CN213008709U - Control framework of aircraft brake - Google Patents
Control framework of aircraft brake Download PDFInfo
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- CN213008709U CN213008709U CN202021329325.1U CN202021329325U CN213008709U CN 213008709 U CN213008709 U CN 213008709U CN 202021329325 U CN202021329325 U CN 202021329325U CN 213008709 U CN213008709 U CN 213008709U
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Abstract
The utility model belongs to the technical field of aircraft wheel brake, especially, relate to a control framework of aircraft brake, wheel instruction brake pressure about gathering aircraft speed signal and increasing pressure sensor collection through the increase, with aircraft speed and instruction brake pressure difference as the decision parameter of withdrawing from anti-skidding control, aircraft speed when as long as the brake is turned is in anti-skidding failure speed, anti-skidding brake control box withdraws from anti-skidding control promptly, perhaps as long as control instruction brake pressure difference is greater than the setting value, anti-skidding brake control box also withdraws from anti-skidding control, guarantee that ground brake turn and low-speed sliding brake do not receive the interference that false signal induced anti-skidding control.
Description
Technical Field
The utility model belongs to the technical field of aircraft wheel brake, especially, relate to a control framework of aircraft brake.
Background
The differential brake is used for correcting the sliding direction of the airplane and controlling the ground turning of the airplane. The pilot's steering of the aircraft ground during entry and exit from the runway is an indispensable action. For an airplane without a specially designed nose wheel steering control mechanism, ground taxi turning is mainly realized by differentially braking wheels of left and right landing gears through an airplane braking system. Even with a nose wheel steering mechanism, differential braking is an effective method of controlling the direction of the aircraft's rolloff. The braking and turning direction depends on the braking moment values of the airplane wheels on the two sides, and the airplane nose on which side has large braking moment turns to the side to guide the airplane to move towards the required direction.
For the hand brake operation mode, the aircraft brake system only has one hydraulic brake valve, and is provided with one brake distribution valve, and a driver steps on the brake distribution valve to perform differential braking. For the foot brake control mode, the aircraft brake system is provided with two independent brake valves, and different brake pressures are output by the foot of a driver to perform differential braking.
The aircraft speed when the aircraft is turning on the ground is generally within the aircraft brake system antiskid failure speed range, within which the antiskid brake control box will exit antiskid control to avoid interfering with or impeding the turn. The antiskid braking control of the airplane is that the speed of the airplane wheel detected by a speed sensor of the airplane wheel arranged on the main landing gear wheel represents the speed of the airplane, and the speed is used as a reference speed to judge whether the airplane wheel skids in the braking process of the airplane. In the case of a wheel brake system matched to the landing gear, the speed signal from the wheel speed sensor can be representative of the aircraft speed. The airplane wheel speed sensor is used for detecting abnormal signals due to deformation and shake of the undercarriage in braking and turning of some airplanes, so that anti-skid braking control operation is induced, the airplane wheels which should not release braking pressure are frequently decompressed, and the airplane is difficult to brake and turn on the ground or even cannot turn.
The deformation of the undercarriage also occurs in the low-speed sliding brake, so that the antiskid brake control intervenes and the vehicle cannot be braked, and the driver reflects the problems of fatigue and low efficiency of the brake. Some solutions have been proposed and adopted, but these problems sometimes occur and the driver's manipulation requirements are still not met. In the prior art, the defects that the ground of some airplanes is difficult to brake and turn or even cannot turn are overcome, so that the use is influenced, the complaint of the operation of a driver is high, and the subsequent safe landing of the airplane is influenced by the training flight, and the technical improvement is urgently needed.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical problem, the embodiment of the utility model provides a control framework of aircraft brake under current aircraft undercarriage structural conditions, adopt aircraft speed signal and control instruction braking pressure difference biparameter as the criterion of confirming whether operation antiskid control, withdraw from antiskid control and the distortion condition of wheel speed sensor signal, improved aircraft wheel braking system's interference immunity, ensure the effective execution of driver's brake instruction or brake turn instruction, be favorable to flight safety.
In order to achieve the above purpose, the utility model adopts the following technical scheme to realize.
A control architecture for aircraft brakes, wherein the brake operation mode in the control device is a hand brake and foot differential brake mode, and the control device comprises: the device comprises a hydraulic brake valve, a brake distribution valve, a left electro-hydraulic servo valve, a right electro-hydraulic servo valve, an anti-skid brake control box, a left airplane wheel speed sensor, a right airplane wheel speed sensor, a left pressure sensor and a right pressure sensor;
the brake port of the hydraulic brake valve is connected with the oil inlet hydraulic pipeline of the brake distribution valve;
the brake distribution valve has two brake ports: the left brake port and the right brake port are respectively connected with an oil inlet of the left electro-hydraulic servo valve and an oil inlet hydraulic pipeline of the right electro-hydraulic servo valve;
the electrical interface of the left electro-hydraulic servo valve and the electrical interface of the right electro-hydraulic servo valve are respectively and electrically connected with the left valve current output end and the right valve current output end of the electrical interface of the anti-skid brake control box;
and the electrical interfaces of the left wheel speed sensor and the right wheel speed sensor are respectively and electrically connected with the left wheel speed input end and the right wheel speed input end of the electrical interface of the anti-skid brake control box.
Hydraulic interfaces of the left pressure sensor and the right pressure sensor are respectively connected with a left brake port and a right brake port hydraulic pipeline of the brake distribution valve, and electrical interfaces of the left pressure sensor and the right pressure sensor are respectively electrically connected with a left pressure input end and a right pressure input end of an electrical interface of the anti-skid brake control box;
the electrical interface of the antiskid brake control box is also provided with an aircraft speed input end, and the aircraft speed input end of the electrical interface of the antiskid brake control box is electrically connected with an aircraft speed signal source.
The utility model discloses technical scheme's characteristics and further improvement do:
(1) an oil inlet of the hydraulic brake valve is connected with a pressure source hydraulic pipeline of the airplane brake system, and an oil return port of the hydraulic brake valve is connected with an oil return pipeline of the airplane brake system.
(2) And an oil return port of the brake distribution valve is connected with an oil return pipeline of an airplane brake system.
(3) And the oil return port of the left electro-hydraulic servo valve and the oil return port of the right electro-hydraulic servo valve are respectively connected with an oil return pipeline of an airplane brake system.
(4) The hydraulic brake valve is used for starting braking, sending a braking instruction to the airplane wheel braking device and providing braking pressure;
the brake distribution valve is used for controlling the direction brake deviation correction of the airplane and the ground turning of the airplane sliding after the brake is started.
(5) And manually operating the hydraulic brake valve to brake the airplane wheels, and when the brake pressures of the left airplane wheel and the right airplane wheel of the airplane are equal, linearly moving the airplane and decelerating.
(6) The foot-operated brake distribution valve is used for braking and differentiating airplane wheels, braking deviation correction and ground turning are carried out, and the moving direction of the airplane is changed.
(7) When the driver does not operate the brake distribution valve by the left foot and the right foot, the brake distribution valve is equivalent to a section of pipeline.
(8) Under the condition that the antiskid control current is not obtained, the left electro-hydraulic servo valve and the right electro-hydraulic servo valve are equivalent to a section of pipeline.
(9) The aircraft speed signal source is an aircraft flight parameter system or an aircraft front wheel speed sensor.
The utility model discloses a through increase gather aircraft speed signal and increase about pressure sensor gathers aircraft wheel instruction brake pressure, as the decision parameter who withdraws from anti-skidding control with instruction brake pressure difference, aircraft speed when as long as the brake is turned is in anti-skidding failure speed, anti-skidding brake control box withdraws from anti-skidding control promptly, perhaps as long as control instruction brake pressure difference and be greater than the setting value, anti-skidding brake control box also withdraws from anti-skidding control, guarantee that ground brake turn and low-speed slide brake do not receive false signal to induce anti-skidding control's interference. The utility model discloses rational in infrastructure, simple accurate can effectively solve some aircraft ground brake turn difficulty among the prior art and can not turn even to and the low-speed smooth not enough of stopping can not live car, brake inefficiency, guarantee the timely effectual antiskid control of aircraft landing race brake in-process simultaneously, avoid stopping and burst the tire. Under the condition of the existing aircraft landing gear structure, the dual parameters of the aircraft speed signal and the left and right command brake pressure difference are used as the criterion for determining whether to operate the antiskid control, and under the condition of quitting the antiskid control and the distortion of the signal of the aircraft wheel speed sensor, the anti-interference performance of the aircraft wheel brake system is improved, the effective execution of the brake command or the brake turning command of a driver is ensured, and the aircraft landing gear structure is favorable for flight safety.
Drawings
Fig. 1 is a schematic structural diagram of a control architecture of an aircraft brake according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of a control method for braking an aircraft according to an embodiment of the present invention;
the system comprises a hydraulic brake valve 1, a brake distribution valve 2, a left electro-hydraulic servo valve 3, a right electro-hydraulic servo valve 4, an anti-skid brake control box 5, a left wheel speed sensor 6, a right wheel speed sensor 7, a left wheel 8, a right wheel 9, a flight parameter system 10, a left pressure sensor 11 and a right pressure sensor 12.
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.
The operation mode of the aircraft brake architecture shown in the embodiment is an aircraft brake system with hand brake and foot differential motion. As shown in fig. 1, the aircraft braking architecture comprises a hydraulic brake valve 1 and a brake distribution valve 2, wherein the hydraulic brake valve 1 is used for starting braking, sending a braking instruction to an aircraft wheel braking device and providing braking pressure, and the brake distribution valve 2 is used for controlling the direction braking deviation correction of an aircraft and the aircraft taxiing ground turning after the braking is started. An oil inlet of the hydraulic brake valve 1 is connected with a hydraulic pipeline of a pressure supply source of an airplane brake system, an oil return port of the hydraulic brake valve 1 is connected with an oil return pipeline of the airplane brake system, and a brake port of the hydraulic brake valve 1 is connected with a hydraulic pipeline of an oil inlet of the brake distribution valve 2; the brake distribution valve 2 has two brake ports: the left brake port and the right brake port are respectively connected with an oil inlet of the left electro-hydraulic servo valve 3 and an oil inlet hydraulic pipeline of the right electro-hydraulic servo valve 4, and an oil return port of the brake distribution valve 2 is connected with an oil return pipeline of an airplane brake system. The hydraulic brake valve 1 is manually operated to brake the airplane wheels, the brake pressure of the left airplane wheel 8 is equal to that of the right airplane wheel 9, and the airplane moves linearly and decelerates; the foot-operated brake distribution valve 2 can perform brake differential motion on airplane wheels, realize brake deviation correction and ground turning, and change the moving direction of the airplane. In the case where the brake distribution valve 2 is not operated by the left or right foot of the driver, the brake distribution valve 2 corresponds to a single pipe.
An aircraft anti-skid brake control method and system, the control system comprises: an anti-skid brake control box 5, a left electro-hydraulic servo valve 3, a right electro-hydraulic servo valve 4, a left wheel speed sensor 6, a right wheel speed sensor 7, a left pressure sensor 11 and a right pressure sensor 12.
The electric interface of the left electro-hydraulic servo valve 3 and the electric interface of the right electro-hydraulic servo valve 4 are respectively and electrically connected with the left valve current output end and the right valve current output end of the electric interface of the anti-skid brake control box 5, the oil inlet of the left electro-hydraulic servo valve 3 and the oil inlet of the right electro-hydraulic servo valve 4 are respectively and hydraulically connected with the left brake port and the right brake port of the brake distribution valve 2, and the oil return port of the left electro-hydraulic servo valve 3 and the oil return port of the right electro-hydraulic servo valve 4 are connected with the oil return pipeline of the aircraft brake system. Under the condition that the antiskid control current is not obtained, the left electro-hydraulic servo valve 3 and the right electro-hydraulic servo valve 4 are equivalent to a pipeline.
The electrical interfaces of the left wheel speed sensor 6 and the right wheel speed sensor 7 are respectively and electrically connected with the left wheel speed input end and the right wheel speed input end of the electrical interface of the antiskid brake control box 5.
Hydraulic interfaces of the left pressure sensor 11 and the right pressure sensor 12 are respectively connected with hydraulic pipelines of a left brake port and a right brake port of the brake distribution valve 2, and electrical interfaces of the left pressure sensor 11 and the right pressure sensor 12 are respectively electrically connected with a left pressure input end and a right pressure input end of an electrical interface of the anti-skid brake control box 5.
The electrical interfaces of the antiskid brake control box 5 are respectively connected with the electrical interfaces of the left electro-hydraulic servo valve 3, the right electro-hydraulic servo valve 4, the left wheel speed sensor 6, the right wheel speed sensor 7, the left pressure sensor 11 and the right pressure sensor 12, in addition, the electrical interface of the antiskid brake control box 5 is provided with an aircraft speed input end, the aircraft speed input end of the electrical interface of the antiskid brake control box 5 is electrically connected with an aircraft speed signal source, the signal source comprises an aircraft flight parameter system and an aircraft front wheel speed sensor, the signal source is the aircraft flight parameter system in the embodiment, and the aircraft speed signal is provided by the aircraft flight parameter system 10.
As shown in fig. 2, the control method includes:
the method comprises the following steps of firstly, collecting the speed of an airplane.
The aircraft speed is provided by an aircraft flight parameter system or by an aircraft front wheel speed sensor. The airplane speed is provided by the airplane flight parameter system.
And secondly, collecting the speed of the airplane wheel.
The wheel speed is provided by the airplane left and right wheel speed sensors.
And thirdly, acquiring the command brake pressure.
The command brake pressure is provided by left and right pressure sensors.
And fourthly, determining the anti-skid control operation.
Determining the anti-skid control operation or quitting according to the airplane speed or the left-right command brake pressure difference:
and when the speed of the airplane is higher than the antiskid failure speed, the antiskid brake control box executes antiskid control. And when the speed of the airplane is lower than the antiskid failure speed, the antiskid brake control box exits the antiskid control.
The antiskid failure speed is generally 25-35km/h, and the antiskid failure speed of the embodiment is 30 km/h.
And when the left-right command brake pressure difference is smaller than a set value, the anti-skid brake control box executes anti-skid control. When the left-right command brake pressure difference is larger than the set value, the anti-skid brake control box quits the anti-skid control.
The set value of the left and right command braking pressure difference is 2.5MPa, or 25% of the maximum braking pressure, in this embodiment, the maximum braking pressure is 10MPa, and the set value of the left and right command braking pressure difference is 2.5 MPa.
And fifthly, determining the antiskid control current.
When the speed of the airplane is higher than the antiskid failure speed and the left-right command brake pressure difference is smaller than a set value, the antiskid brake control box sends antiskid control current with corresponding magnitude to the electro-hydraulic servo valve according to the sliding state of the brake airplane wheel reflected by the airplane wheel speed signal, and if the sliding of the brake airplane wheel exceeds a threshold, the antiskid control current is released by the antiskid brake control box, so that the skidding of the airplane wheel is relieved.
The anti-slip control is according to the prior art.
The embodiment of the utility model provides a ensure control method and system that aircraft brake turned, wheel instruction brake pressure about gathering through increasing collection aircraft speed signal and increasing pressure sensor collection, with aircraft speed and instruction brake pressure difference as the decision parameter of withdrawing from anti-skidding control, aircraft speed when as long as the brake turns is in anti-skidding failure speed, anti-skidding brake control box withdraws from anti-skidding control promptly, perhaps as long as control instruction brake pressure difference is greater than the setting value, anti-skidding brake control box also withdraws from anti-skidding control, guarantee that ground brake turns and low-speed sliding brake do not receive false signal to induce anti-skidding control's interference. The utility model discloses rational in infrastructure, simple accurate can effectively solve some aircraft ground brake turn difficulty among the prior art and can not turn even to and the low-speed smooth not enough of stopping can not live car, brake inefficiency, guarantee the timely effectual antiskid control of aircraft landing race brake in-process simultaneously, avoid stopping and burst the tire. Under the condition of the existing aircraft landing gear structure, the dual parameters of the aircraft speed signal and the left and right command brake pressure difference are used as the criterion for determining whether to operate the antiskid control, and under the condition of quitting the antiskid control and the distortion of the signal of the aircraft wheel speed sensor, the anti-interference performance of the aircraft wheel brake system is improved, the effective execution of the brake command or the brake turning command of a driver is ensured, and the aircraft landing gear structure is favorable for flight safety.
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 (8)
1. A control framework of aircraft brake, the brake manipulation mode in the control framework is a hand brake and foot differential brake mode, and the control framework comprises: the device comprises a hydraulic brake valve, a brake distribution valve, a left electro-hydraulic servo valve, a right electro-hydraulic servo valve, an anti-skid brake control box, a left airplane wheel speed sensor, a right airplane wheel speed sensor, a left pressure sensor and a right pressure sensor;
the brake port of the hydraulic brake valve is connected with the oil inlet hydraulic pipeline of the brake distribution valve;
the brake distribution valve has two brake ports: the left brake port and the right brake port are respectively connected with an oil inlet of the left electro-hydraulic servo valve and an oil inlet hydraulic pipeline of the right electro-hydraulic servo valve;
the electrical interface of the left electro-hydraulic servo valve and the electrical interface of the right electro-hydraulic servo valve are respectively and electrically connected with the left valve current output end and the right valve current output end of the electrical interface of the anti-skid brake control box;
the electrical interfaces of the left wheel speed sensor and the right wheel speed sensor are respectively and electrically connected with the left wheel speed input end and the right wheel speed input end of the electrical interface of the anti-skid brake control box;
hydraulic interfaces of the left pressure sensor and the right pressure sensor are respectively connected with a left brake port and a right brake port hydraulic pipeline of the brake distribution valve, and electrical interfaces of the left pressure sensor and the right pressure sensor are respectively electrically connected with a left pressure input end and a right pressure input end of an electrical interface of the anti-skid brake control box;
the electrical interface of the antiskid brake control box is also provided with an aircraft speed input end, and the aircraft speed input end of the electrical interface of the antiskid brake control box is electrically connected with an aircraft speed signal source;
an oil inlet of the hydraulic brake valve is connected with a pressure source hydraulic pipeline of an airplane brake system, and an oil return port of the hydraulic brake valve is connected with an oil return pipeline of the airplane brake system;
and an oil return port of the brake distribution valve is connected with an oil return pipeline of an airplane brake system.
2. The control architecture for aircraft brakes of claim 1,
and the oil return port of the left electro-hydraulic servo valve and the oil return port of the right electro-hydraulic servo valve are respectively connected with an oil return pipeline of an airplane brake system.
3. The control architecture for aircraft brakes of claim 1,
the hydraulic brake valve is used for starting braking, sending a braking instruction to the airplane wheel braking device and providing braking pressure;
the brake distribution valve is used for controlling the direction brake deviation correction of the airplane and the ground turning of the airplane sliding after the brake is started.
4. The control architecture for aircraft brakes of claim 3,
and manually operating the hydraulic brake valve to brake the airplane wheels, and when the brake pressures of the left airplane wheel and the right airplane wheel of the airplane are equal, linearly moving the airplane and decelerating.
5. The control architecture for aircraft brakes of claim 1,
the foot-operated brake distribution valve is used for braking and differentiating airplane wheels, braking deviation correction and ground turning are carried out, and the moving direction of the airplane is changed.
6. The control architecture for aircraft brakes of claim 5,
when the driver does not operate the brake distribution valve by the left foot and the right foot, the brake distribution valve is equivalent to a section of pipeline.
7. The control architecture for aircraft brakes of claim 1,
under the condition that the antiskid control current is not obtained, the left electro-hydraulic servo valve and the right electro-hydraulic servo valve are equivalent to a section of pipeline.
8. The control architecture for aircraft brakes of claim 1,
the aircraft speed signal source is an aircraft flight parameter system or an aircraft front wheel speed sensor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021329325.1U CN213008709U (en) | 2020-07-08 | 2020-07-08 | Control framework of aircraft brake |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021329325.1U CN213008709U (en) | 2020-07-08 | 2020-07-08 | Control framework of aircraft brake |
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| CN213008709U true CN213008709U (en) | 2021-04-20 |
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| CN202021329325.1U Active CN213008709U (en) | 2020-07-08 | 2020-07-08 | Control framework of aircraft brake |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113460022A (en) * | 2021-08-21 | 2021-10-01 | 西安航空制动科技有限公司 | Fault detection method for airplane wheel braking system |
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2020
- 2020-07-08 CN CN202021329325.1U patent/CN213008709U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113460022A (en) * | 2021-08-21 | 2021-10-01 | 西安航空制动科技有限公司 | Fault detection method for airplane wheel braking system |
| CN113460022B (en) * | 2021-08-21 | 2022-08-16 | 西安航空制动科技有限公司 | Fault detection method for airplane wheel braking system |
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