CN117799583A - Airplane brake control method and device, airplane and storage medium - Google Patents
Airplane brake control method and device, airplane and storage medium Download PDFInfo
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Abstract
The invention discloses an aircraft brake control method, an aircraft brake control device, an aircraft and a storage medium. The method comprises the following steps: acquiring the pitch angle of the aircraft at the current moment; determining an acceleration threshold value corresponding to the pitch angle of the aircraft by adopting a preset pitch angle and acceleration mapping table; and controlling the aircraft to stop according to the acceleration threshold value. According to the embodiment of the invention, the acceleration threshold value of the airplane brake can be adjusted according to the real-time sliding state of the airplane, so that the airplane brake can be accurately controlled, forward-turning accidents caused by overlarge acceleration in the airplane brake process can be avoided, and the flight safety can be improved.
Description
Technical Field
The present invention relates to the field of aircraft manufacturing technologies, and in particular, to an aircraft brake control method and apparatus, an aircraft, and a storage medium.
Background
At present, when an aircraft falls and slides, braking control is generally adopted to reduce speed and correct deviation. During the decelerating and sliding process of the aircraft with the landing gear in a rear three-point layout, if the braking force is too large, the aircraft can turn forward, so that the aircraft nose or the propeller is damaged. Therefore, if the situation of too fast deceleration occurs in the deceleration braking process of the airplane, the braking quantity needs to be reduced in time to prevent the airplane from turning forward.
For a rear three-point aircraft in the deceleration sliding process, the aircraft is subjected to aerodynamic force, braking force and ground support reaction force. The braking force is related to the magnitude of the braking quantity, the larger the braking quantity is, the faster the aircraft decelerates, but the stronger the low-head moment generated by the braking force is; the ground support reaction force acts on the main wheel of the aircraft, the action point is in front of the aircraft, and head-up moment is generated relative to the gravity center of the aircraft; the aerodynamic force applied to the aircraft can be decomposed into resistance and lift force, the resistance acts on the aircraft to generate a deceleration effect, the aerodynamic force also generates a pitching moment, and the magnitude of the pitching moment is related to the current speed, attitude and control surface state of the aircraft. The braking amount in the decelerating and sliding process can influence the resultant force born by the aircraft, the resultant force generates the resultant moment in the pitching direction, the aircraft can be lowered or lifted, and if the resultant force generates the lower moment, the aircraft is always lowered, and the braking amount is not adjusted timely, the aircraft can be turned forward.
In the man-machine sliding process of the rear three-point layout, a pilot can control braking force through own feeling and experience, and can timely release braking when the aircraft is perceived to be continuously low and possibly has forward turning risk by combining the current speed, the gesture, the steering surface deflection state and the like of the aircraft, so that forward turning of the aircraft is avoided. For unmanned aerial vehicles with a three-point last layout, it is generally simple to adjust the braking amount according to the current acceleration of the aircraft. However, the aircraft is subjected to various factors in the taxiing process, and the aircraft brake cannot be accurately controlled according to single flight data, so that the risk coefficient of the aircraft flight is high.
Disclosure of Invention
The invention provides an airplane brake control method, an airplane brake control device, an airplane and a storage medium, so that the airplane is braked stably, and forward-turning accidents caused by overlarge acceleration in the brake process are avoided.
According to an aspect of the present invention, there is provided an aircraft brake control method comprising:
acquiring the pitch angle of the aircraft at the current moment;
determining an acceleration threshold value corresponding to the pitch angle of the aircraft by adopting a preset pitch angle and acceleration mapping table;
and controlling the aircraft to stop according to the acceleration threshold value.
Optionally, the step of setting the pitch angle and acceleration mapping table includes:
determining a pitch angle value range in the aircraft sliding process;
determining an acceleration protection threshold corresponding to the pitch angle value according to the aircraft state data of the aircraft in different sliding balance states of the pitch angle value aiming at any pitch angle value in the pitch angle value range;
and establishing a mapping relation between each pitch angle value and the corresponding acceleration protection threshold value to form a pitch angle and acceleration mapping table.
Optionally, the determining, according to the aircraft state data of the aircraft in different sliding balance states of the pitch angle value, the acceleration protection threshold corresponding to the pitch angle value includes:
acquiring aircraft state data of the aircraft in different sliding balance states with pitch angle values;
determining corresponding braking acceleration according to each aircraft state data;
and determining the minimum value in each braking acceleration as an acceleration protection threshold value corresponding to the pitch angle value.
Optionally, the aircraft state data includes aircraft weight, aircraft center of gravity position, front wheel position, aircraft speed, control surface deflection state, engine throttle state, and aerodynamic force.
Optionally, the determining the corresponding braking acceleration according to each aircraft state data includes:
determining front wheel stress data of the front wheels of the aircraft according to the aircraft state data;
and obtaining braking acceleration according to the front wheel stress data.
Optionally, the front wheel stress data comprises gravity, aerodynamic lift force, ground support reaction force, engine tension force, aerodynamic resistance and braking force.
Optionally, the controlling the aircraft to stop according to the acceleration threshold value includes:
acquiring the airplane acceleration at the current moment;
and controlling the aircraft to reduce the braking amount when the acceleration of the aircraft is greater than or equal to the acceleration threshold value.
According to another aspect of the present invention there is provided an aircraft brake control apparatus comprising:
the data acquisition module is used for acquiring the pitch angle of the airplane at the current moment;
the threshold value determining module is used for determining an acceleration threshold value corresponding to the aircraft pitch angle by adopting a preset pitch angle and acceleration mapping table;
and the braking control module is used for controlling the aircraft to stop according to the acceleration threshold value.
According to another aspect of the invention, there is provided an aircraft comprising:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein,
the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the aircraft brake control method according to any one of the embodiments of the invention.
According to another aspect of the present invention, there is provided a computer readable storage medium storing computer instructions for causing a processor to execute the aircraft brake control method according to any one of the embodiments of the present invention.
According to the technical scheme, the pitch angle of the airplane at the current moment is obtained; determining an acceleration threshold value corresponding to the pitch angle of the aircraft by adopting a preset pitch angle and acceleration mapping table; and controlling the aircraft to stop according to the acceleration threshold value. According to the embodiment of the invention, the acceleration threshold value of the airplane brake can be adjusted according to the real-time sliding state of the airplane, so that the airplane brake can be accurately controlled, forward-turning accidents caused by overlarge acceleration in the airplane brake process can be avoided, and the flight safety can be improved.
It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of an aircraft brake control method provided in accordance with a first embodiment of the present invention;
FIG. 2a is a block diagram of the exterior appearance of an aircraft to which an embodiment of the invention is applied;
FIG. 2b is a schematic diagram of an aircraft brake control method according to a first embodiment of the invention;
fig. 3 is a schematic structural diagram of an aircraft brake control device according to a second embodiment of the present invention;
fig. 4 is a schematic structural view of an aircraft implementing an aircraft brake control method according to an embodiment of the invention.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example 1
Fig. 1 is a flowchart of an aircraft brake control method according to an embodiment of the present invention, where the method may be performed by an aircraft brake control device, and the aircraft brake control device may be implemented in hardware and/or software, and the aircraft brake control device may be configured in an aircraft. As shown in fig. 1, the method includes:
s110, acquiring the pitch angle of the airplane at the current moment.
The aircraft brake control method provided by the embodiment can be applied to a rear three-point aircraft, can be mainly applied to a rear three-point unmanned aerial vehicle, and can also assist a driver with a rear three-point unmanned aerial vehicle to brake the aircraft. Fig. 2a is a block diagram of the exterior appearance of an aircraft to which embodiments of the invention are applicable. Fig. 2a shows a schematic diagram of a three-point aircraft, wherein 1 is the center of gravity position of the aircraft, 2 is the central axis of the aircraft, 3 is the main landing gear main wheel of the aircraft, which can also be called the front wheel of the aircraft, 4 is the elevator of the aircraft, 5 is the tail wheel of the aircraft, and 6 is the angle between the central axis of the aircraft and the horizontal plane, i.e. the pitch angle of the aircraft.
Specifically, in the process of airplane landing and sliding deceleration, the airplane pitch angle can be obtained in real time, and subsequent calculation is performed according to the airplane pitch angle, so that airplane braking is controlled. The current time in this embodiment may be any time during taxiing of the aircraft.
S120, determining an acceleration threshold corresponding to the pitch angle of the aircraft by adopting a preset pitch angle and acceleration mapping table.
A large number of real tests and theoretical calculations can be performed in advance to obtain a pitch angle and acceleration mapping table, and the mapping relation between the pitch angle and the acceleration threshold value of the aircraft is recorded in the pitch angle and acceleration mapping table. After the aircraft pitch angle is obtained, an acceleration value with a mapping relation with the aircraft pitch angle in the pitch angle and acceleration mapping table can be queried, and the acceleration value is used as an acceleration threshold value corresponding to the aircraft pitch angle at the current moment.
Because the acceleration threshold value in this embodiment is determined according to the aircraft pitch angle acquired in real time, when the aircraft pitch angle acquired at the current moment is consistent with the aircraft pitch angle acquired at the previous moment at the current moment, the acceleration threshold value at the previous moment can be continuously used, and if the aircraft pitch angle acquired at the current moment and the aircraft pitch angle acquired at the previous moment have a difference value, a new acceleration threshold value can be redetermined.
Optionally, the step of setting the mapping table of pitch angle and acceleration includes:
1) And determining a pitch angle value range in the aircraft taxiing process.
Specifically, the pitch angle value range can be selected according to the possible pitch angle in the normal sliding process of the aircraft. For example, the pitch angle range may be theta_array= [0 °,2 °,4 °,6 °,8 °,10 °,12 ° ].
2) And determining an acceleration protection threshold corresponding to the pitch angle value according to the aircraft state data of the aircraft in different sliding balance states of the pitch angle value aiming at any pitch angle value in the pitch angle value range.
The aircraft state data may include aircraft weight, aircraft center of gravity position, front wheel position, aircraft speed, control surface yaw state, engine throttle state, and aerodynamic force, among others.
In the process of decelerating and taxiing the aircraft, if the pitch angle is certain, the aircraft has no tendency of head lifting or head lowering, and the taxiing state of the aircraft at the moment can be called as a taxiing balance state. When the aircraft is in a sliding balance state, the tail wheels of the aircraft are not subjected to ground support reaction forces, and the forces such as gravity, engine tension, aerodynamic force, ground support reaction force, friction force and the like applied to the front wheels of the aircraft are required to meet the moment balance. When the aircraft state data such as the aircraft weight, the aircraft gravity center position, the front wheel position, the aircraft speed, the control surface deflection state, the engine throttle state and the aerodynamic force are different, the aircraft is in different sliding balance states, the corresponding accelerations are also different, and according to the aircraft state data in different sliding balance states, the acceleration protection threshold value corresponding to the pitch angle value can be obtained through analysis, namely, when the acceleration of the aircraft deceleration is within the acceleration protection threshold value, the aircraft can keep balance continuously.
Further, according to the aircraft state data of the aircraft in different sliding balance states with pitch angle values, the acceleration protection threshold value corresponding to the pitch angle value is determined, and the method can be realized by the following steps:
acquiring aircraft state data of the aircraft in different sliding balance states with pitch angle values; determining corresponding braking acceleration according to the state data of each aircraft; and determining the minimum value of the braking accelerations as an acceleration protection threshold value corresponding to the pitch angle value.
The braking acceleration is understood to be the maximum acceleration that can be reached by the aircraft to continue to maintain a taxiing equilibrium state.
Specifically, a pitch angle value of the aircraft in a pitch angle value range can be kept unchanged, a group of braking acceleration is obtained through calculation by changing aircraft state data such as aircraft weight, aircraft gravity center position, aircraft speed, control surface deflection state, engine accelerator state, aerodynamic force and the like, and the minimum value in the group of braking acceleration is taken as an acceleration protection threshold value corresponding to the pitch angle value.
In one embodiment, determining a corresponding braking acceleration from each aircraft state data includes: determining front wheel stress data of the front wheels of the aircraft according to the aircraft state data; and obtaining braking acceleration according to the stress data of the front wheels.
The front wheel stress data comprise gravity, aerodynamic lift force, ground support reaction force, engine tension force, aerodynamic resistance and braking force. Fig. 2b is a schematic diagram of an aircraft brake control method according to an embodiment of the present invention. As shown in fig. 2b, in the vertical direction, the aerodynamic lift, ground support reaction force and gravity force applied to the aircraft are balanced; in the horizontal direction, the aerodynamic drag, the engine tension and the braking force of the aircraft combine an external force to enable the aircraft to be in a deceleration state, and the external force is assumed to be equal to F Closing device . Since the aircraft pitch angle also exists, the aircraft is also subjected to aerodynamic pitching moment and engine pitching moment, F Closing device The moment of gravity and aerodynamic lift acting on the main wheel fulcrum, the aerodynamic pitching moment and the engine pitching moment can reach balance. F can be obtained from the moment balance Closing device According to F Closing device The braking acceleration in the current state can be obtained.
3) And establishing a mapping relation between each pitch angle value and the corresponding acceleration protection threshold value to form a pitch angle and acceleration mapping table.
For example, the pitch angle may be in the range of theta_array= [0 °,2 °,4 °,6 °,8 °,10 °,12 °]The corresponding acceleration protection threshold value is Max_Acc_array= [ a ] 0 ,a 2 ,a 4 ,a 6 ,a 8 ,a 10 ,a 12 ]. The pitch angle is 0 DEG to a 0 Establishing a mapping relation, wherein the pitch angle is 2 degrees and a 2 Establishing a mapping relation, wherein the pitch angle is 4 degrees and a 4 Establishing a mapping relation, wherein the pitch angle is 6 degrees and a 6 Establishing a mapping relation, wherein the pitch angle is 8 degrees and a 8 Establishing a mapping relation, wherein the pitch angle is 10 degrees and a 10 Establishing a mapping relation, wherein the pitch angle is 12 degrees and a 12 And establishing a mapping relation to obtain a mapping table of the pitch angle and the acceleration.
S130, controlling the aircraft to stop according to the acceleration threshold value.
Specifically, when the acceleration threshold corresponding to the current moment is obtained, the braking state of the aircraft can be controlled according to the acceleration threshold.
Alternatively, S130 may be implemented by:
acquiring the acceleration of the aircraft at the current moment; and when the acceleration of the airplane is larger than or equal to the acceleration threshold value, controlling the airplane to reduce the braking amount.
Specifically, when the acceleration of the airplane is larger than or equal to the acceleration threshold value, the acceleration of the airplane for decelerating is indicated to be too large, the braking quantity is reduced in time, and the forward turning accident caused by the too large braking is avoided. It can be understood that when the difference between the acceleration of the aircraft and the acceleration threshold value is too large, the acceleration of the aircraft can be considered to be too small, and the braking amount should be increased in time at the moment so as to avoid the situation that the aircraft is slowed down too slowly to rush out of the runway.
The embodiment of the invention obtains the pitch angle of the airplane at the current moment; determining an acceleration threshold value corresponding to the pitch angle of the aircraft by adopting a preset pitch angle and acceleration mapping table; and controlling the aircraft to stop according to the acceleration threshold value. According to the embodiment of the invention, the acceleration threshold value of the airplane brake can be adjusted according to the real-time sliding state of the airplane, so that the airplane brake can be accurately controlled, forward-turning accidents caused by overlarge acceleration in the airplane brake process can be avoided, and the flight safety can be improved.
Example two
Fig. 3 is a schematic structural diagram of an aircraft brake control device according to a second embodiment of the present invention. As shown in fig. 3, the apparatus includes a data acquisition module 210, a threshold determination module 220, and a brake control module 230.
A data acquisition module 210, configured to acquire an aircraft pitch angle at a current moment;
the threshold determining module 220 is configured to determine an acceleration threshold corresponding to the aircraft pitch angle by using a preset pitch angle and acceleration mapping table;
and the brake control module 230 is configured to control the aircraft to brake according to the acceleration threshold.
Optionally, the step of setting the pitch angle and acceleration mapping table includes:
determining a pitch angle value range in the aircraft sliding process;
determining an acceleration protection threshold corresponding to the pitch angle value according to the aircraft state data of the aircraft in different sliding balance states of the pitch angle value aiming at any pitch angle value in the pitch angle value range;
and establishing a mapping relation between each pitch angle value and the corresponding acceleration protection threshold value to form a pitch angle and acceleration mapping table.
Optionally, the determining, according to the aircraft state data of the aircraft in different sliding balance states of the pitch angle value, the acceleration protection threshold corresponding to the pitch angle value includes:
acquiring aircraft state data of the aircraft in different sliding balance states with pitch angle values;
determining corresponding braking acceleration according to each aircraft state data;
and determining the minimum value in each braking acceleration as an acceleration protection threshold value corresponding to the pitch angle value.
Optionally, the aircraft state data includes aircraft weight, aircraft center of gravity position, front wheel position, aircraft speed, control surface deflection state, engine throttle state, and aerodynamic force.
Optionally, the determining the corresponding braking acceleration according to each aircraft state data includes:
determining front wheel stress data of the front wheels of the aircraft according to the aircraft state data;
and obtaining braking acceleration according to the front wheel stress data.
Optionally, the front wheel stress data comprises gravity, aerodynamic lift force, ground support reaction force, engine tension force, aerodynamic resistance and braking force.
Optionally, the brake control module 230 is specifically configured to:
acquiring the airplane acceleration at the current moment;
and when the acceleration of the airplane is larger than or equal to the acceleration threshold value, controlling the airplane to reduce the braking amount.
The aircraft brake control device provided by the embodiment of the invention can execute the aircraft brake control method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.
Example III
FIG. 4 illustrates a schematic structural diagram of an aircraft 10 that may be used to implement an embodiment of the present invention. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.
As shown in fig. 4, the aircraft 10 includes at least one processor 11, and a memory, such as a Read Only Memory (ROM) 12, a Random Access Memory (RAM) 13, etc., communicatively coupled to the at least one processor 11, wherein the memory stores computer programs executable by the at least one processor, and the processor 11 may perform various suitable actions and processes according to the computer programs stored in the Read Only Memory (ROM) 12 or the computer programs loaded from the storage unit 18 into the Random Access Memory (RAM) 13. In RAM 13, various programs and data required for the operation of aircraft 10 may also be stored. The processor 11, the ROM 12 and the RAM 13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.
Various components in aircraft 10 are connected to I/O interface 15, including: an input unit 16 such as a keyboard, a mouse, etc.; an output unit 17 such as various types of displays, speakers, and the like; a storage unit 18 such as a magnetic disk, an optical disk, or the like; and a communication unit 19 such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the aircraft 10 to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunications networks.
The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, digital Signal Processors (DSPs), and any suitable processor, controller, microcontroller, etc. The processor 11 performs the various methods and processes described above, such as an aircraft brake control method.
In some embodiments, the aircraft brake control method may be implemented as a computer program tangibly embodied on a computer-readable storage medium, such as storage unit 18. In some embodiments, some or all of the computer program may be loaded and/or installed onto aircraft 10 via ROM 12 and/or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the aircraft brake control method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the aircraft brake control method in any other suitable manner (e.g., by means of firmware).
Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuit systems, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems On Chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs, the one or more computer programs may be executed and/or interpreted on a programmable system including at least one programmable processor, which may be a special purpose or general-purpose programmable processor, that may receive data and instructions from, and transmit data and instructions to, a storage system, at least one input device, and at least one output device.
A computer program for carrying out methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be implemented. The computer program may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) through which a user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic input, speech input, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a background component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such background, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.
The computing system may include clients and servers. The client and server are typically remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical hosts and VPS service are overcome.
It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present invention may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present invention are achieved, and the present invention is not limited herein.
The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.
Claims (10)
1. An aircraft brake control method, comprising:
acquiring the pitch angle of the aircraft at the current moment;
determining an acceleration threshold value corresponding to the pitch angle of the aircraft by adopting a preset pitch angle and acceleration mapping table;
and controlling the aircraft to stop according to the acceleration threshold value.
2. The method according to claim 1, wherein the step of setting the pitch angle and acceleration map includes:
determining a pitch angle value range in the aircraft sliding process;
determining an acceleration protection threshold corresponding to the pitch angle value according to the aircraft state data of the aircraft in different sliding balance states of the pitch angle value aiming at any pitch angle value in the pitch angle value range;
and establishing a mapping relation between each pitch angle value and the corresponding acceleration protection threshold value to form a pitch angle and acceleration mapping table.
3. The method of claim 2, wherein determining the acceleration protection threshold corresponding to the pitch angle value based on aircraft state data of the aircraft in different taxiing balance states of the pitch angle value comprises:
acquiring aircraft state data of the aircraft in different sliding balance states with pitch angle values;
determining corresponding braking acceleration according to each aircraft state data;
and determining the minimum value in each braking acceleration as an acceleration protection threshold value corresponding to the pitch angle value.
4. The method of claim 3, wherein the step of,
the aircraft state data includes aircraft weight, aircraft center of gravity position, front wheel position, aircraft speed, control surface deflection state, engine throttle state, and aerodynamic force.
5. A method according to claim 3, wherein said determining a corresponding braking acceleration from each of said aircraft state data comprises:
determining front wheel stress data of the front wheels of the aircraft according to the aircraft state data;
and obtaining braking acceleration according to the front wheel stress data.
6. The method of claim 5, wherein the step of determining the position of the probe is performed,
the front wheel stress data comprise gravity, aerodynamic lift force, ground support reaction force, engine tension force, aerodynamic resistance and braking force.
7. The method of claim 1, wherein said controlling aircraft braking in accordance with said acceleration threshold comprises:
acquiring the airplane acceleration at the current moment;
and controlling the aircraft to reduce the braking amount when the acceleration of the aircraft is greater than or equal to the acceleration threshold value.
8. An aircraft brake control device, comprising:
the data acquisition module is used for acquiring the pitch angle of the airplane at the current moment;
the threshold value determining module is used for determining an acceleration threshold value corresponding to the aircraft pitch angle by adopting a preset pitch angle and acceleration mapping table;
and the braking control module is used for controlling the aircraft to stop according to the acceleration threshold value.
9. An aircraft, the aircraft comprising:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein,
the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the aircraft brake control method of any one of claims 1-7.
10. A computer readable storage medium storing computer instructions for causing a processor to implement the aircraft brake control method of any one of claims 1-7 when executed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311856522.7A CN117799583A (en) | 2023-12-28 | 2023-12-28 | Airplane brake control method and device, airplane and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311856522.7A CN117799583A (en) | 2023-12-28 | 2023-12-28 | Airplane brake control method and device, airplane and storage medium |
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