CN117698999A - Redundancy brake control architecture and control method for aircraft - Google Patents
Redundancy brake control architecture and control method for aircraft Download PDFInfo
- Publication number
- CN117698999A CN117698999A CN202410012416.9A CN202410012416A CN117698999A CN 117698999 A CN117698999 A CN 117698999A CN 202410012416 A CN202410012416 A CN 202410012416A CN 117698999 A CN117698999 A CN 117698999A
- Authority
- CN
- China
- Prior art keywords
- brake
- control module
- standby
- controller
- brake controller
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims description 27
- 238000004364 calculation method Methods 0.000 claims description 27
- 238000012545 processing Methods 0.000 claims description 21
- 238000012360 testing method Methods 0.000 claims description 12
- 238000012423 maintenance Methods 0.000 claims description 6
- 230000001133 acceleration Effects 0.000 claims description 3
- 238000012790 confirmation Methods 0.000 claims description 3
- 238000001514 detection method Methods 0.000 claims description 3
- 238000012544 monitoring process Methods 0.000 claims description 3
- 238000013461 design Methods 0.000 abstract description 17
- 230000009977 dual effect Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 239000008358 core component Substances 0.000 description 1
- 230000002401 inhibitory effect Effects 0.000 description 1
Abstract
The first brake controller comprises a first main control module, a first standby control module and a first emergency control module; the second brake controller comprises a second main control module, a second standby control module and a second emergency control module. The comprehensive controller and the brake controller work cooperatively, the two control modules are backed up mutually, and the comprehensive controller increases redundancy design; the three control modules in the brake controller are designed for redundancy, and the second control module is designed for redundancy of another brake controller, so that the probability of the wheel brake system completely losing braking is reduced to 7.8E-10. The automatic braking anti-skid control is realized through the integrated controller, so that the phenomenon that two control algorithms are possibly not converged by the same software is avoided, and the reliability of the braking system is improved. The emergency brake control module adopts a pure analog circuit, is completely different from the designs of the main control module and the backup control module, and improves the safety of a brake system.
Description
Technical Field
The invention relates to the field of aircraft braking, in particular to an aircraft redundancy braking controller architecture and a control method.
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. The brake controller is a core component for controlling the wheel brake, and is used for controlling the whole wheel brake system to implement the brake or inhibiting the brake, thereby playing a vital role in the safety and reliability of the wheel brake system.
The invention of publication No. CN114802722A discloses a three-redundancy aircraft brake control system, which comprises a main control module, a standby control module and an emergency brake control unit, wherein the main control module controls a main brake integrated control valve, the standby control module controls the standby brake integrated control valve, the emergency brake control unit controls an emergency brake system, the main control module is in fault conversion to the standby control module, the main control module and the standby control module are in fault conversion to the emergency brake control unit, the main control module controls the main system, the standby control module controls the standby system, the emergency brake control unit controls the emergency system, a large number of required control devices are needed, the weight is large, and the overall layout of the aircraft is difficult.
The invention of publication number CN113093618A discloses a hardware architecture and a control method of a brake controller, wherein the hardware architecture comprises a main controller and a standby controller; the main controller and the standby controller are dual redundancy and are mutually backup, when the main controller is normal, the main controller controls the normal braking system to work, when the main controller is failed, the standby controller controls the standby braking system to work, the electric system is dual redundancy and the hydraulic system is dual redundancy, and the safety requirement of a large aircraft cannot be met.
In the prior art, the brake control system adopts dual redundancy, wherein the electrical redundancy is dual redundancy, the hydraulic and mechanical redundancy are single redundancy, and when hydraulic equipment fails, the dual redundancy of the electrical redundancy can be completely lost, so that the reliability and the safety of the aircraft are lower. If the brake control system adopts three redundancy, the emergency brake system also adopts independent electric control, so that the problems of redundant equipment, increased weight, difficult overall layout and the like of the wheel brake system are caused.
Disclosure of Invention
In order to solve the problems of insufficient safety of a dual redundancy system, more redundancy system devices, heavy weight and difficult layout in the technical problems, the invention provides an aircraft redundancy brake control architecture and a control method, wherein the control method comprises the following steps:
the invention provides an aircraft redundancy brake control architecture which comprises a comprehensive controller, a first brake controller and a second brake controller. The integrated controller comprises a main integrated control module and a standby integrated control module. The first brake controller comprises a first main control module, a first standby control module and a first emergency control module. The second brake controller comprises a second main control module, a second standby control module and a second emergency control module.
The main comprehensive control module and the standby comprehensive control module of the comprehensive controller output brake control signals to the first brake controller and the second brake controller, input signals are various signals, input signals are processed, pedal instructions and automatic brake control calculation are carried out, control signals are output to the first brake controller and the second brake controller, and self-detection is carried out at the same time.
The first main control module of the first brake controller and the second main control module of the second brake controller output control signals to control the braking process, the inputs of the first main control module and the second main control module are the brake control signals output by the integrated controller and other input signals to perform anti-skid control calculation, and control signals of the brake control valves and control signals of the cut-off valves are output to implement braking.
The first standby control module of the first brake controller and the second standby control module of the second brake controller are used for backing up the brake control, the inputs of the standby control module are various signals received by 2 brake controllers, and when the first brake controller is-
When the first/second main control module of the second brake controller does not work, the first standby control module of the first brake controller can be used as a backup of the first standby control module of the first brake controller, the standby brake belt anti-skid control and the standby brake without anti-skid control, and can also be used as a backup of the standby brake belt anti-skid control and the standby brake without anti-skid control of the second brake controller; the second standby control module of the second brake controller can be used as a backup of the second main control module of the second brake controller, the anti-slip control of the standby brake band and the non-slip control of the standby brake band, and also can be used as a backup of the anti-slip control of the standby brake band and the non-slip control of the standby brake band of the first brake controller.
The first/second emergency control modules of the first/second brake controllers perform an emergency brake function through an analog circuit.
ARINC429 is adopted to communicate among the integrated controller, the first brake controller and the second brake controller, and RS232 communication is adopted among the modules of the integrated controller, the first brake controller and the second brake controller.
In order to improve the reliability of the brake control system and reduce the maintenance cost, the system designs the BIT function. BIT includes power-on self-test, pre-landing self-test, continuous self-test, and maintenance self-test functions.
The main comprehensive control module and the standby comprehensive control module of the comprehensive controller are an MCU and two FPGA architectures. The input signals of the first FPGA comprise a copilot pedal signal, an airplane acceleration signal, an automatic brake switch signal and an RS232 signal; the first FPGA is used for processing the input signals and sending the processed signals to the MCU; the MCU is used for processing an automatic brake control algorithm and comprehensively processing pedal instructions, and outputting a processing result to the FPGA; the output signal of the first FPGA is a brake command signal which is respectively sent to the first brake controller and the second brake controller; the input signals of the second FPGA are a cut-off valve pressure signal, a first brake controller state signal and a second brake controller state signal; the second FPGA is used for monitoring the output signal and processing faults; the output signals of the second FPGA comprise main and standby switching signals which are respectively sent to the first brake controller and the second brake controller.
The first main control module of the first brake controller and the second main control module of the second brake controller have the same functional architecture, and the architectures are two FPGAs and one MCU. The input signals of the first FPGA comprise a brake control signal, a main driving pedal signal, an accelerator lever signal, a wheel load signal, a brake pressure signal and a wheel speed signal which are output by the integrated controller, and the first FPGA is used for processing the input signals and transmitting the processed signals to the MCU; the MCU is used for performing anti-skid control calculation and outputting a processing result to the FPGA, wherein output signals of the first FPGA comprise control valve signals, cut-off valve signals, pedal confirmation signals, fault and state signals and states of the first brake controller and the second brake controller. The second FPGA input signal comprises an accelerator lever signal and a brake control signal, the second FPGA is used for performing non-instruction brake protection through the input signal, and the second FPGA output signal comprises a cut-off valve control signal.
The first standby control module of the first brake controller and the second standby control module of the second brake controller have the same functional architecture, and the architecture is an FPGA and two MCUs. The input signals of the FPGA comprise pedal command signals, accelerator lever signals, wheel load signals and brake pressure signals which are output by the first main control module/the second main control module, and the output signals comprise control valve signals and cut-off valve signals.
The FPGA has the function of non-command brake protection, and comprehensively judges and outputs signals for controlling the cut-off valve through throttle lever signals and pedal command signals; the first MCU is used for normal braking anti-skid calculation of the first braking system, anti-skid control calculation of the standby braking and non-anti-skid control calculation of the standby braking; the second MCU is used for calculating the anti-skid control of the spare brake of the second brake system and calculating the non-anti-skid control of the spare brake;
the first emergency control module of the first brake controller and the second emergency control module of the second brake controller are analog circuits, input signals are anti-skid switch signals, pedal command signals output by the first main control module/the second main control module and main driving pedal signals, the analog circuits limit the maximum brake pressure to 10MPa, and output signals are control valve signals and cut-off valve signals.
The input signals of the integrated controller comprise a copilot pedal signal, a cut-off valve pressure signal, an automatic brake switch signal and a cut-off valve control signal; the input signals of the first brake controller comprise a main driving pedal signal, a wheel speed signal, a brake pressure signal, an accelerator lever signal, a wheel load signal, a landing gear lower lock signal and an anti-skid switch signal; the input signals of the second brake controller comprise a main driving pedal signal, a wheel speed signal, a brake pressure signal, an accelerator lever signal, a wheel load signal, a landing gear lower lock signal and an anti-skid switch signal.
The control method based on the redundancy brake control architecture of the airplane provided by the invention comprises the following conditions:
first, the control method when the integrated controller has no fault is as follows:
the comprehensive controller, the first brake controller and the second brake controller work normally, and the comprehensive controller calculates a pedal instruction and an automatic brake instruction and then outputs a control signal to the first brake controller and the second brake controller to brake.
When the integrated controller has no faults, the main integrated control module and the standby integrated control module are normal, and after receiving the pedal command signal and the automatic brake switch signal, the main integrated control module calculates a brake control command and outputs the brake control command to the first brake controller and the second brake controller.
Second, the control method when the integrated controller fails is as follows:
when the main comprehensive control module of the comprehensive controller fails, if the standby comprehensive control module works normally, switching to the standby comprehensive control module to work; if the main comprehensive control module and the standby comprehensive control module are in failure, the first brake controller and the second brake controller perform anti-skid control calculation according to the received main driving pedal signal, and output control signals to control the cut-off valve and the servo valve.
Third, the control method when the first brake controller and the second brake controller have no faults:
when the first brake controller and the second brake controller work normally without faults, a first main control module of the first brake controller controls a first normal brake system, the first main control module carries out anti-skid control calculation on the received signals, and outputs control signals to control a servo valve and a cut-off valve; the second main control module of the second brake controller controls the second normal brake system, the second main control module carries out anti-skid control calculation on the received signals, and the second main control module outputs control signals to control the servo valve and the cut-off valve. The first standby control module is used as a backup of the first main control module, and the second standby control module is used as a backup of the second main control module.
Fourth, when the first main control module of the first brake controller fails:
if the second main control module of the second brake controller is normal, the second main control module controls the first normal brake system and the second normal brake system;
if the second main control module of the second brake controller fails, the first standby control module of the first brake controller controls the first standby brake system to work, and the second standby control module of the second brake controller controls the second standby brake system;
if the second main control module and the second standby control module of the second brake controller are both in failure, the first standby control module of the first brake controller controls the first standby brake system and the second standby brake system;
fifth, the control method when the first main control module and the first standby control module of the first brake controller are both failed is as follows:
if the second main control module of the second brake controller is normal, the second main control module controls the first normal brake system and the second normal brake system;
if the second main control module of the second brake controller fails and the second standby control module does not fail, the second standby control module of the second brake controller controls the first standby brake system to work and the second standby brake system to work;
if the second main control module and the second standby control module of the second brake controller are both in failure, the first emergency control module of the first brake controller controls the first standby brake system, and the second emergency control module of the second brake controller controls the second standby brake system;
if all the three control modules of the second brake controller fail, the first emergency control module of the first brake controller controls the first standby brake system and the second standby brake system;
sixth, the three control modules of the first brake controller all fail:
if the second main control module of the second brake controller is normal, the second main control module controls the first normal brake system and the second normal brake system;
if the second main control module of the second brake controller fails and the second standby control module does not fail, the second standby control module of the second brake controller controls the first standby brake system to work and the second standby brake system to work;
if the second main control module and the second standby control module of the second brake controller are both failed, the first standby control module of the first brake controller respectively controls the first standby brake system and the second standby brake system;
if all the three control modules of the second brake controller fail, the brake system is completely lost, and neither the first brake controller nor the second brake controller works.
In the invention, the comprehensive controller and the brake controller work cooperatively: the comprehensive controller provides a design framework of two control modules, the two control modules are mutually backed up, and the comprehensive controller increases redundancy design; the brake controller is a design framework of three control modules, the three control modules are designed with redundancy, the brake controller is added with dissimilar redundancy backup, the second control module is designed with redundancy for another brake controller, and the probability of completely losing braking of the wheel brake system is reduced to 7.8E-10.
The comprehensive controller realizes automatic braking control, the braking controller realizes anti-skid control, and the anti-skid control and the automatic braking control are realized in the same software, so that the possible non-convergence phenomenon of two control algorithms is avoided, and the reliability of a braking system is improved.
The emergency brake control module is realized by adopting a pure analog circuit, is completely different from the designs of the main control module and the backup control module, avoids complete loss of braking caused by design faults, and improves the safety of a brake system.
Drawings
FIG. 1 is a schematic diagram of a brake controller with redundant brake controller architecture.
Fig. 2 is a block diagram of the configuration of the main/standby integrated control module of the integrated controller.
FIG. 3 is a block diagram of a master control module of the first brake controller/the second brake controller.
FIG. 4 is a block diagram of a backup control module of the first brake controller/the second brake controller.
FIG. 5 is a block diagram of an emergency control module of the first brake controller/the second brake controller.
FIG. 6 is a schematic diagram illustrating the operation of a method for controlling a redundant brake controller.
Detailed Description
The embodiment comprises an integrated controller, a first brake controller and a second brake controller.
The integrated controller comprises a main integrated control module and a standby integrated control module. The first brake controller comprises a first main control module, a first standby control module and a first emergency control module. The second brake controller comprises a second main control module, a second standby control module and a second emergency control module.
The main comprehensive control module and the standby comprehensive control module of the comprehensive controller output brake control signals to the first brake controller and the second brake controller, input signals are various signals, input signals are processed, pedal instructions and automatic brake control calculation are carried out, and control signals are output to the first brake controller and the second brake controller, and meanwhile self-detection is carried out.
The first main control module of the first brake controller and the second main control module of the second brake controller output control signals to control the braking process, the inputs of the first main control module and the second main control module are the brake control signals output by the integrated controller and other input signals to perform anti-skid control calculation, and control signals of the brake control valves and control signals of the cut-off valves are output to implement braking.
The first standby control module of the first brake controller and the second standby control module of the second brake controller are used for backing up the brake control, the inputs of the standby control module are various signals received by 2 brake controllers, and when the first brake controller is-
When the first/second main control module of the second brake controller does not work, the first standby control module of the first brake controller can be used as a backup of the first standby control module of the first brake controller, the standby brake belt anti-skid control and the standby brake without anti-skid control, and can also be used as a backup of the standby brake belt anti-skid control and the standby brake without anti-skid control of the second brake controller; the second standby control module of the second brake controller can be used as a backup of the second main control module of the second brake controller, the anti-slip control of the standby brake band and the non-slip control of the standby brake band, and also can be used as a backup of the anti-slip control of the standby brake band and the non-slip control of the standby brake band of the first brake controller.
The first/second emergency control modules of the first/second brake controllers perform an emergency brake function through an analog circuit.
ARINC429 is adopted to communicate among the integrated controller, the first brake controller and the second brake controller, and RS232 communication is adopted among the modules of the integrated controller, the first brake controller and the second brake controller.
In order to improve the reliability of the brake control system and reduce the maintenance cost, the system designs the BIT function. BIT includes power-on self-test, pre-landing self-test, continuous self-test, and maintenance self-test functions.
As shown in fig. 2, the main integrated control module and the standby integrated control module of the integrated controller are an MCU and two FPGA architectures. The input signals of the first FPGA comprise a copilot pedal signal, an airplane acceleration signal, an automatic brake switch signal and an RS232 signal; the first FPGA is used for processing the input signals and sending the processed signals to the MCU; the MCU is used for processing an automatic brake control algorithm and comprehensively processing pedal instructions, and outputting a processing result to the FPGA; the output signal of the first FPGA is a brake command signal which is respectively sent to the first brake controller and the second brake controller; the input signals of the second FPGA are a cut-off valve pressure signal, a first brake controller state signal and a second brake controller state signal; the second FPGA is used for monitoring the output signal and processing faults; the output signals of the second FPGA comprise main and standby switching signals which are respectively sent to the first brake controller and the second brake controller.
As shown in fig. 3, the functional architectures of the first main control module of the first brake controller and the second main control module of the second brake controller are identical, and the architectures are two FPGAs and one MCU. The input signals of the first FPGA comprise a brake control signal, a main driving pedal signal, an accelerator lever signal, a wheel load signal, a brake pressure signal and a wheel speed signal which are output by the integrated controller, and the first FPGA is used for processing the input signals and transmitting the processed signals to the MCU; the MCU is used for performing anti-skid control calculation and outputting a processing result to the FPGA, wherein output signals of the first FPGA comprise control valve signals, cut-off valve signals, pedal confirmation signals, fault and state signals and states of the first brake controller and the second brake controller. The second FPGA input signal comprises an accelerator lever signal and a brake control signal, the second FPGA is used for performing non-instruction brake protection through the input signal, and the second FPGA output signal comprises a cut-off valve control signal.
As shown in fig. 4, the functional architectures of the first standby control module of the first brake controller and the second standby control module of the second brake controller are identical, and the architectures are one FPGA and two MCUs. The input signals of the FPGA comprise pedal command signals, accelerator lever signals, wheel load signals and brake pressure signals which are output by the first main control module/the second main control module, and the output signals comprise control valve signals and cut-off valve signals.
The FPGA has the function of non-command brake protection, and comprehensively judges and outputs signals for controlling the cut-off valve through throttle lever signals and pedal command signals; the first MCU is used for normal braking anti-skid calculation of the first braking system, anti-skid control calculation of the standby braking and non-anti-skid control calculation of the standby braking; the second MCU is used for calculating the anti-skid control of the spare brake of the second brake system and calculating the non-anti-skid control of the spare brake;
as shown in fig. 5, the first emergency control module of the first brake controller and the second emergency control module of the second brake controller are analog circuits, input signals are anti-slip switch signals, pedal command signals output by the first main control module/the second main control module and main driving pedal signals, the analog circuits limit the maximum brake pressure to 10MPa, and output signals are control valve signals and cut-off valve signals.
As shown in fig. 6, the input signals of the integrated controller include a co-pilot pedal signal, a cut-off valve pressure signal, an automatic brake switch signal, and a cut-off valve control signal; the input signals of the first brake controller comprise a main driving pedal signal, a wheel speed signal, a brake pressure signal, an accelerator lever signal, a wheel load signal, a landing gear lower lock signal and an anti-skid switch signal; the input signals of the second brake controller comprise a main driving pedal signal, a wheel speed signal, a brake pressure signal, an accelerator lever signal, a wheel load signal, a landing gear lower lock signal and an anti-skid switch signal;
the embodiment also provides a control method of the brake controller based on the redundant brake controller architecture, which comprises the following situations:
first, the control method when the integrated controller has no fault is as follows:
the comprehensive controller, the first brake controller and the second brake controller work normally, and the comprehensive controller calculates a pedal instruction and an automatic brake instruction and then outputs a control signal to the first brake controller and the second brake controller to brake.
When the integrated controller has no faults, the main integrated control module and the standby integrated control module are normal, and after receiving the pedal command signal and the automatic brake switch signal, the main integrated control module calculates a brake control command and outputs the brake control command to the first brake controller and the second brake controller.
Second, the control method when the integrated controller fails is as follows:
when the main comprehensive control module of the comprehensive controller fails, if the standby comprehensive control module works normally, switching to the standby comprehensive control module to work; if the main comprehensive control module and the standby comprehensive control module are in failure, the first brake controller and the second brake controller perform anti-skid control calculation according to the received main driving pedal signal, and output control signals to control the cut-off valve and the servo valve.
Third, the control method when the first brake controller and the second brake controller have no faults:
when the first brake controller and the second brake controller work normally without faults, a first main control module of the first brake controller controls a first normal brake system, the first main control module carries out anti-skid control calculation on the received signals, and outputs control signals to control a servo valve and a cut-off valve; the second main control module of the second brake controller controls the second normal brake system, the second main control module carries out anti-skid control calculation on the received signals, and the second main control module outputs control signals to control the servo valve and the cut-off valve. The first standby control module is used as a backup of the first main control module, and the second standby control module is used as a backup of the second main control module.
Fourth, when the first main control module of the first brake controller fails:
if the second main control module of the second brake controller is normal, the second main control module controls the first normal brake system and the second normal brake system;
if the second main control module of the second brake controller fails, the first standby control module of the first brake controller controls the first standby brake system to work, and the second standby control module of the second brake controller controls the second standby brake system;
if the second main control module and the second standby control module of the second brake controller are both in failure, the first standby control module of the first brake controller controls the first standby brake system and the second standby brake system;
fifth, the control method when the first main control module and the first standby control module of the first brake controller are both failed is as follows:
if the second main control module of the second brake controller is normal, the second main control module controls the first normal brake system and the second normal brake system;
if the second main control module of the second brake controller fails and the second standby control module does not fail, the second standby control module of the second brake controller controls the first standby brake system to work and the second standby brake system to work;
if the second main control module and the second standby control module of the second brake controller are both in failure, the first emergency control module of the first brake controller controls the first standby brake system, and the second emergency control module of the second brake controller controls the second standby brake system;
if all the three control modules of the second brake controller fail, the first emergency control module of the first brake controller controls the first standby brake system and the second standby brake system;
sixth, the three control modules of the first brake controller all fail:
if the second main control module of the second brake controller is normal, the second main control module controls the first normal brake system and the second normal brake system;
if the second main control module of the second brake controller fails and the second standby control module does not fail, the second standby control module of the second brake controller controls the first standby brake system to work and the second standby brake system to work;
if the second main control module and the second standby control module of the second brake controller are both failed, the first standby control module of the first brake controller respectively controls the first standby brake system and the second standby brake system;
if all the three control modules of the second brake controller fail, the brake system is completely lost, and neither the first brake controller nor the second brake controller works.
The invention carries out the framework planning of the brake controller for the redundant brake control system, and provides two design frameworks which are mutually backed up for the comprehensive controller; three control module design architectures are provided for the brake controller, each module level design adopts a modularized design, and each module level design adopts an independent design, so that redundancy design is increased, and the safety of the system is improved.
Through the cooperative work of the comprehensive controller, the first brake controller and the second brake controller, the redundancy design of the system is increased, and the safety of the system is improved.
Claims (8)
1. The redundancy brake control architecture for the aircraft is characterized by comprising a comprehensive controller, a first brake controller and a second brake controller; the comprehensive controller comprises a main comprehensive control module and a standby comprehensive control module; the first brake controller comprises a first main control module, a first standby control module and a first emergency control module; the second brake controller comprises a second main control module, a second standby control module and a second emergency control module;
the main comprehensive control module and the standby comprehensive control module of the comprehensive controller output brake control signals to the first brake controller and the second brake controller, the input signals are various signals, the input signals are processed, pedal instructions and automatic brake control calculation are carried out, the control signals are output to the first brake controller and the second brake controller, and self-detection is carried out at the same time;
the first main control module of the first brake controller and the second main control module of the second brake controller output control signals to control the braking process, the inputs of the first main control module and the second main control module are the brake control signals output by the integrated controller and other input signals to perform anti-skid control calculation, and control signals of the brake control valves and control signals of the cut-off valves are output to implement braking;
the first standby control module of the first brake controller and the second standby control module of the second brake controller are used for backing up the brake control, the input of the first standby control module of the first brake controller and the second standby control module of the second brake controller is various signals received by 2 brake controllers, and when the first/second main control modules of the first brake controller/the second brake controller do not work, the first standby control module of the first brake controller can be used as the backup of the first standby control module of the first brake controller, the anti-skid control of a standby brake belt and the non-skid control of the standby brake belt of the second brake controller, and also can be used as the backup of the anti-skid control of the standby brake belt and the non-skid control of the standby brake belt of the second brake controller; the second standby control module of the second brake controller can be used as a backup of the second main control module of the second brake controller, the anti-slip control of the standby brake band and the non-slip control of the standby brake band, and also can be used as a backup of the anti-slip control of the standby brake band and the non-slip control of the standby brake band of the first brake controller;
the first/second emergency control module of the first brake controller/second brake controller performs an emergency brake function through an analog circuit;
ARINC429 is adopted to communicate among the integrated controller, the first brake controller and the second brake controller, and the modules of the integrated controller, the first brake controller and the second brake controller are communicated through RS 232;
in order to improve the reliability of the brake control system and reduce the maintenance cost, the system is designed with BIT function; BIT includes power-on self-test, pre-landing self-test, continuous self-test, and maintenance self-test functions.
2. The aircraft redundancy brake control architecture of claim 1, wherein the main and standby integrated control modules of the integrated controller are an MCU and two FPGA architectures; the input signals of the first FPGA comprise a copilot pedal signal, an airplane acceleration signal, an automatic brake switch signal and an RS232 signal; the first FPGA is used for processing the input signals and sending the processed signals to the MCU; the MCU is used for processing an automatic brake control algorithm and comprehensively processing pedal instructions, and outputting a processing result to the FPGA; the output signal of the first FPGA is a brake command signal which is respectively sent to the first brake controller and the second brake controller; the input signals of the second FPGA are a cut-off valve pressure signal, a first brake controller state signal and a second brake controller state signal; the second FPGA is used for monitoring the output signal and processing faults; the output signals of the second FPGA comprise main and standby switching signals which are respectively sent to the first brake controller and the second brake controller.
3. The aircraft redundancy brake control architecture of claim 1, wherein the first master control module of the first brake controller and the second master control module of the second brake controller are identical in functional architecture, and are configured as two FPGAs and one MCU; the input signals of the first FPGA comprise a brake control signal, a main driving pedal signal, an accelerator lever signal, a wheel load signal, a brake pressure signal and a wheel speed signal which are output by the integrated controller, and the first FPGA is used for processing the input signals and transmitting the processed signals to the MCU; the MCU is used for performing anti-skid control calculation and outputting a processing result to the FPGA, wherein output signals of the first FPGA comprise control valve signals, cut-off valve signals, pedal confirmation signals, fault and state signals and states of the first brake controller and the second brake controller; the second FPGA input signal comprises an accelerator lever signal and a brake control signal, the second FPGA is used for performing non-instruction brake protection through the input signal, and the second FPGA output signal comprises a cut-off valve control signal.
4. The aircraft redundant brake control architecture of claim 1, wherein the first standby control module of the first brake controller and the second standby control module of the second brake controller are identical in functional architecture, and the architecture is an FPGA and two MCUs; the input signals of the FPGA comprise pedal command signals, accelerator lever signals, wheel load signals and brake pressure signals which are output by the first main control module/the second main control module, and the output signals comprise control valve signals and cut-off valve signals;
the FPGA has the function of non-command brake protection, and comprehensively judges and outputs signals for controlling the cut-off valve through throttle lever signals and pedal command signals; the first MCU is used for normal braking anti-skid calculation of the first braking system, anti-skid control calculation of the standby braking and non-anti-skid control calculation of the standby braking; the second MCU is used for calculating the anti-skid control of the spare brake of the second brake system and calculating the non-anti-skid control of the spare brake.
5. The aircraft redundant brake control architecture of claim 1, wherein the first emergency control module of the first brake controller and the second emergency control module of the second brake controller are analog circuits, the input signals are anti-skid switch signals, pedal command signals output by the first master control module/the second master control module and main driving pedal signals, the analog circuits limit the maximum brake pressure to 10MPa, and the output signals are control valve signals and cut-off valve signals.
6. The aircraft redundant brake control architecture of claim 1, wherein the input signals to the integrated controller include a co-pilot pedal signal, a trip valve pressure signal, an automatic brake switch signal, a trip valve control signal; the input signals of the first brake controller comprise a main driving pedal signal, a wheel speed signal, a brake pressure signal, an accelerator lever signal, a wheel load signal, a landing gear lower lock signal and an anti-skid switch signal; the input signals of the second brake controller comprise a main driving pedal signal, a wheel speed signal, a brake pressure signal, an accelerator lever signal, a wheel load signal, a landing gear lower lock signal and an anti-skid switch signal.
7. A control method based on the aircraft redundancy brake control architecture of claim 1, comprising the following:
first, the control method when the integrated controller has no fault is as follows:
the comprehensive controller, the first brake controller and the second brake controller work normally, and the comprehensive controller calculates a pedal instruction and an automatic brake instruction and then outputs a control signal to the first brake controller and the second brake controller to brake;
second, the control method when the integrated controller fails is as follows:
when the main comprehensive control module of the comprehensive controller fails, if the standby comprehensive control module works normally, switching to the standby comprehensive control module to work; if the main comprehensive control module and the standby comprehensive control module are in failure, the first brake controller and the second brake controller perform anti-skid control calculation according to the received main driving pedal signal, and output control signals to control the cut-off valve and the servo valve;
third, the control method when the first brake controller and the second brake controller have no faults:
when the first brake controller and the second brake controller work normally without faults, a first main control module of the first brake controller controls a first normal brake system, the first main control module carries out anti-skid control calculation on the received signals, and outputs control signals to control a servo valve and a cut-off valve; the second main control module of the second brake controller controls the second normal brake system, the second main control module carries out anti-skid control calculation on the received signals, and outputs control signals to control the servo valve and the cut-off valve; the first standby control module is used as a backup of the first main control module, and the second standby control module is used as a backup of the second main control module;
fourth, when the first main control module of the first brake controller fails:
if the second main control module of the second brake controller is normal, the second main control module controls the first normal brake system and the second normal brake system;
if the second main control module of the second brake controller fails, the first standby control module of the first brake controller controls the first standby brake system to work, and the second standby control module of the second brake controller controls the second standby brake system;
if the second main control module and the second standby control module of the second brake controller are both in failure, the first standby control module of the first brake controller controls the first standby brake system and the second standby brake system;
fifth, the control method when the first main control module and the first standby control module of the first brake controller are both failed is as follows:
if the second main control module of the second brake controller is normal, the second main control module controls the first normal brake system and the second normal brake system;
if the second main control module of the second brake controller fails and the second standby control module does not fail, the second standby control module of the second brake controller controls the first standby brake system to work and the second standby brake system to work;
if the second main control module and the second standby control module of the second brake controller are both in failure, the first emergency control module of the first brake controller controls the first standby brake system, and the second emergency control module of the second brake controller controls the second standby brake system;
if all the three control modules of the second brake controller fail, the first emergency control module of the first brake controller controls the first standby brake system and the second standby brake system;
sixth, the three control modules of the first brake controller all fail:
if the second main control module of the second brake controller is normal, the second main control module controls the first normal brake system and the second normal brake system;
if the second main control module of the second brake controller fails and the second standby control module does not fail, the second standby control module of the second brake controller controls the first standby brake system to work and the second standby brake system to work;
if the second main control module and the second standby control module of the second brake controller are both failed, the first standby control module of the first brake controller respectively controls the first standby brake system and the second standby brake system;
if all the three control modules of the second brake controller fail, the brake system is completely lost, and neither the first brake controller nor the second brake controller works.
8. The method of claim 6, wherein when the integrated controller has no fault, the main integrated control module and the standby integrated control module are normal, and the main integrated control module calculates a brake control command to output to the first brake controller and the second brake controller after receiving the pedal command signal and the automatic brake switch signal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410012416.9A CN117698999A (en) | 2024-01-03 | 2024-01-03 | Redundancy brake control architecture and control method for aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410012416.9A CN117698999A (en) | 2024-01-03 | 2024-01-03 | Redundancy brake control architecture and control method for aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117698999A true CN117698999A (en) | 2024-03-15 |
Family
ID=90157119
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410012416.9A Pending CN117698999A (en) | 2024-01-03 | 2024-01-03 | Redundancy brake control architecture and control method for aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117698999A (en) |
-
2024
- 2024-01-03 CN CN202410012416.9A patent/CN117698999A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6390571B1 (en) | Redundant aircraft braking system architecture | |
| US6296325B1 (en) | Method to connect and distribute power to an electromechanical braking system | |
| CN112498664B (en) | Flight control system and flight control method | |
| US8683857B2 (en) | Systems and methods for built in test equipment for a brake control system | |
| CN112124568B (en) | Fly-by-wire flight control system and control method | |
| EP3056396B1 (en) | Multi-thread emergency park brake system | |
| CN104002784A (en) | Brake control system of multi-wheel-train brake machine wheel | |
| CN109581860B (en) | Flight control system and method of use thereof | |
| CN113093618B (en) | Brake controller hardware architecture and control method | |
| US10053068B2 (en) | Systems and methods for brake control | |
| US8935017B2 (en) | Braking control system and method | |
| CN110963025A (en) | Aircraft brake system architecture | |
| CN117698999A (en) | Redundancy brake control architecture and control method for aircraft | |
| CN112073278A (en) | Airborne electromechanical integrated management system | |
| CN110871775B (en) | Main channel locking control system and method for aircraft brake | |
| CN112363468B (en) | Fully-distributed flight control system for aviation aircraft, operation method of fully-distributed flight control system and aviation aircraft | |
| CN211166850U (en) | Aircraft brake active/standby channel locking control system | |
| CN211765473U (en) | Telex brake system of unmanned aerial vehicle | |
| US10040435B2 (en) | Method for braking a rail vehicle and open-loop and/or closed-loop control device for a brake system | |
| CN115432177A (en) | Aircraft antiskid brake control system with double-redundancy framework | |
| Xue et al. | The distributed dissimilar redundancy architecture of fly-by-wire flight control system | |
| CN114313235B (en) | Aircraft braking system and switching method thereof | |
| CN115432176A (en) | Airplane anti-skid brake control system based on DSP + FPGA | |
| EP4357243A1 (en) | Additional safety feature in aircraft braking system | |
| EP3392103B1 (en) | Brake control system with disabling features |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |