CN214190087U - Redundancy type anti-skid brake control system of multi-wheel airplane - Google Patents
Redundancy type anti-skid brake control system of multi-wheel airplane Download PDFInfo
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- CN214190087U CN214190087U CN202023279722.5U CN202023279722U CN214190087U CN 214190087 U CN214190087 U CN 214190087U CN 202023279722 U CN202023279722 U CN 202023279722U CN 214190087 U CN214190087 U CN 214190087U
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Abstract
The utility model discloses a redundancy type anti-skid brake control system of a multi-wheel airplane, which comprises a brake command sensor, an anti-skid brake controller, a normal anti-skid brake control valve, an airplane wheel speed sensor and a standby anti-skid brake control valve; wherein: the brake command sensor is arranged on the brake pedal and is electrically connected with the anti-skid brake controller; the anti-skid brake controller is electrically connected with the normal anti-skid brake control valve; the airplane wheel speed sensor is arranged on the airplane wheel braking device and is electrically connected with the anti-skid braking controller; and the anti-skid brake controller is electrically connected with the standby anti-skid brake control valve. The utility model discloses reduce the complexity of reserve braking system configuration, improved reserve braking system's reliability, can guarantee to stop the aircraft safely under reserve brake state.
Description
Technical Field
The utility model relates to an aircraft antiskid brake control system technical field, concretely relates to multi-wheel aircraft redundancy formula antiskid brake system.
Background
Currently, as the carrying capacity and the number of passengers of a transport type airplane increase, the structure, the volume and the weight of the airplane are increased, and for most transport airplanes adopting a front three-point landing gear configuration, the number of main landing gear wheels is increased, and the main landing gear wheels are generally provided with braking devices for the ground deceleration function of the airplane, for example, the boeing 777 has 12 main braking wheels, the boeing 747 has 16 main braking wheels, and the airman A380 has 20 main wheels, 16 of which are provided with the braking devices.
With the development of modern aviation technology, the safety requirements for air transportation are higher and higher, the safety requirements for key equipment and systems influencing the operation safety of aircrafts are stricter, and the wheel antiskid braking system is one of the key equipment and systems.
The conventional airplane wheel braking system is generally configured by a normal braking system and an emergency braking system, the normal braking system adopts a single-wheel control mode, once the normal braking system breaks down, the system is switched to the emergency braking system, and the emergency braking system generally does not have an anti-skid function, so that the emergency braking system has a great tire burst risk.
Disclosure of Invention
The utility model aims at providing a many rounds of aircraft redundancy formula antiskid brake control system for overcome current emergent brake system and have the problem of great tire burst risk.
In order to realize the task, the utility model discloses a following technical scheme:
a redundancy type anti-skid brake control system of a multi-wheel airplane comprises a brake command sensor, an anti-skid brake controller, a normal anti-skid brake control valve, an airplane wheel speed sensor and a standby anti-skid brake control valve; wherein:
the brake command sensor is arranged on the brake pedal and is electrically connected with the anti-skid brake controller; the anti-skid brake controller is electrically connected with the normal anti-skid brake control valve; the airplane wheel speed sensor is arranged on the airplane wheel braking device and is electrically connected with the anti-skid braking controller; and the anti-skid brake controller is electrically connected with the standby anti-skid brake control valve.
Furthermore, an oil inlet and an oil return port of the normal anti-skid brake control valve are respectively connected with a pressure supply pipeline and an oil return pipeline of the first hydraulic source, and a working port of the normal anti-skid brake control valve is connected to a normal actuating piston of the main airplane wheel brake device; an oil inlet and an oil return port of the standby antiskid brake control valve are respectively connected with a second hydraulic source pressure supply pipeline and an oil return pipeline, and a working port of the standby antiskid brake control valve is connected to a standby actuating piston of the main wheel brake device.
Furthermore, different brake strokes of the brake pedal correspond to different level values output by the brake command sensor, and the level values output by the brake command sensor represent the brake size of a driver.
Furthermore, the antiskid brake controller is used for receiving signals of the brake command sensor and the wheel speed sensor and adjusting the control signals to the normal antiskid brake control valve and the standby antiskid brake control valve.
Furthermore, the normal anti-skid brake control valve is used for receiving a control signal of the anti-skid brake controller and outputting corresponding brake pressure to a normal actuating piston of the airplane wheel brake device.
Furthermore, the spare antiskid brake control valve is used for receiving a control signal of the antiskid brake controller and outputting corresponding brake pressure to a spare actuating piston of the airplane wheel brake device.
Further, the wheel speed sensor obtains the rotation speed of the main wheel of the airplane through self rotation, and the wheel speed sensor is installed on a main wheel axle of the wheel braking device.
Compared with the prior art, the utility model has the following technical characteristics:
the utility model provides a brake control system, the normal brake of system adopts the anti-skidding brake control of single round, after the normal brake inefficacy of system, can turn into reserve brake control, reserve brake adopts double round anti-skidding brake control mode, when having guaranteed normal brake inefficacy like this, the system can not too early change over to emergent brake state over to, and produce the risk of brake blowing out, adopt double round anti-skidding brake control mode because of reserve brake system simultaneously again, the complexity of reserve brake system configuration has been reduced, reserve brake system's reliability has been improved, can guarantee to stop the aircraft at the safe braking under reserve brake state.
Drawings
Fig. 1 is a schematic view of the overall structure of the present invention.
The reference numbers in the figures illustrate: 1 braking instruction sensor, 2 anti-skidding brake controllers, 3 normal anti-skidding brake control valves, 4 wheel speed sensors, 5 spare anti-skidding brake control valves.
Detailed Description
As shown in fig. 1, the utility model discloses a redundancy type antiskid brake control system for a multi-wheel airplane, which comprises a brake command sensor 1, an antiskid brake controller 2, a normal antiskid brake control valve 3, an airplane wheel speed sensor 4 and a standby antiskid brake control valve 5; the anti-skid brake system comprises a brake pedal, a brake instruction sensor 1, an anti-skid brake controller 2, a brake instruction sensor and a brake instruction sensor, wherein the brake instruction sensor 1 is installed on the brake pedal, and the brake instruction sensor 1 is electrically connected with the anti-skid brake controller 2; the anti-skid brake controller 2 is electrically connected with the normal anti-skid brake control valve 3; the airplane wheel speed sensor 4 is arranged on the airplane wheel braking device and is electrically connected with the anti-skid braking controller 2; the antiskid brake controller 2 is electrically connected with the spare antiskid brake control valve 5.
In the scheme, an oil inlet and an oil return port of the normal anti-skid brake control valve 3 are respectively connected with a pressure supply pipeline and an oil return pipeline of a first hydraulic source, and a working port of the normal anti-skid brake control valve 3 is connected to a normal actuating piston of a main airplane wheel brake device; an oil inlet and an oil return port of the standby antiskid brake control valve 5 are respectively connected with a second hydraulic source pressure supply pipeline and an oil return pipeline, and a working port of the standby antiskid brake control valve 5 is connected to a standby actuating piston of the main airplane wheel brake device.
And the antiskid brake controller 2 receives signals of the brake command sensor 1 and the wheel speed sensor 4 and adjusts the control signal magnitude of the normal antiskid brake control valve 3 and the standby antiskid brake control valve 5.
The normal anti-skid brake control valve 3 receives the control signal of the anti-skid brake controller 2 and outputs corresponding brake pressure to the normal actuating piston of the airplane wheel brake device.
The standby antiskid brake control valve 5 receives the control signal of the antiskid brake controller 2 and outputs corresponding brake pressure to the standby actuating piston of the airplane wheel brake device.
The wheel speed sensor 4 acquires the aircraft main wheel rotation speed by rotating itself. In an implementation, the wheel speed sensor 4 may be directly mounted on a main wheel axle of the wheel brake device.
Based on foretell control system, the utility model discloses a many rounds of aircraft redundancy formula antiskid brake control method as follows:
in the normal landing process of the airplane, a driver operates brake pedals, brake signals are applied through the brake command sensor 1, the antiskid brake controller 2 receives signals of the left and right foot brake command sensor 1 of the driver and the airplane wheel speed sensor 4 on each brake main machine wheel, the size of the control signals to be output to each main brake channel is independently calculated through the set antiskid brake control law, the antiskid brake controller 2 controls the normal antiskid brake control valve 3 on each main brake wheel to apply corresponding brake pressure to the normal actuating piston of the airplane wheel brake device, and the antiskid brake independent control of the main brake wheels is achieved.
When antiskid brake controller 2 detects normal braking system inefficacy, especially after the 3 back of inefficacy of normal antiskid brake control valve, antiskid brake controller 2 converts the system into reserve operating condition, at this moment, the working method of system is as follows, the driver steps on the brake pedal and applies the brake instruction through brake instruction sensor 1, antiskid brake controller 2 receives the signal of foot brake instruction sensor 1 and wheel speed sensor 4 about the driver, calculate the control signal size that should export through the antiskid brake control law that sets up, its control mode is as follows:
the braking instruction signals of two main braking wheels on one main landing gear support are the same, the antiskid signals are calculated according to signals of the wheel speed sensors 4 corresponding to the antiskid signals, when any wheel of the two main braking wheels on the same support slips, the antiskid braking controller 2 outputs a removing signal to the standby antiskid braking control valve 5 on the corresponding main braking support, and the standby antiskid braking control valve 5 outputs corresponding braking pressure to the standby actuating piston of the wheel braking device according to the control signals, so that the deceleration and antiskid control of the airplane in a standby braking state are realized.
Therefore, when normal braking fails, the system cannot be switched to an emergency braking state too early to generate the risk of tire burst during braking, and meanwhile, the spare braking system adopts a double-wheel anti-skidding braking control mode, so that the complexity of the spare braking system configuration is reduced, the reliability of the spare braking system is improved, and the airplane can be safely braked and stopped in the spare braking state.
The above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equally replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present application, and are intended to be included within the scope of the present application.
Claims (7)
1. A redundancy type anti-skid brake control system of a multi-wheel airplane is characterized by comprising a brake command sensor (1), an anti-skid brake controller (2), a normal anti-skid brake control valve (3), an airplane wheel speed sensor (4) and a standby anti-skid brake control valve (5); wherein:
the brake instruction sensor (1) is arranged on a brake pedal, and the brake instruction sensor (1) is electrically connected with the anti-skid brake controller (2); the anti-skid brake controller (2) is electrically connected with the normal anti-skid brake control valve (3); the airplane wheel speed sensor (4) is arranged on the airplane wheel braking device and is electrically connected with the anti-skid braking controller (2); the antiskid brake controller (2) is electrically connected with the standby antiskid brake control valve (5).
2. The multi-wheel airplane redundancy type anti-skid brake control system according to claim 1, wherein an oil inlet and an oil return port of the normal anti-skid brake control valve (3) are respectively connected with a pressure supply pipeline and an oil return pipeline of a first hydraulic source, and a working port of the normal anti-skid brake control valve (3) is connected to a normal actuating piston of a main airplane wheel brake device; an oil inlet and an oil return port of the standby antiskid brake control valve (5) are respectively connected with a second hydraulic source pressure supply pipeline and an oil return pipeline, and a working port of the standby antiskid brake control valve (5) is connected to a standby actuating piston of the main airplane wheel brake device.
3. A multi-wheel airplane redundancy type antiskid brake control system as claimed in claim 1, wherein different brake strokes of the brake pedal correspond to different level values output by the brake command sensor (1), and the level value output by the brake command sensor (1) represents the magnitude of the brake of the driver.
4. The redundancy type anti-skid brake control system for the multi-wheel aircraft according to claim 1, wherein the anti-skid brake controller (2) is used for receiving signals of the brake command sensor (1) and the wheel speed sensor (4) and adjusting the control signal to the normal anti-skid brake control valve (3) and the standby anti-skid brake control valve (5).
5. A multi-wheel aircraft redundancy antiskid brake control system according to claim 1, wherein the normal antiskid brake control valve (3) is used for receiving a control signal of the antiskid brake controller (2) and outputting a corresponding brake pressure to the normal actuating piston of the wheel brake device.
6. A multi-wheel aircraft redundancy antiskid brake control system according to claim 1, wherein the spare antiskid brake control valve (5) is used for receiving a control signal of the antiskid brake controller (2) and outputting a corresponding brake pressure to the spare actuating piston of the wheel brake device.
7. A multi-wheel aircraft redundant antiskid brake control system of claim 1, characterized in that the wheel speed sensor (4) obtains the rotation speed of the main wheel of the aircraft by rotating itself, and the wheel speed sensor (4) is installed on the main wheel axle of the wheel brake device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023279722.5U CN214190087U (en) | 2020-12-29 | 2020-12-29 | Redundancy type anti-skid brake control system of multi-wheel airplane |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023279722.5U CN214190087U (en) | 2020-12-29 | 2020-12-29 | Redundancy type anti-skid brake control system of multi-wheel airplane |
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| CN214190087U true CN214190087U (en) | 2021-09-14 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202023279722.5U Active CN214190087U (en) | 2020-12-29 | 2020-12-29 | Redundancy type anti-skid brake control system of multi-wheel airplane |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114013636A (en) * | 2021-11-02 | 2022-02-08 | 西安航空制动科技有限公司 | Method for analyzing and simulating antiskid failure of airplane wheel braking system |
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2020
- 2020-12-29 CN CN202023279722.5U patent/CN214190087U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114013636A (en) * | 2021-11-02 | 2022-02-08 | 西安航空制动科技有限公司 | Method for analyzing and simulating antiskid failure of airplane wheel braking system |
| CN114013636B (en) * | 2021-11-02 | 2023-02-10 | 西安航空制动科技有限公司 | Method for analyzing and simulating antiskid failure of airplane wheel braking system |
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