CN212797295U - Fly-by-wire brake control system for 6-wheel frame main landing gear aircraft - Google Patents
Fly-by-wire brake control system for 6-wheel frame main landing gear aircraft Download PDFInfo
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- CN212797295U CN212797295U CN202021333115.XU CN202021333115U CN212797295U CN 212797295 U CN212797295 U CN 212797295U CN 202021333115 U CN202021333115 U CN 202021333115U CN 212797295 U CN212797295 U CN 212797295U
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Abstract
The utility model belongs to the technical field of aircraft wheel braking system, a 6 wheel frame main undercarriage aircraft telex brake control system is disclosed, in the high-speed section, the brake of reduction back row wheel, reinforce front row wheel brake, in order to adapt to the ground normal force distribution of brake low head moment messenger front and back row wheel, the normal force ratio of front row wheel is the increase of back row wheel promptly, thereby reduce the transition of back row wheel and skid, it is inefficient to reach the improvement aircraft brake, shorten the purpose of the tire wear of race distance and reduction back row wheel.
Description
Technical Field
The utility model belongs to the technical field of aircraft wheel braking system, especially, relate to a 6 wheel frame main undercarriage aircraft telex brake control system.
Background
The airplane wheel braking system is used for controlling and controlling the braking of the braking airplane wheel so as to shorten the landing sliding distance of the airplane, prevent the airplane wheel from slipping and dragging the tire to burst, ensure the control safety, reduce the tire abrasion as much as possible, prolong the service life of the aviation tire and improve the economy, the maintainability and the supportability. Under the condition that the airplane is not braked, the bonding force (physically called friction force) between the airplane wheels and the ground, namely the surface of a runway is very small, and after the airplane is braked, the bonding force (physically called friction force) of the airplane wheels is rapidly increased and is in direct proportion to the brake pressure (the braking intensity is expressed by the common braking weight of an outfield). The friction of the wheels caused by braking strongly decelerates the aircraft.
As known from ordinary physics, this force necessarily creates a moment to the aircraft center of mass that lowers the aircraft because of the landing gear height and the distance behind the aircraft center of gravity (center of mass) C of the main landing gear on which the brake wheels are mounted. The presence of the low head moment redistributes the nose landing gear and the main landing gear ground normal force, with the result that the nose landing gear ground normal force increases and the main landing gear ground normal force decreases. Therefore, under the same braking strength, the brake wheels on the main landing gear are easy to slip due to the reduction of the bonding coefficient, so that the action (pressure relief) of an anti-slip system is caused, namely, the anti-slip effect of brake head lowering moment coupling is achieved, the landing sliding distance of the airplane is correspondingly prolonged, and the tire wear is increased due to frequent slipping. In the sliding brake process, pitching motion of lowering and raising the head of the airplane is continuously carried out, stability in the landing process is damaged, and comfort of passengers is reduced.
This phenomenon is often not noticeable for aircraft with 1 braked wheel on each side of the rear three-point landing gear, such as fighter planes, because the landing gear has only a single wheel and is not contrastive. However, wear of the front and rear tires of an aircraft with landing gears having multiple wheels is readily apparent. Large aircraft are equipped with multiple wheels for distributed runway pressure, for example, frame landing gear is typically configured with two front and rear rows of brake wheels (4 brake wheels in total for 2 × 2), or three front and rear rows of brake wheels (6 brake wheels in total for 2 × 3). The left and right main landing gear wheels are steered by a forward drive or a copilot. The front pilot steps on a left brake pedal and a right brake pedal of the front pilot to respectively control wheels of the left landing gear and the right landing gear of the airplane to brake, the front pilot steps on a left brake pedal and a right brake pedal of the front pilot to respectively control the wheels of the left landing gear and the right landing gear of the airplane to brake, and the brake system brakes the wheels with high brake pressure when the front pilot and the front pilot operate simultaneously. In the braking process, the front undercarriage presses the ground more firmly due to the braking head-lowering moment, the main undercarriage releases the ground, the brake wheels on the main undercarriage easily slip, and particularly the rear wheels are far away from the center of gravity of the airplane and the performance is more obvious. As a result, the landing skid distance of the aircraft becomes longer, and the tires of the rear wheels wear more than those of the front wheels. Thus, a potential disadvantage of existing aircraft multi-wheel landing gear configurations is that the aircraft brakes are inefficient and the tires on the rear wheels wear more than the tires on the front wheels. The brake head lowering moment coupling anti-skid effect cannot be ignored. Active countermeasures are required to be provided for a multi-wheel large airplane and a high-position gravity center airplane so as to improve the use brake efficiency, reduce the abrasion of tires and improve the operation economy, the maintainability and the supportability.
Chinese patent publication No. 101052564a discloses a method and apparatus for improving braking performance of an aircraft when the aircraft is traveling on the ground, wherein a normal force of a strut of a front landing gear is used as a reference, and a negative lift force is generated by an elevator and a horizontal tail aerodynamic surface to counteract a low head moment caused by braking. The technical scheme has the defects that measures are not taken for the difference of the positions of the front row wheels and the rear row wheels, and the problem that the rear row wheels are easy to slip still exists; the efficiency of the control surface is sharply reduced along with the reduction of the sliding speed, the effect of regulating the braking low head moment by the negative lift force is poor, and the sliding braking performance of the airplane is not obviously improved.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical problem, the embodiment of the utility model provides a 6 wheel frame main undercarriage aircraft telex brake control system, in the high-speed section, the brake of reduction back row wheel, reinforce the front row wheel brake, in order to adapt to the ground normal force distribution that brake low head moment made the front and back row wheel, the normal force ratio of front row wheel is the increase of back row wheel promptly, thereby reduce the transition of back row wheel and skid, it is inefficient to reach the improvement aircraft brake, shorten the purpose of the tire wear of race distance and reduction back row wheel.
In order to achieve the above purpose, the utility model adopts the following technical scheme to realize.
A6-wheel frame main landing gear airplane fly-by-wire brake control system comprises a left main landing gear and a right main landing gear, wherein the left main landing gear and the right main landing gear are symmetrically positioned on two sides of an airplane longitudinal axis of an airplane and behind the center of mass of the airplane; the left main landing gear and the right main landing gear respectively comprise 6 brake wheels, and the 6 brake wheels of the left main landing gear form a left front row wheel, a left middle row wheel and a left rear row wheel in a pairwise manner; the 6 brake wheels of the right main landing gear form a right front row wheel, a right middle row wheel and a right rear row wheel in a pairwise manner;
the control system includes: the control system comprises a control box, 12 wheel speed sensors, 12 electro-hydraulic servo valves and 4 brake command sensors;
each brake wheel is provided with a wheel speed sensor;
the 12 electro-hydraulic servo valves are symmetrically arranged in wheel cabins at two sides of a longitudinal axis of the airplane, 6 electro-hydraulic servo valves are arranged in the wheel cabin at each side, and each electro-hydraulic servo valve controls one brake wheel;
the 4 brake command sensors are symmetrically arranged below the bottom plates of the cockpit on two sides of the longitudinal axis of the airplane, and 2 brake command sensors are arranged on each side.
The utility model discloses technical scheme one's characteristics and further improvement do:
(1) each speed sensor is provided with a mechanical interface and an electrical interface, and the mechanical interface is mechanically connected with the corresponding brake wheel and used for receiving the rotary motion transmitted by the brake wheel; the electrical interface is electrically connected with the control box and provides a wheel rotation speed voltage signal of the corresponding brake wheel to the control box.
(2) The 4 brake instruction sensors are a driving left brake instruction sensor, a driving right brake instruction sensor, a copilot left brake instruction sensor and a copilot right brake instruction sensor from left to right in sequence;
each of the brake command sensors is operated by a driver depressing a brake pedal.
(3) Each electro-hydraulic servo valve is a positive gain pressure servo valve, and each electro-hydraulic servo valve is provided with an electric interface and three hydraulic interfaces: the oil inlet, the brake port and the oil return port;
one electrical interface is electrically connected with the control box and receives brake and antiskid control current signals sent by the control box; the oil inlet is connected with a pressure source pipeline of an aircraft brake system; the brake port is connected with an oil inlet pipeline of a brake device of the brake wheel; the oil return port is connected with an aircraft oil return pipeline.
(4) The control box is installed in the aircraft rear equipment cabin and is a digital brake control box.
(5) The control box is provided with an electrical interface which is electrically connected with 4 brake command sensors, 12 wheel speed sensors and 12 electro-hydraulic servo valves respectively;
the control box is used for receiving brake command voltage signals sent by 4 brake command sensors and wheel speed voltage signals sent by 12 wheel speed sensors and outputting brake and antiskid control current signals to 12 electro-hydraulic servo valves.
The utility model provides an aircraft multi-wheel telex brake control method and system. The utility model provides a technical approach is: in the high-speed section, the brake of the rear row wheels is weakened, the brake of the front row wheels is strengthened, so that the brake head-lowering moment is adapted to distribute the ground normal force of the front row wheels and the ground normal force of the rear row wheels, namely the normal force of the front row wheels is larger than that of the rear row wheels, the transitional slipping of the rear row wheels is reduced, and the aims of improving the brake efficiency of the airplane, shortening the slipping distance and reducing the tire wear of the rear row wheels are fulfilled.
Drawings
Fig. 1 is a first structural schematic diagram of an airplane telex brake control system of a 6-wheel frame main landing gear according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a second telex brake control system of an airplane of a 6-wheel frame main landing gear according to an embodiment of the present invention;
fig. 3 is a schematic flow chart of a method for controlling fly-by-wire braking of an aircraft with a 6-wheel frame main landing gear according to an embodiment of the present invention;
1-brake command sensor, 2-control box, 3-electro-hydraulic servo valve, 4-brake wheel, 5-wheel speed sensor, FA-aircraft course, C-aircraft center of mass, x-x-aircraft longitudinal axis, L1-aircraft left main landing gear and L2-aircraft right main landing gear.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.
Referring to fig. 1, an embodiment of the invention provides a 6-wheel frame main landing gear airplane fly-by-wire brake system, which comprises: the airplane brake control system comprises a brake command sensor 1, a control box 2, an electro-hydraulic servo valve 3, brake wheels 4, wheel speed sensors 5 and a main undercarriage, wherein the brake command sensor 1, the electro-hydraulic servo valve 3, the brake wheels 4, the wheel speed sensors 5 and the main undercarriage are symmetrically arranged on two sides of an airplane longitudinal axis x-x of an airplane, and the number of each side is as follows: 2 brake command sensors 1, 6 electro-hydraulic servo valves 3, 6 brake wheels 4, 6 wheel speed sensors 5 and 1 main landing gear;
the main landing gear is a 6-wheel frame main landing gear with a strut positioned in the center of a frame and comprises a left main landing gear L1 and a right main landing gear L2, wherein the left main landing gear and the right main landing gear are symmetrically positioned on two sides of an aircraft longitudinal axis x-x of the aircraft and behind an aircraft center of mass C. The terms of the left direction and the right direction are that an observer looks along the aircraft heading FA by taking the aircraft longitudinal axis x-x of the aircraft as a coordinate axis, the side where the left hand is located is the left side, and the side where the right hand is located is the right side. The "rear" heading term is defined as the orientation to which the observer faces toward the back of the aircraft FA along the longitudinal axis x-x of the aircraft with the origin of the coordinates of the center of mass C of the aircraft. Every 6 wheel frame main undercarriage equips 6 brake wheels 4, and 2 brake wheels 4 of front axle installation constitute the front wheel, and 2 brake wheels 4 of axis installation constitute well volley, 2 brake wheels 4 of rear axle installation, constitute the back wheel. The concept of the front row wheels or the rear row wheels is provided according to the characteristic requirements of the brake control of the utility model;
there are 12 wheel speed sensors 5 in total, one wheel speed sensor 5 being mounted on each brake wheel 4 of the left aircraft main landing gear L1 and the right aircraft main landing gear L2. The speed sensor 5 is provided with a mechanical interface and an electrical interface, wherein the mechanical interface is mechanically connected with the brake wheel 4 and receives the rotary motion transmitted by the brake wheel 4; the electrical interface is electrically connected with the control box 2 and provides a wheel rotation speed voltage signal of the brake wheel 5 for the control box;
4 brake command sensors 1 are symmetrically installed below the bottom plates of the cockpit on two sides of the airplane longitudinal axis x-x of the airplane, 2 brake command sensors 1 are arranged on each side, and a driving left brake command sensor 1, a driving right brake command sensor 1, a copilot left brake command sensor 1 and a copilot right brake command sensor 1 are sequentially arranged from left to right. The brake instruction sensor 1 is operated by a driver stepping on a brake pedal. The brake command sensor 1 is powered by an onboard power supply;
the left and right main landing gear wheels of the aircraft are steered by a forward or copilot. The method comprises the steps that a driver steps on a left brake pedal and a right brake pedal of the driver, operates a left brake command sensor 1 of the driver and a right brake command sensor 1 of the driver, controls the wheel brakes of left and right landing gears of the airplane, namely a left main landing gear L1 of the airplane and a right main landing gear L2 of the airplane, respectively, and a co-driver steps on a left brake pedal and a right brake pedal of the co-driver, operates the left brake command sensor 1 of the co-driver and the right brake command sensor 1 of the co-driver, and can also control the wheel brakes of left and right landing gears of the airplane, namely a left main landing gear L1 of the airplane and a right main landing gear L2 of the airplane respectively. The brake system selects the output wheel with high brake pressure to brake under the condition of simultaneous operation of the primary and secondary drivers;
the 12 electro-hydraulic servo valves 3 are symmetrically arranged in wheel cabins at two sides of an airplane longitudinal axis x-x of the airplane, and 6 electro-hydraulic servo valves 3 are arranged at each side. The left 6 electro-hydraulic servo valves 3 are sequentially a left 1 electro-hydraulic servo valve 3, a left 2 electro-hydraulic servo valve 3, a left 3 electro-hydraulic servo valve 3, a left 4 electro-hydraulic servo valve 3, a left 5 electro-hydraulic servo valve 3, a left 6 electro-hydraulic servo valve 3, a front row wheel left brake wheel 5, a front row wheel right brake wheel 5, a middle row wheel left brake wheel 5, a middle row wheel right brake wheel 5, a rear row wheel left brake wheel 5 and a rear row wheel right brake wheel 5 of the left main landing gear L1 of the airplane. The right 6 electro-hydraulic servo valves 3 are a right 1 electro-hydraulic servo valve 3, a right 2 electro-hydraulic servo valve 3, a right 3 electro-hydraulic servo valve 3, a right 4 electro-hydraulic servo valve 3, a right 5 electro-hydraulic servo valve 3, a right 6 electro-hydraulic servo valve 3, a front row wheel left brake wheel 5, a front row wheel right brake wheel 5, a middle row wheel left brake wheel 5, a middle row wheel right brake wheel 5, a rear row wheel left brake wheel 5 and a rear row wheel right brake wheel 5 which respectively control the aircraft right main landing gear L2;
the electro-hydraulic servo valve 3 is a positive gain pressure servo valve. The electro-hydraulic servo valve 3 has one electrical interface and three hydraulic interfaces: the electric interface is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; the oil inlet is connected with a pressure source pipeline of an aircraft brake system; the brake port is connected with an oil inlet pipeline of a brake device of the brake wheel 5; the oil return port is connected with an aircraft oil return pipeline.
Specifically, each electrical interface of the 6 electro-hydraulic servo valves 3 on the left side is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; each oil inlet of the 6 electro-hydraulic servo valves 3 on the left side is connected with a pressure source pipeline of an aircraft brake system; left side 6 electro-hydraulic servo valves 3: a brake port of the left 1 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a left brake wheel of a front row wheel of an airplane left main landing gear L1; a brake port of the left 2 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a front row wheel right brake wheel of the left main landing gear L1 of the airplane; a brake port of the left 3 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a left brake wheel of a middle-row wheel of an aircraft left main landing gear L1; a brake port of the left 4 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a right brake wheel of a middle row wheel of an airplane left main landing gear L1; a brake 3 port of the left 5 electro-hydraulic servo valve is connected with a brake device oil inlet pipeline of a left brake wheel of a rear wheel of a left main landing gear L1 of the airplane; a brake port of the left 6 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a right brake wheel of a rear wheel of a left main landing gear L1 of the airplane; each oil return port of the 6 electro-hydraulic servo valves 3 on the left side is connected with an airplane oil return pipeline;
each electrical interface of the 6 electro-hydraulic servo valves 3 on the right side is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; each oil inlet of the 6 electro-hydraulic servo valves 3 on the right side is connected with a pressure source pipeline of an aircraft brake system; right 6 electro-hydraulic servo valves 3: a brake port of the right 1 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a left brake wheel of a front row wheel of an aircraft right main landing gear L2; a brake port of the right 2 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a right brake wheel of a front row wheel of the right main landing gear L2 of the airplane; a brake port of the right 3 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a left brake wheel of a middle-row wheel of an aircraft right main landing gear L2; a brake port of the right 4 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a right brake wheel of a middle row wheel of an aircraft right main landing gear L2; a brake 3 port of the right 5 electro-hydraulic servo valve is connected with a brake device oil inlet pipeline of a left brake wheel of a rear wheel of a left main landing gear L2 of the airplane; a brake port of the right 6 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a right brake wheel of a rear wheel of a right main landing gear L2 of the airplane; each oil return port of the 6 electro-hydraulic servo valves 3 on the right side is connected with an airplane oil return pipeline;
the control box 2 is mounted in the rear equipment bay of the aircraft. The control box 2 is a digital brake control box. The control box 2 is provided with an electrical interface which is respectively electrically connected with 4 brake command sensors 1, 8 wheel speed sensors 5 and 8 electro-hydraulic servo valves 3, receives a brake command voltage signal sent by the brake command sensor 1 and a wheel speed voltage signal sent by the wheel speed sensor 5, and outputs brake and antiskid control current signals to the electro-hydraulic servo valves 3. The power supply required by the control box 2 is provided by an aircraft power supply system;
the utility model discloses the system operation is as follows. Taking a driving maneuver as an example:
knowing the full brake parameters: the brake command voltage signal is 6V, the brake control current signal is 20mA, and the brake pressure is 10 MPa. The speed of the airplane is 180km/h when the airplane lands, runs and brakes. Set value V of airplane running speedTIs 100km/h
When the left and right brake pedals are fully stepped to the bottom during drivingWhen the brake is full, the brake pedal operates the left and right brake command sensors 1 which are mechanically connected with the driving brake pedal to output brake command voltage signals of the full brake, and the full brake command is sent to the control box 2. The control box 2 acquires a full brake command voltage signal 6V sent by a driver, the brake pressure of the full brake is Ma10MPa, and the control box 2 needs to generate a brake control current signal 20mA of the full brake. Whether the current is directly output to the electro-hydraulic servo valve 3 without breaking or not needs to be checked according to the airplane speed when the airplane is braked. When the airplane is in the non-high-speed sliding stage, the current is directly output to the electro-hydraulic servo valve 3 without breaking, otherwise, the current needs to be adjusted, so that the brake pressure of the rear row wheels and the middle row wheels is reduced, and the brake pressure of the front row wheels is maximum. The current regulation is performed according to a given law. At present, the speed of the airplane is 180km/h when the airplane lands, runs and brakes and is greater than the set value V of the running speed of the airplaneT100km/h, therefore, the control box 2 adjusts the brake control current signal 20mA of the full brake corresponding to the full brake command voltage signal 6V sent by the driver:
known as ICWhen I1 is more than I2 and is more than I3, the formula I1 is 1.20IC，I2＝0.70IC，I3＝0.65ICIf the front-wheel brake control current I1 is 1.20IC＝1.20×20＝24mA
Front row wheel brake control current I2 is 0.70IC＝0.90×20＝14mA
Brake control current I3 of rear wheel is 0.65IC＝0.80×20＝13mA
The control box 2 outputs the adjusted brake control current signals to the electro-hydraulic servo valves 3, specifically, the left 1 electro-hydraulic servo valve 3 and the left 2 electro-hydraulic servo valve 3 of the 6 electro-hydraulic servo valves 3 on the left side, and the right 1 electro-hydraulic servo valve 3 and the right 2 electro-hydraulic servo valve 3 of the 6 electro-hydraulic servo valves 3 on the right side obtain brake control current signals 24mA, output brake pressure 12MPa, and are respectively transmitted to the brake devices of the left brake wheel 5 and the right brake wheel 5 of the front row wheel of the left main landing gear L1 of the airplane and the brake devices of the left brake wheel 5 and the right brake wheel 5 of the front row wheel of the right main landing gear L2 of the airplane for braking;
the left 3 electro-hydraulic servo valves 3 and the left 4 electro-hydraulic servo valves 3 of the 6 electro-hydraulic servo valves 3 on the left side and the right 3 electro-hydraulic servo valves 3 and the right 4 electro-hydraulic servo valves 3 of the 6 electro-hydraulic servo valves 3 on the right side obtain brake control current signals 14mA, output brake pressure 7MPa and are respectively transmitted to the brake devices of the left and right brake wheels 5 of the middle row wheel of the left main landing gear L1 of the airplane and the brake devices of the left and right brake wheels 5 of the middle row wheel of the right main landing gear L2 of the airplane for braking;
the left 5 electro-hydraulic servo valves 3 and the left 6 electro-hydraulic servo valves 3 of the 6 electro-hydraulic servo valves 3 on the left side and the right 5 electro-hydraulic servo valves 3 and the right 6 electro-hydraulic servo valves 3 of the 6 electro-hydraulic servo valves 3 on the right side obtain brake control current signals 13mA, output brake pressure 6.5MPa and are respectively transmitted to the brake devices of the left and right brake wheels 5 of the rear row wheel of the left main landing gear L1 of the airplane and the brake devices of the left and right brake wheels 5 of the rear row wheel of the right main landing gear L2 of the airplane for braking;
in the process of airplane sliding and braking, if the airplane wheel slips, the control box 2 generates a corresponding anti-slip control current signal according to the sliding depth reflected by the airplane wheel speed voltage signal provided by the airplane wheel speed sensor 5, the brake control current signal input to the electro-hydraulic servo valve 3 and the anti-slip control current signal are integrated, the brake control current signal input to the electro-hydraulic servo valve 3 is reduced, and the airplane wheel slip is relieved. The anti-slip control is carried out according to the prior art.
Compared with the prior art, under this condition, at dry cement runway landing rolloff, the rear-row wheel frequency of skidding reduces 85%, and rear-row wheel tire wearing and tearing reduce 75%, and landing rolloff distance shortens 35%.
The embodiment of the utility model provides a different from above-mentioned embodiment lies in, the quantity of electro-hydraulic servo valve 3 is halved, each 3 electro-hydraulic servo valves 3 of every side of aircraft, a pair of brake wheel 4 of electro-hydraulic servo valve 3 control.
The method comprises the following steps: a left 1 electro-hydraulic servo valve 3 on the left side of the airplane controls the front row wheel brake of a left main landing gear L1 of the airplane, and a left 2 electro-hydraulic servo valve 3 controls the middle row wheel brake of a left main landing gear L1 of the airplane; the left 3 electro-hydraulic servo valve 3 controls the rear wheels of the left main landing gear L1 of the airplane to brake the airplane; the right 1 electro-hydraulic servo valve 3 on the right controls the front row wheel brake of the aircraft right main landing gear L2, the right 2 electro-hydraulic servo valve 3 controls the middle row wheel brake of the aircraft right main landing gear L2, and the right 3 electro-hydraulic servo valve 3 controls the rear row wheel brake of the aircraft right main landing gear L2.
As shown in fig. 2, an airplane multi-wheel fly-by-wire brake system includes: the airplane brake control system comprises a brake command sensor 1, a control box 2, an electro-hydraulic servo valve 3, brake wheels 4, wheel speed sensors 5 and a main undercarriage, wherein the brake command sensor 1, the electro-hydraulic servo valve 3, the brake wheels 4, the wheel speed sensors 5 and the main undercarriage are symmetrically arranged on two sides of an airplane longitudinal axis x-x of an airplane, and the number of each side is as follows: 2 brake command sensors 1, 3 electro-hydraulic servo valves 3, 6 brake wheels 4, 6 wheel speed sensors 5 and 1 main landing gear.
The main landing gear is a 6-wheel frame main landing gear with a strut positioned in the center of a frame and comprises a left main landing gear L1 and a right main landing gear L2, wherein the left main landing gear and the right main landing gear are symmetrically positioned on two sides of an aircraft longitudinal axis x-x of the aircraft and behind an aircraft center of mass C. The terms of the left direction and the right direction are that an observer looks along the aircraft heading FA by taking the aircraft longitudinal axis x-x of the aircraft as a coordinate axis, the side where the left hand is located is the left side, and the side where the right hand is located is the right side. The "rear" heading term is defined as the orientation to which the observer faces toward the back of the aircraft FA along the longitudinal axis x-x of the aircraft with the origin of the coordinates of the center of mass C of the aircraft. Every 6 wheel frame main undercarriage equips 6 brake wheels 4, and 2 brake wheels 4 of front axle installation constitute the front wheel, and 2 brake wheels 4 of axis installation constitute well volley, 2 brake wheels 4 of rear axle installation, constitute the back wheel. The concept of proposing front wheels or rear wheels is the characteristic needs of the brake control of the utility model.
There are 12 wheel speed sensors 5 in total, one wheel speed sensor 5 being mounted on each brake wheel 4 of the left aircraft main landing gear L1 and the right aircraft main landing gear L2. The speed sensor 5 is provided with a mechanical interface and an electrical interface, wherein the mechanical interface is mechanically connected with the brake wheel 4 and receives the rotary motion transmitted by the brake wheel 4; the electrical interface is electrically connected with the control box 2 and provides a wheel rotation speed voltage signal of the brake wheel 5 for the control box;
4 brake command sensors 1 are symmetrically installed below the bottom plates of the cockpit on two sides of the airplane longitudinal axis x-x of the airplane, 2 brake command sensors 1 are arranged on each side, and a driving left brake command sensor 1, a driving right brake command sensor 1, a copilot left brake command sensor 1 and a copilot right brake command sensor 1 are sequentially arranged from left to right. The brake instruction sensor 1 is operated by a driver stepping on a brake pedal. The brake command sensor 1 is powered by an onboard power supply;
the left and right main landing gear wheels of the aircraft are steered by a forward or copilot. The method comprises the steps that a driver steps on a left brake pedal and a right brake pedal of the driver, operates a left brake command sensor 1 of the driver and a right brake command sensor 1 of the driver, controls the wheel brakes of left and right landing gears of the airplane, namely a left main landing gear L1 of the airplane and a right main landing gear L2 of the airplane, respectively, and a co-driver steps on a left brake pedal and a right brake pedal of the co-driver, operates the left brake command sensor 1 of the co-driver and the right brake command sensor 1 of the co-driver, and can also control the wheel brakes of left and right landing gears of the airplane, namely a left main landing gear L1 of the airplane and a right main landing gear L2 of the airplane respectively. The brake system selects the output wheel with high brake pressure to brake under the condition of simultaneous operation of the primary and secondary drivers;
the 6 electro-hydraulic servo valves 3 are symmetrically arranged in wheel cabins at two sides of an airplane longitudinal axis x-x of the airplane, and 3 electro-hydraulic servo valves 3 are arranged at each side. The left side 3 electro-hydraulic servo valves 3 are sequentially a left 1 electro-hydraulic servo valve 3, a left 2 electro-hydraulic servo valve 3 and a left 3 electro-hydraulic servo valve 3, and respectively control a front row wheel left brake wheel 5, a front row wheel right brake wheel 5, a middle row wheel left brake wheel 5, a middle row wheel right brake wheel 5, a rear row wheel left brake wheel 5 and a rear row wheel right brake wheel 5 of the left main landing gear L1 of the airplane. The right 3 electro-hydraulic servo valves 3 are a right 1 electro-hydraulic servo valve 3, a right 2 electro-hydraulic servo valve 3 and a right 3 electro-hydraulic servo valve 3 in sequence, and respectively control a front row wheel left brake wheel 5, a front row wheel right brake wheel 5, a middle row wheel left brake wheel 5, a middle row wheel right brake wheel 5, a rear row wheel left brake wheel 5 and a rear row wheel right brake wheel 5 of the aircraft right main landing gear L2;
the electro-hydraulic servo valve 3 is a positive gain pressure servo valve. The electro-hydraulic servo valve 3 has one electrical interface and three hydraulic interfaces: the electric interface is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; the oil inlet is connected with a pressure source pipeline of an aircraft brake system; the brake port is connected with an oil inlet pipeline of a brake device of the brake wheel 5; the oil return port is connected with an aircraft oil return pipeline;
specifically, each electrical interface of the left 3 electro-hydraulic servo valves 3 is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; each oil inlet of the left electro-hydraulic servo valve 3 is connected with a pressure source pipeline of an aircraft brake system; left side 3 electro-hydraulic servo valves 3: the brake port of the left 1 electro-hydraulic servo valve 3 is respectively connected with oil inlet pipelines of brake devices of a left brake wheel 5 and a right brake wheel 5 of a front row wheel of a left main landing gear L1 of the airplane; the brake port of the left 2 electro-hydraulic servo valve 3 is respectively connected with oil inlet pipelines of brake devices of a left brake wheel 5 and a right brake wheel 5 of a middle row wheel of a left main landing gear L1 of the airplane; a brake port of the left 3 electro-hydraulic servo valve 3 is respectively connected with oil inlet pipelines of brake devices of a left brake wheel 5 and a right brake wheel 5 of a rear wheel of a left main landing gear L1 of the airplane; each oil return port of the left electro-hydraulic servo valve 3 is connected with an airplane oil return pipeline;
each electrical interface of the right 3 electro-hydraulic servo valves 3 is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; each oil inlet of the 3 electro-hydraulic servo valves 3 on the right side is connected with a pressure source pipeline of an aircraft brake system; right 2 electro-hydraulic servo valves 3: the brake port of the left 1 electro-hydraulic servo valve 3 is respectively connected with oil inlet pipelines of brake devices of a left brake wheel 5 and a right brake wheel 5 of a front row wheel of a right main landing gear L2 of the airplane; the brake port of the right 2 electro-hydraulic servo valve 3 is respectively connected with oil inlet pipelines of brake devices of a left brake wheel 5 and a right brake wheel 5 of a middle row wheel of a right main landing gear L2 of the airplane; a brake port of the right 3 electro-hydraulic servo valve 3 is respectively connected with oil inlet pipelines of brake devices of a left brake wheel 5 and a right brake wheel 5 of a rear wheel of a right main landing gear L2 of the airplane; each oil return port of the right 3 electro-hydraulic servo valves is connected with an airplane oil return pipeline;
the control box 2 is mounted in the rear equipment bay of the aircraft. The control box 2 is a digital brake control box. The control box 2 is provided with an electric interface which is respectively electrically connected with 4 brake command sensors 1, 12 wheel speed sensors 5 and 6 electro-hydraulic servo valves 3, receives a brake command voltage signal sent by the brake command sensor 1 and a wheel speed voltage signal sent by the wheel speed sensor 5, and outputs brake and antiskid control current signals to the electro-hydraulic servo valves 3. The power supply required by the control box 2 is provided by an aircraft power supply system;
the embodiment of the utility model provides a still provide a 6 wheel frame main landing gear aircraft telex brake control method, as shown in figure 3, include:
firstly, collecting a brake instruction.
Second, generating a brake command control current
And thirdly, acquiring the speed of the airplane.
Fourthly, determining the brake control current
And determining a brake control current signal according to the sliding speed of the airplane so as to adjust the actual brake pressure transmitted to the airplane wheel. When the sliding speed of the airplane is greater than or equal to the sliding speed set value of the airplane, the braking instruction control current is corrected, the braking pressure of the rear row wheels is reduced, the braking pressure of the front row wheels is improved, and a correction equation is as follows:
when V is more than or equal to VTLet I1＞I2≥I3
I1＝(1.15-1.30)IC
I2＝(0.85-0.70)IC
I3＝(0.70-0.65)IC
In the formula, V is the sliding speed of the airplane, km/h
VTSet value of speed of taxiing, km/h, VTIs 95-120km/h
I1Front row wheel brake control current, mA
I2Brake control current of middle row wheel, mA
I3Rear-wheel brake control current, mA
IC-brake command control current, mA
And when the airplane sliding speed is less than the airplane sliding speed set value, the braking instruction control current is not corrected.
And fifthly, outputting the brake control current.
And sixthly, outputting the brake control pressure.
And seventhly, collecting the speed of the airplane wheel.
And eighthly, generating the anti-skid control current.
If slip occurs, an antiskid control current is generated. Otherwise, no antiskid control current is generated.
And step nine, outputting the integrated brake control current.
And under the condition of skidding, the brake control current and the antiskid control current are output after being integrated.
Tenth step, outputting the antiskid brake control pressure
The utility model provides an aircraft multi-wheel telex brake control method and system. The utility model provides a technical approach is: in the high-speed section, the brake of the rear row wheels is weakened, the brake of the front row wheels is strengthened, so that the brake head-lowering moment is adapted to distribute the ground normal force of the front row wheels and the ground normal force of the rear row wheels, namely the normal force of the front row wheels is larger than that of the rear row wheels, the transitional slipping of the rear row wheels is reduced, and the aims of improving the brake efficiency of the airplane, shortening the slipping distance and reducing the tire wear of the rear row wheels are fulfilled.
Although the embodiments of the present invention have been described above, the description is only for the convenience of understanding the present invention, and the present invention is not limited thereto. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (6)
1. A6-wheel frame main landing gear airplane fly-by-wire brake control system comprises a left main landing gear and a right main landing gear, wherein the left main landing gear and the right main landing gear are symmetrically positioned on two sides of an airplane longitudinal axis of an airplane and behind the center of mass of the airplane; the left main landing gear and the right main landing gear respectively comprise 6 brake wheels, and the 6 brake wheels of the left main landing gear form a left front row wheel, a left middle row wheel and a left rear row wheel in a pairwise manner; the 6 brake wheels of the right main landing gear form a right front row wheel, a right middle row wheel and a right rear row wheel in a pairwise manner;
characterized in that the control system comprises: the control system comprises a control box, 12 wheel speed sensors, 12 electro-hydraulic servo valves and 4 brake command sensors;
each brake wheel is provided with a wheel speed sensor;
the 12 electro-hydraulic servo valves are symmetrically arranged in wheel cabins at two sides of a longitudinal axis of the airplane, 6 electro-hydraulic servo valves are arranged in the wheel cabin at each side, and each electro-hydraulic servo valve controls one brake wheel;
the 4 brake command sensors are symmetrically arranged below the bottom plates of the cockpit on two sides of the longitudinal axis of the airplane, and 2 brake command sensors are arranged on each side.
2. The fly-by-wire brake control system for a 6-wheel frame main landing gear aircraft according to claim 1,
each speed sensor is provided with a mechanical interface and an electrical interface, and the mechanical interface is mechanically connected with the corresponding brake wheel and used for receiving the rotary motion transmitted by the brake wheel; the electrical interface is electrically connected with the control box and provides a wheel rotation speed voltage signal of the corresponding brake wheel to the control box.
3. The airplane fly-by-wire brake control system of the 6-wheel frame main landing gear according to claim 1, wherein the 4 brake command sensors are a driving left brake command sensor, a driving right brake command sensor, a copilot left brake command sensor and a copilot right brake command sensor in sequence from left to right;
each of the brake command sensors is operated by a driver depressing a brake pedal.
4. The fly-by-wire brake control system for a 6-wheel frame main landing gear aircraft according to claim 1,
each electro-hydraulic servo valve is a positive gain pressure servo valve, and each electro-hydraulic servo valve is provided with an electric interface and three hydraulic interfaces: the oil inlet, the brake port and the oil return port;
one electrical interface is electrically connected with the control box and receives brake and antiskid control current signals sent by the control box; the oil inlet is connected with a pressure source pipeline of an aircraft brake system; the brake port is connected with an oil inlet pipeline of a brake device of the brake wheel; the oil return port is connected with an aircraft oil return pipeline.
5. The airplane fly-by-wire brake control system for the 6-wheel frame main landing gear according to claim 1, wherein the control box is installed in an airplane rear equipment compartment, and the control box is a digital brake control box.
6. The system of claim 1, wherein the control box has an electrical interface electrically connected to 4 brake command sensors, 12 wheel speed sensors and 12 electro-hydraulic servo valves;
the control box is used for receiving brake command voltage signals sent by 4 brake command sensors and wheel speed voltage signals sent by 12 wheel speed sensors and outputting brake and antiskid control current signals to 12 electro-hydraulic servo valves.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111976963A (en) * | 2020-07-08 | 2020-11-24 | 西安航空制动科技有限公司 | 6-wheel frame main landing gear airplane fly-by-wire brake control system and method |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111976963A (en) * | 2020-07-08 | 2020-11-24 | 西安航空制动科技有限公司 | 6-wheel frame main landing gear airplane fly-by-wire brake control system and method |
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