowchart of a braking control method for an anti-skid failure of an aircraft according to an embodiment of the present invention.
Detailed Description
The invention is described in further detail below with reference to specific embodiments and figures.
Referring to fig. 1, the invention provides a brake control method for preventing skid faults of an aircraft, which comprises the following steps:
step one, a runway module determines the type of a runway;
in determining the runway type, the runway module receives the runway surface status and determines whether it is a dry runway, a wet runway or an icy runway.
Specifically, the runway module receives the runway surface status and matches the dry runway, wet runway and icy runway in the runway module database to determine whether the runway is a dry runway, a wet runway or an icy runway. The brake controller receives the runway type transmitted by the runway module.
Step two, the brake controller judges whether to stop taking off and braking;
the brake controller receives gear information of the automatic brake selection switch when judging whether the take-off brake is stopped or not, and determines that the take-off brake is stopped if the gear of the automatic brake selection switch is an RTO gear; otherwise, it is determined that the take-off brake is not terminated.
Step three, the brake controller judges whether the skid resistance is invalid;
the brake controller determines the slip failure when any of the following conditions is met:
the wheel speed sensor is open;
the wheel speed sensor is short-circuited;
the detection value of the left/right wheel speed sensor is not within the speed detection range (for example, the speed detection range may be 0-300 km/h);
otherwise, the brake controller determines that the anti-skid is valid.
Judging whether the host wheel enters a deep slip state by the brake controller according to the runway type and whether the runway is a result of stopping take-off and braking or not:
in one implementation, the brake controller may determine whether the host wheel enters a deep slip state in conjunction with the host wheel deceleration detected by the speed sensor. The specific process is as follows:
1) When the runway type is a dry runway and the brake controller judges that the runway is in stopping taking off and braking, judging whether the deceleration of the main engine wheel meets a first preset requirement. If the deceleration of the main machine wheel meets the first preset requirement, the brake controller determines that the machine wheel enters a deep slip state, and the brake controller releases the brake pressure to 0; if the deceleration of the host wheel meets the first preset requirement, normal anti-skid is continued.
The first preset requirement is: a, a dt -a w ≤k (1)
Wherein a is dt Stopping the maximum deceleration of take-off and braking for the main machine wheel dry runway; a, a w Is the deceleration of the main engine wheel; k is the host wheel deep slip threshold.
2) When the runway type is a dry runway and the brake controller judges that the runway is in non-stop take-off brake, judging whether the deceleration of the main engine wheel meets a second preset requirement. If the deceleration of the main machine wheel meets a second preset requirement, the brake controller determines that the machine wheel enters a deep slip state, and the brake controller releases brake pressure to the contact pressure of the machine wheel; if the deceleration of the main engine wheel does not meet the second preset requirement, the anti-skid is continued.
The second preset requirement is: a, a dl -a w ≤k (2)
Wherein a is dl The maximum deceleration of the non-stop take-off brake of the main machine wheel dry runway; a, a w Is the deceleration of the main engine wheel; k is the host wheel deep slip threshold.
3) When the runway type is a wet runway and the brake controller judges that the runway is in stopping taking off and braking, judging whether the deceleration of the main engine wheel meets a third preset requirement. If the deceleration of the main machine wheel meets a third preset requirement, the brake controller determines that the machine wheel enters a deep slip state, and releases the brake pressure to 0; if the deceleration of the main engine wheel does not meet the third preset requirement, normal anti-skid is continued.
The third preset requirement is: a, a wt -a w ≤k (3)
Wherein a is wt Stopping the maximum deceleration of take-off and braking for the main machine wheel wet runway; a, a w Is the deceleration of the main engine wheel; k is the host wheel deep slip threshold.
4) When the runway type is a wet runway and the brake controller judges that the runway is in non-stop take-off brake, judging whether the deceleration of the main engine wheel meets a fourth preset requirement. If the deceleration of the main machine wheel meets a fourth preset requirement, the brake controller determines that the machine wheel enters a deep slip state, and the brake controller releases brake pressure to the contact pressure of the machine wheel; if the deceleration of the main engine wheel does not meet the fourth preset requirement, normal anti-skid is continued.
The fourth preset requirement is: a, a wl -a w ≤k (4)
Wherein alpha is wl The maximum deceleration of the non-stop take-off brake of the main machine wheel wet runway; a, a w Is the deceleration of the main engine wheel; k is the host wheel deep slip threshold.
5) When the runway type is ice runway and the brake controller judges that the runway is in stopping taking off and braking, judging whether the deceleration of the main engine wheel meets a fifth preset requirement. If the deceleration of the main machine wheel meets a fifth preset requirement, the brake controller determines that the machine wheel enters a deep slip state, and releases the brake pressure to 0; if the deceleration of the main engine wheel does not meet the fifth preset requirement, normal anti-skid is continued.
The fifth preset requirement is: a, a it -a w ≤k (5)
Wherein a is it Stopping the maximum deceleration of take-off brake for the main machine wheel runway; a, a w Is the deceleration of the main engine wheel; k is the host wheel deep slip threshold.
6) And when the runway type is ice runway and is in non-stop take-off braking, judging whether the deceleration of the main engine wheel meets a sixth preset requirement. If the deceleration of the main machine wheel meets a sixth preset requirement, the brake controller determines that the machine wheel enters a deep slip state, and the brake controller releases brake pressure to the contact pressure of the machine wheel; if the deceleration of the main engine wheel does not meet the sixth preset requirement, the anti-skid is continued.
The sixth preset requirement is: a, a il -a w ≤k (6)
Wherein a is il The maximum deceleration of the non-stop take-off brake of the main machine wheel ice runway; a, a w Is the deceleration of the main engine wheel; k is the host wheel deep slip threshold.
The contact pressure of the machine wheel refers to a critical point that the piston of the machine wheel just contacts the braking device and the machine wheel does not generate braking moment, when the machine wheel skids deeply, the braking pressure is released to the contact pressure of the machine wheel, so that the time required for pressure rising when the machine wheel continues to brake can be reduced, and the braking efficiency is improved.
For example, the main engine wheel dry runway stops taking off and brakes the maximum deceleration a dt 4.2m/s 2, the maximum deceleration a of the main machine wheel dry runway non-stop take-off brake dl Is 4.0m/s 2; main machine wheel wet runway stop take-off brake maximum deceleration a wt 2.8m/s 2, the maximum deceleration a of the wet runway of the main machine wheel during non-stop take-off and braking wt Is 2.5m/s 2; main machine wheel ice runway stop take-off brake maximum deceleration a it 2.1m/s 2, the maximum deceleration a of the main machine wheel ice runway for non-stop take-off and braking il Is 1.8m/s 2. The deep slip threshold k of the main machine wheel is 0.2, and the contact pressure of the main machine wheel is 2Mpa.
And fifthly, the brake controller determines the brake pressure output after the anti-slip failure, and executes high-speed brake operation according to the brake pressure output after the anti-slip failure.
In the step, a brake controller receives a pedal displacement signal detected by a pedal displacement sensor, and determines the brake pressure output after the skid resistance failure according to the current pedal displacement.
1) When the runway type is a dry runway and the brake controller judges that the runway is in a take-off stopping state, the relation between pedal displacement L and the brake pressure P1 output after the antiskid failure is as follows:
when 0.ltoreq.L.ltoreq.10, P1=0;
when 10 < L.ltoreq.60, P1=K 1 ×L+C 1 ；
When 60 < L.ltoreq.90, P1=K 2 ×L+C 2 ；
When 90 < L.ltoreq.105, P1=P dt 。
Wherein P is dt The maximum deceleration of the main machine wheel dry runway non-stop take-off brake corresponds to the brake pressure, L is pedal displacement, and the range is [0, 100]The method comprises the steps of carrying out a first treatment on the surface of the P1 is the brake pressure output after the nonskid failure, K 1 For pedal displacement corresponding to the first conversion gain of brake pressure, K 2 The second conversion gain corresponding to the brake pressure for pedal displacement, C 1 A first conversion constant corresponding to the brake pressure for pedal displacement, C 2 Second conversion of pedal displacement to braking pressureA constant.
2) When the runway type is a dry runway and the brake controller judges that the runway is in a non-stop take-off and brake state, the relation between pedal displacement L and brake pressure P1 output after the antiskid failure is as follows:
when 0.ltoreq.L.ltoreq.10, P1=0;
when 10 < L.ltoreq.60, P1=K 3 ×L；
When 60 < L.ltoreq.90, P1=K 4 ×L；
When 90 < L.ltoreq.105, P1=P d1 。
Wherein P is dl The maximum deceleration of the main machine wheel dry runway non-stop take-off brake corresponds to the brake pressure, L is pedal displacement, and the range is [0, 100]The method comprises the steps of carrying out a first treatment on the surface of the P1 is the brake pressure output after the nonskid failure, K 3 A third conversion gain corresponding to the brake pressure for pedal displacement, K 4 A fourth conversion gain corresponding to the brake pressure for pedal displacement, C 3 A third conversion constant corresponding to the brake pressure for pedal displacement, C 4 And a fourth conversion constant corresponding to the brake pressure for pedal displacement.
3) When the runway type is wet runway and the brake controller judges that the runway is in a take-off stopping braking state, the relation between pedal displacement L and the braking pressure P1 output after the antiskid failure is as follows:
when 0.ltoreq.L.ltoreq.10, P1=0;
when 10 < L.ltoreq.90, P1=K 5 ×L+C 6 ；
When 90 < L.ltoreq.105, P1=P wt 。
Wherein P is wt The maximum deceleration of the main machine wheel wet runway stopping take-off brake corresponds to the brake pressure, L is pedal displacement, and the range is 0, 100]The method comprises the steps of carrying out a first treatment on the surface of the P1 is the brake pressure output after the nonskid failure, K 5 A fifth conversion gain corresponding to the brake pressure for pedal displacement, C 6 And a sixth conversion constant corresponding to the brake pressure for pedal displacement.
4) When the runway type is wet runway and the brake controller judges that the runway is in a non-stop take-off and brake state, the relationship between pedal displacement L and brake pressure P1 output after the antiskid failure is as follows:
when 0.ltoreq.L.ltoreq.10, P1=0;
when 10 < L.ltoreq.90, P1=K 6 ×L+C 7 ；
When 90 < L.ltoreq.105, P1=P wl 。
Wherein P is wl The maximum deceleration of the wet runway of the main machine wheel is corresponding to the braking pressure, L is the pedal displacement, and the range is 0, 100]The method comprises the steps of carrying out a first treatment on the surface of the P1 is the brake pressure output after the nonskid failure, K 6 A sixth conversion gain corresponding to the brake pressure for pedal displacement, C 7 And a seventh conversion constant corresponding to the brake pressure for pedal displacement.
5) When the runway type is ice runway and the brake controller judges that the runway is in a take-off stopping state, the relation between pedal displacement L and the brake pressure P1 output after the antiskid failure is as follows:
when 0.ltoreq.L.ltoreq.10, P1=0;
when 10 < L.ltoreq.90, P1=K 7 ×L+C 8 ；
When 90 < L.ltoreq.105, P1=P it 。
Wherein P is it The maximum deceleration of stopping take-off and braking for main machine wheel runway corresponds to braking pressure, L is pedal displacement, and the range is 0, 100]The method comprises the steps of carrying out a first treatment on the surface of the P1 is the brake pressure output after the nonskid failure, K 7 A seventh conversion gain corresponding to the brake pressure for pedal displacement, C 8 And an eighth conversion constant corresponding to the brake pressure for pedal displacement.
6) When the runway type is ice runway and the brake controller judges that the runway is in a non-stop take-off and brake state, the relationship between pedal displacement L and brake pressure P1 output after the antiskid failure is as follows:
when 0.ltoreq.L.ltoreq.10, P1=0;
when 10 < L.ltoreq.90, P1=K 8 ×L；
When 90 < L.ltoreq.105, P1=P il 。
Wherein, pil is the braking pressure corresponding to the maximum deceleration of the main machine wheel ice runway non-stop take-off brake, L is the pedal displacement, and the range is [0, 100 ]]The method comprises the steps of carrying out a first treatment on the surface of the P1 is the brake pressure output after the nonskid failure, K 8 And the eighth conversion gain corresponds to the brake pressure for pedal displacement.
For example, the maximum deceleration of the main machine wheel dry runway stop take-off brake corresponds to the brake pressure P dt 10MPa, and the maximum deceleration of the main machine wheel dry runway non-stop take-off brake corresponds to the brake pressure P dl The maximum deceleration of the main machine wheel wet runway stop take-off brake corresponds to the brake pressure P of 8.5MPa wt 8MPa, and the maximum deceleration of the wet runway of the main machine wheel corresponds to the braking pressure P wl The maximum deceleration of the main engine wheel ice runway stopping take-off brake corresponds to the brake pressure P of 7.6MPa il 6MPa, and the maximum deceleration of the main machine wheel ice runway non-stop take-off brake corresponds to the brake pressure P il The pedal displacement corresponds to the first conversion gain K of the braking pressure and is 4.2MPa 1 Is 0.1, and the pedal displacement corresponds to the second conversion gain K of the braking pressure 2 A third conversion gain K corresponding to the brake pressure and being 1/6 of the pedal displacement 3 A fourth conversion gain K of 0.08 corresponding to the brake pressure of pedal displacement 4 A fifth conversion gain K of 0.15 corresponding to the brake pressure of pedal displacement 5 A sixth conversion gain K of 0.1 corresponding to the brake pressure of pedal displacement 6 A pedal displacement corresponding to a brake pressure of a seventh conversion gain K of 0.095 7 Is 0.075, pedal displacement corresponds to the eighth conversion gain K of brake pressure 8 0.0525 the pedal displacement corresponds to a first conversion constant C of the brake pressure 1 A second conversion constant C corresponding to the brake pressure and corresponding to pedal displacement 2 A third conversion constant C of-5 corresponding to the brake pressure of pedal displacement 3 A fourth conversion constant C of-0.8 corresponding to the brake pressure of pedal displacement 4 A fifth conversion constant C of-5 corresponding to the brake pressure of pedal displacement 5 A sixth conversion constant C of-1 corresponding to the brake pressure of pedal displacement 6 A pedal displacement corresponding to a seventh conversion constant C of braking pressure of-0.95 7 An eighth conversion constant C of-0.75 corresponding to the brake pressure of pedal displacement 8 Is-0.525.
Step six, judging whether the anti-skid function is exited or not by the brake controller;
judging whether to exit the anti-skid function, if the aircraft speed is less than or equal to the anti-skid speed exit value, executing the step seven by exiting the anti-skid function; and if the aircraft speed is greater than the antiskid speed entering value, executing the second step.
For example, the slip speed exit value is 20km/h and the slip speed entry value is 30km/h.
Step seven, the brake controller determines the brake pressure after the anti-skid function is exited, and performs low-speed brake operation according to the brake pressure after the anti-skid function is exited;
the relationship between pedal displacement L and brake pressure P2 after exiting the anti-skid function is as follows:
when 0.ltoreq.L.ltoreq.10, P=0;
when 10 < l.ltoreq.50, p=k 9 ×L+C 9 ；
When 50 < L.ltoreq.70, P=K 10 ×L+C 10 ；
When 70 < l.ltoreq.90, p=k 11 ×L+C 11 ；
When 90 < l.ltoreq.105, p=p max 。
Wherein L is pedal displacement in the range of [0, 100 ]]The method comprises the steps of carrying out a first treatment on the surface of the P2 is the brake pressure after the anti-slip function is exited, K 9 A ninth conversion gain corresponding to the brake pressure for pedal displacement, K 10 A tenth conversion gain corresponding to the brake pressure for pedal displacement, K 11 Eleventh conversion gain corresponding to brake pressure for pedal displacement, C 8 An eighth conversion constant corresponding to the brake pressure for pedal displacement, C 9 A ninth conversion constant corresponding to the brake pressure for pedal displacement, C 10 Tenth conversion constant corresponding to brake pressure for pedal displacement, P max Is the maximum braking pressure of the wheel braking system.
For example, pedal displacement corresponds to a brake pressure ninth conversion gain K 9 A tenth conversion gain K of 0.2 corresponding to the brake pressure of pedal displacement 10 An eleventh conversion gain K of pedal displacement corresponding to brake pressure of 0.3 11 An eighth conversion constant C of pedal displacement corresponding to brake pressure of 0.35 8 A ninth conversion constant C of-2 corresponding to the brake pressure of pedal displacement 9 A tenth conversion constant C of-7 corresponding to the brake pressure of pedal displacement 10 -10.5, maximum braking pressure P of wheel braking system max 21MPa.
The foregoing has outlined rather broadly the more detailed description of the invention in order that the detailed description thereof that follows may be better understood, and in order that the present invention may be better understood. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. In addition, the invention is not fully described in the conventional technology.
Claims (9)
1. A brake control method for an aircraft anti-skid failure, comprising:
step one, a runway module determines the type of a runway;
step two, the brake controller judges whether to stop taking off and braking;
step three, the brake controller judges whether the skid resistance is invalid;
step four, the brake controller compares the deceleration of the host wheel with the maximum deceleration of the take-off brake or the maximum deceleration of the non-take-off brake according to the runway type and the result of the take-off brake, and judges whether the host wheel enters a deep slipping state;
step five, the brake controller determines the brake pressure output after the anti-slip failure according to the runway type and the take-off brake state, and executes high-speed brake operation according to the brake pressure output after the anti-slip failure;
step six, judging whether the anti-skid function is exited or not by the brake controller;
and step seven, the brake controller determines the brake pressure after the anti-skid function is exited, and executes low-speed brake operation according to the brake pressure after the anti-skid function is exited.
2. A method according to claim 1, wherein in step one, the runway module determines whether the runway type is a dry runway, a wet runway or an icy runway based on the runway surface status.
3. The method of claim 1, wherein in step two, the brake controller receives gear information of the automatic brake selection switch, and if the gear information indicates that the automatic brake selection switch gear is an RTO gear, the brake controller determines that the take-off brake is suspended; otherwise, the brake controller determines that the take-off brake is not aborted.
4. The method of claim 1, wherein in step three, the brake controller determines the slip failure when any of the following conditions is met:
the wheel speed sensor is open;
the wheel speed sensor is short-circuited;
the detection value of the left/right wheel speed sensor is not within the speed detection range.
5. The method of claim 1, wherein in step four, the host wheel deceleration is detected by a speed sensor.
6. The method of claim 1, wherein in step five, the brake controller determines the brake pressure output after the slip failure based on the current pedal displacement.
7. The method of claim 6, wherein in step five, the pedal displacement is detected by a pedal displacement sensor.
8. The method according to claim 1, wherein in step six, if the aircraft speed is equal to or less than the anti-skid speed exit value, the anti-skid function is exited and step seven is performed; and if the aircraft speed is greater than the antiskid speed entering value, executing the second step.
9. The method of claim 8, wherein the slip speed exit value is 20km/h and the slip speed entry value is 30km/h.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310231603.1A CN116620233A (en) | 2023-03-10 | 2023-03-10 | Braking control method for anti-skid faults of airplane |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310231603.1A CN116620233A (en) | 2023-03-10 | 2023-03-10 | Braking control method for anti-skid faults of airplane |
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| Publication Number | Publication Date |
|---|---|
| CN116620233A true CN116620233A (en) | 2023-08-22 |
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| CN202310231603.1A Pending CN116620233A (en) | 2023-03-10 | 2023-03-10 | Braking control method for anti-skid faults of airplane |
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| Country | Link |
|---|---|
| CN (1) | CN116620233A (en) |
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2023
- 2023-03-10 CN CN202310231603.1A patent/CN116620233A/en active Pending
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