CN114671012B - An aircraft anti-skid braking system and anti-yaw control method based on anti-skid synchronization - Google Patents
An aircraft anti-skid braking system and anti-yaw control method based on anti-skid synchronizationInfo
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- CN114671012B CN114671012B CN202210328034.8A CN202210328034A CN114671012B CN 114671012 B CN114671012 B CN 114671012B CN 202210328034 A CN202210328034 A CN 202210328034A CN 114671012 B CN114671012 B CN 114671012B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/42—Arrangement or adaptation of brakes
- B64C25/44—Actuating mechanisms
- B64C25/46—Brake regulators for preventing skidding or aircraft somersaulting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1703—Braking or traction control means specially adapted for particular types of vehicles for aircrafts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Aviation & Aerospace Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention provides an anti-skid synchronous-based airplane anti-skid braking system and an anti-yaw control method, which comprise the following steps of 1, generating an airplane course deviation correcting instruction through a braking instruction stroke output by a pilot and an airplane wheel speed signal output by an airplane wheel speed sensor, and 2, carrying out anti-skid processing on one side of an airplane wheel indicated by the airplane course deviation correcting instruction, and assigning the speed before the anti-skid processing of the other side of the airplane wheel to the other side of the airplane wheel so as to trigger the anti-skid processing of the other side of the airplane wheel, so that synchronous deviation correcting processing on the two sides of the airplane wheel is realized. The technical scheme of the embodiment of the invention solves the problems of potential safety hazard to aircraft landing caused by long response time, slow response speed and larger offset course angle of the existing yaw prevention control function because the course can be corrected only after the aircraft is yawed.
Description
Technical Field
The invention relates to the technical field of aircraft brake control, in particular to an aircraft anti-skid brake system based on anti-skid synchronization and an anti-yaw control method.
Background
The anti-skid braking system of the aircraft is important airborne equipment of the aircraft, and the combination coefficient of the aircraft wheel and the ground is fully utilized by adjusting the braking pressure, so that the aircraft wheel is prevented from being locked and landing safety of the aircraft under various runway conditions is ensured.
After the aircraft lands, a pilot determines the braking pressure through pedal, and the controller receives a wheel speed signal transmitted by a wheel speed sensor of the aircraft and generates corresponding braking current through closed-loop control based on the wheel speed signal, so that a hydraulic servo valve is controlled to adjust the braking pressure acting on a braking device, and the aircraft braking is realized. In the braking process, when the wheel braking moment is larger than the ground combined moment, the phenomenon of airplane slipping is caused, so that a braking system of a modern airplane has an anti-slip control function besides a braking function. The anti-skid control function can automatically adjust the braking pressure according to the current state of the runway surface, so that the braking moment is adapted to the current state of the runway surface, the phenomenon that the wheels are blocked or even burst due to skid is prevented, and higher braking efficiency is obtained.
The anti-skid control function of the aircraft is often configured with a corresponding anti-yaw control function, so that course deviation in the braking process of the aircraft is corrected, and obviously, the anti-yaw control function is critical to the landing safety of the aircraft. The existing yaw prevention control function can effectively correct yaw problems caused by overlarge wheel speed difference of the left and right sides in the anti-skid braking process of the aircraft, but the response is slow, and the course offset angle generated after correction is relatively large. The existing yaw prevention control function has the following defects that firstly, the yaw prevention control function only corrects the course after the aircraft yaw occurs, the function of leading correction is not provided, namely, the possible course deviation can not be predicted in advance according to the wheel condition when the aircraft slides, the manual intervention is performed, the correction is performed in advance, secondly, the correction instruction is longer in generation time and slow in response, and the control method is slow in response due to the fact that the aircraft is fast in the initial landing stage, so that the generated deviation course angle is relatively large, and a certain potential safety hazard exists.
Disclosure of Invention
The invention provides an anti-skid braking system and an anti-yaw control method for an airplane based on anti-skid synchronization, which aim to solve the problems that the existing anti-yaw control function can only correct the course after the airplane is yawed, and the response time is long, the response speed is slow, and the offset course angle is large, so that potential safety hazards are brought to the landing of the airplane.
The technical scheme of the invention is that the embodiment of the invention provides an anti-yaw control method of an anti-skid braking system of an airplane based on anti-skid synchronization, which comprises the following steps:
step 1, generating an airplane course deviation correcting instruction through a braking instruction stroke output by a pilot and a airplane speed signal output by a airplane speed sensor, wherein the braking instruction stroke and the airplane speed signal are acquired in real time;
And 2, performing anti-skid treatment on one side of the wheels indicated by the airplane course deviation correcting instruction, and assigning the speed before the anti-skid treatment of the side of the wheels to the other side of the wheels so as to trigger the anti-skid treatment on the other side of the wheels, thereby realizing synchronous deviation correcting treatment on the two sides of the wheels.
Optionally, in the anti-yaw control method of the anti-skid brake system of the aircraft based on the anti-skid synchronization, the aircraft course deviation rectifying instruction in the step 1 is a switching value signal, wherein "1" indicates that anti-yaw deviation rectifying processing is performed, and "0" indicates that anti-yaw deviation rectifying processing is not performed.
Optionally, in the anti-yaw control method of the anti-skid brake system of the aircraft based on the anti-skid synchronization, the method for generating the aircraft course correction instruction in the step 1 is as follows:
After the aircraft lands and enters an anti-skid braking state, when the braking instruction travel output by a pilot is greater than or equal to the preset proportion of the full braking travel, the variation of the speed of a single-side wheel in unit time is greater than or equal to the speed variation threshold value, and the slipping phenomenon of the wheel on the side occurs, the aircraft course deviation rectifying instruction is set to be 1, and the anti-skid braking control system carries out aircraft course deviation rectifying treatment;
After the aircraft lands and enters the anti-skid braking state, the aircraft course correction instruction is set to 0 in other conditions except the above conditions, and the aircraft course correction processing is not performed.
Optionally, in the anti-yaw control method of the anti-skid brake system of the aircraft based on the anti-skid synchronization, the step 2 includes:
After the aircraft lands and enters an anti-skid braking state, when a single-side wheel skids to cause an aircraft course deviation correction instruction to be set to '1', the wheel on the side triggers an anti-skid braking system to conduct anti-skid treatment on the wheel on the side, and the skid side braking pressure is released to enable the wheel on the side to change from a skid state to a rolling state;
The wheel speed of the side wheel is assigned to the wheel speed of the other side, the anti-skid function of the wheel of the other side is triggered, and the brake pressure of the other side is actively released, so that synchronous deviation rectifying treatment of the wheels of the two sides is realized.
The embodiment of the invention also provides an anti-skid synchronous-based airplane anti-skid braking system, which comprises a airplane wheel speed sensor, a braking instruction sensor and an anti-skid braking control box;
The left and right wheels of the airplane are respectively provided with a wheel speed sensor for acquiring wheel speed signals of the corresponding wheels in real time and transmitting the wheel speed signals to the anti-skid brake control box;
the brake pedal of the aircraft is provided with a brake instruction sensor which is used for acquiring brake instruction travel signals sent by a pilot through pedal stepping and transmitting the brake instruction travel signals to the anti-skid brake control box in real time;
The anti-skid brake control box is respectively connected with the airplane wheel speed sensor and the brake command sensor and is used for generating an airplane course deviation correcting command according to a brake command travel signal and an airplane wheel speed signal which are acquired in real time;
The anti-skid brake control box is also used for carrying out anti-skid treatment on one side of the wheels indicated by the airplane course deviation correcting instruction, and the speed before the anti-skid treatment of the side of the wheels is assigned to the other side of the wheels so as to trigger the anti-skid treatment on the other side of the wheels, thereby realizing synchronous deviation correcting treatment on the two sides of the wheels.
Optionally, in the anti-skid synchronization-based aircraft anti-skid brake system as described above, the manner in which the anti-skid brake control box generates the aircraft heading deviation correcting instruction is as follows:
After the aircraft lands and enters an anti-skid braking state, when the braking instruction travel output by a pilot is greater than or equal to the preset proportion of the full braking travel, the variation of the speed of a single-side wheel in unit time is greater than or equal to the speed variation threshold value, and the slipping phenomenon of the wheel on the side occurs, the aircraft course deviation rectifying instruction is set to be 1, and the anti-skid braking control system carries out aircraft course deviation rectifying treatment;
After the aircraft lands and enters the anti-skid braking state, the aircraft course correction instruction is set to 0 in other conditions except the above conditions, and the aircraft course correction processing is not performed.
Optionally, in the anti-skid synchronous-based aircraft anti-skid brake system, the brake actuating component of the aircraft anti-skid brake system comprises an electrohydraulic pressure servo valve and an electromagnetic hydraulic lock which are respectively connected with an anti-skid brake control box, and a brake device connected with the electrohydraulic pressure servo valve;
the anti-skid brake control box carries out anti-skid treatment on the unilateral machine wheel in the following way:
the anti-skid brake control box calculates corresponding anti-skid quantity according to the airplane course deviation correcting instruction, sends a lock control signal to the electromagnetic hydraulic lock to open the electromagnetic hydraulic lock, and sends a brake current value corresponding to the difference value between the digital quantity corresponding to the instruction travel signal and the anti-skid quantity to the electrohydraulic pressure servo valve, so that the electrohydraulic pressure servo valve outputs corresponding brake pressure to the brake device to generate brake moment.
Optionally, in the anti-skid synchronization-based aircraft anti-skid brake system as described above, the anti-skid brake control box performs synchronous correction processing on wheels on two sides in the following manner:
After the aircraft lands and enters an anti-skid braking state, when a single-side wheel skids to cause an aircraft course deviation correction instruction to be set to '1', the wheel on the side triggers an anti-skid braking system to conduct anti-skid treatment on the wheel on the side, and the skid side braking pressure is released to enable the wheel on the side to change from a skid state to a rolling state;
The wheel speed of the side wheel is assigned to the wheel speed of the other side, the anti-skid function of the wheel of the other side is triggered, and the brake pressure of the other side is actively released, so that synchronous deviation rectifying treatment of the wheels of the two sides is realized.
The anti-skid synchronous-based aircraft anti-skid braking system and the anti-yaw control method have the beneficial effects that after the anti-skid synchronous-based aircraft anti-skid braking system sends an aircraft course deviation correcting instruction, the time from a circuit to a hydraulic system to respond to an instruction signal is about 300ms, and because the initial stage of landing of the aircraft is high in speed, if hysteresis exists in the time of sending the aircraft course deviation correcting instruction, a large deviation course angle is generated, and the aircraft is easy to approach to the edge of a runway. The existing yaw preventing control method only sends a deviation correcting instruction when the wheel speeds of the left and right wheels differ by 30%, longer wheel speed judging time is needed, hysteresis exists in the time for sending the deviation correcting instruction, a larger deviation course angle is easy to generate, the risk of rushing out of a runway is caused, and potential safety hazards exist. The yaw prevention control method can monitor whether the airplane is yawed or not through the change of the input condition of the anti-skid braking system according to the situation of the airplane wheels when the airplane slides, once the airplane is yawed, the airplane heading is corrected in real time, the result is consistent with the expected result, the goal of correcting the airplane heading is achieved, the technical means of correcting the airplane heading in real time is adopted, the response time of yaw control can be effectively shortened, the risk that the airplane rushes out of a runway is effectively reduced, and the use reliability and safety of the anti-skid braking system are improved.
Further, the anti-yaw control method of the anti-skid braking system of the aircraft provided by the embodiment of the invention has the advantages of quick response, no hysteresis, small offset course angle and the like, overcomes the defect that the conventional yaw control method cannot correct the course of the aircraft in real time, effectively reduces the risk that the aircraft rushes out of a runway, and improves the reliability and safety of the system. The control method of the invention is not used in the national and internal anti-skid brake systems.
Drawings
The accompanying drawings are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate and do not limit the application.
FIG. 1 is a schematic diagram of an anti-skid braking system for an aircraft according to an embodiment of the present invention;
Fig. 2 is a flowchart of an anti-yaw control method of an anti-slip synchronous-based anti-slip braking system of an aircraft according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present application more apparent, embodiments of the present application will be described in detail hereinafter with reference to the accompanying drawings. It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be arbitrarily combined with each other.
As described in the background art above, the yaw preventing control function is critical to the safety of landing an aircraft, and thus, in various types of aircraft brake systems, the yaw preventing control mode is considered. The control logic of the existing yaw prevention control function is generally that an anti-slip brake control board CPU judges according to collected wheel speed signals (two wheels on the left side and two wheels on the right side are protected in pairs) in the braking process of an airplane, when the speed difference value between the speed of one side of the wheels and the speed of the other side of the wheels reaches a threshold value Vdt1, the yaw prevention control function is used for reducing the servo valve voltage on the low speed side, releasing the braking pressure on the low speed side and enabling the speed of the low speed side of the wheels to rise rapidly so as to avoid the deviation of the airplane, and when the speed difference value is smaller than the threshold value Vdt2, the yaw prevention control function is automatically disabled. The formation of the deviation rectifying command in the yaw preventing control mode requires about 50ms to 80 ms.
According to the control logic of the existing yaw preventing control function, it can be seen that although the yaw preventing control function can effectively correct the yaw problem in the braking process of the aircraft, the following disadvantages exist:
(1) The course can be corrected only after the aircraft yaw occurs, and the advanced correction function is not provided;
(2) The response time is long, and the response speed is slow;
(3) Based on the characteristic of slow response speed, the speed is higher in the initial stage of landing of the aircraft, so that the offset course angle is larger, and potential safety hazards exist.
Aiming at various problems existing in the existing anti-yaw control function, the embodiment of the invention provides an anti-yaw control method for an anti-slip synchronous airplane anti-slip brake system.
The following specific embodiments may be combined with each other, and some embodiments may not be repeated for the same or similar concepts or processes.
In order to shorten the response time of a conventional aircraft anti-yaw control method and improve the reliability and safety of the conventional aircraft anti-yaw control method, the embodiment of the invention provides an anti-yaw control method of an aircraft anti-skid brake system based on anti-skid synchronization. As shown in FIG. 1, a schematic structural diagram of an anti-skid brake system for an aircraft is provided according to an embodiment of the present invention, and an anti-yaw control method for an anti-skid brake system for an aircraft according to an embodiment of the present invention employs an electric anti-skid brake system, where the electric anti-skid brake system includes an executing component including a wheel speed sensor (mounted on a wheel and configured to collect a wheel speed signal and transmit the wheel speed signal to a control box), an anti-skid brake control box (configured to collect the wheel speed signal, a brake command signal and a brake pressure signal, and output the brake pressure signal to an electrohydraulic pressure servo valve and an electromagnetic hydraulic lock, respectively), a brake command sensor (configured to collect the brake command signal according to a voltage value output by a pedal stroke of a pilot), a brake pressure sensor (configured to collect the brake pressure signal output by the servo valve), an electrohydraulic pressure servo valve, and an electromagnetic hydraulic lock, etc.
As shown in fig. 2, a flow chart of an anti-yaw control method of an anti-slip synchronous-based anti-slip braking system of an aircraft is provided in an embodiment of the invention. The anti-yaw control method of the anti-skid braking system of the airplane based on the anti-skid synchronization can comprise the following steps:
step 1, generating an airplane course deviation correcting instruction through a braking instruction stroke output by a pilot and a airplane speed signal output by a airplane speed sensor, wherein the braking instruction stroke and the airplane speed signal are acquired in real time;
And 2, performing anti-skid treatment on one side of the wheels indicated by the airplane course deviation correcting instruction, and assigning the speed before the anti-skid treatment of the side of the wheels to the other side of the wheels so as to trigger the anti-skid treatment on the other side of the wheels, thereby realizing synchronous deviation correcting treatment on the two sides of the wheels.
The embodiment of the invention particularly provides a control method for preventing the deviation of the course of an airplane caused by overlarge wheel speed difference of left and right sides after the airplane is landed by an airplane braking system. The aircraft course deviation rectifying instruction generated in the step 1 is a switching value signal, wherein '1' indicates that the anti-yaw deviation rectifying process is performed, and '0' indicates that the anti-yaw deviation rectifying process is not performed.
In the embodiment of the present invention, the specific manner of generating the aircraft heading deviation correcting instruction in the step 1 is as follows:
After the aircraft lands and enters an anti-skid braking state, when the braking instruction travel output by a pilot is greater than or equal to the preset proportion of the full braking travel, the variation of the speed of a single-side wheel in unit time is greater than or equal to the speed variation threshold value, and the slipping phenomenon of the wheel on the side occurs, the aircraft course deviation rectifying instruction is set to be 1, and the anti-skid braking control system carries out aircraft course deviation rectifying treatment;
After the aircraft lands and enters the anti-skid braking state, the aircraft course correction instruction is set to 0 in other conditions except the above conditions, and the aircraft course correction processing is not performed.
In the embodiment of the present invention, the specific implementation manner of the step 2 includes:
After the aircraft lands and enters an anti-skid braking state, when a single-side wheel skids to cause an aircraft course deviation correction instruction to be set to '1', the wheel on the side triggers an anti-skid braking system to conduct anti-skid treatment on the wheel on the side, and the skid side braking pressure is released to enable the wheel on the side to change from a skid state to a rolling state;
The wheel speed of the side wheel is assigned to the wheel speed of the other side, the anti-skid function of the wheel of the other side is triggered, and the brake pressure of the other side is actively released, so that synchronous deviation rectifying treatment of the wheels of the two sides is realized.
As shown in fig. 1, the embodiment of the invention also provides an anti-skid synchronous-based anti-skid braking system for an aircraft, which adopts an electric anti-skid braking system, and can comprise a wheel speed sensor, a braking instruction sensor and an anti-skid braking control box.
In the embodiment of the invention, the left and right wheels of the airplane are respectively provided with the wheel speed sensors for acquiring the wheel speed signals of the corresponding wheels in real time and transmitting the wheel speed signals to the anti-skid brake control box.
In the embodiment of the invention, a brake instruction sensor is arranged on an aircraft brake pedal and is used for collecting brake instruction travel signals sent by a pilot through pedal stepping and transmitting the brake instruction travel signals to an anti-skid brake control box in real time, wherein the brake instruction travel signals are actually travel corresponding to voltage values.
In the embodiment of the invention, the anti-skid brake control box is respectively connected with the wheel speed sensor and the brake command sensor and is used for generating an airplane course deviation correcting command according to a brake command travel signal and a wheel speed signal acquired in real time.
In the embodiment of the invention, the anti-skid brake control box is also used for carrying out anti-skid treatment on one side of the wheels indicated by the airplane course deviation correcting instruction, and the speed before the anti-skid treatment of the side of the wheels is assigned to the other side of the wheels so as to trigger the anti-skid treatment on the other side of the wheels, thereby realizing synchronous deviation correcting treatment on the two sides of the wheels.
In one implementation manner of the embodiment of the invention, the implementation manner of generating the airplane course deviation correcting instruction by the anti-skid brake control box is as follows:
After the aircraft lands and enters an anti-skid braking state, when the braking instruction travel output by a pilot is greater than or equal to the preset proportion of the full braking travel, the variation of the speed of a single-side wheel in unit time is greater than or equal to the speed variation threshold value, and the slipping phenomenon of the wheel on the side occurs, the aircraft course deviation rectifying instruction is set to be 1, and the anti-skid braking control system carries out aircraft course deviation rectifying treatment;
After the aircraft lands and enters the anti-skid braking state, the aircraft course correction instruction is set to 0 in other conditions except the above conditions, and the aircraft course correction processing is not performed.
In practical application, the brake execution component of the aircraft anti-skid brake system comprises an electrohydraulic pressure servo valve and an electromagnetic hydraulic lock which are respectively connected with an anti-skid brake control box, and a brake device connected with the electrohydraulic pressure servo valve.
In one implementation of the embodiment of the invention, the anti-skid brake control box performs anti-skid treatment on the single-side wheel in the following manner:
The anti-skid brake control box calculates corresponding anti-skid quantity according to the airplane course deviation correcting instruction, sends a lock control signal to the electromagnetic hydraulic lock to open the electromagnetic hydraulic lock, and sends a brake current value corresponding to the difference value between the digital quantity corresponding to the instruction travel signal and the anti-skid quantity to the electrohydraulic pressure servo valve, so that the electrohydraulic pressure servo valve outputs corresponding brake pressure to the brake device to generate brake moment.
In another implementation manner of the embodiment of the invention, the synchronous deviation correction processing mode of the antiskid brake control box on the two side wheels is as follows:
After the aircraft lands and enters an anti-skid braking state, when a single-side wheel skids to cause an aircraft course deviation correction instruction to be set to '1', the wheel on the side triggers an anti-skid braking system to conduct anti-skid treatment on the wheel on the side, and the skid side braking pressure is released to enable the wheel on the side to change from a skid state to a rolling state;
The wheel speed of the side wheel is assigned to the wheel speed of the other side, the anti-skid function of the wheel of the other side is triggered, and the brake pressure of the other side is actively released, so that synchronous deviation rectifying treatment of the wheels of the two sides is realized.
According to the anti-yaw control method for the anti-skid synchronous-based aircraft anti-skid braking system, after the anti-skid braking system of the aircraft sends an aircraft course deviation correcting instruction, the time from a circuit to a hydraulic system to respond to an instruction signal is about 300ms, and because the initial stage of landing of the aircraft is high in speed, if hysteresis exists in the time for sending the aircraft course deviation correcting instruction, a large deviation course angle is generated, and the aircraft is easy to approach to the edge of a runway. The existing yaw preventing control method only sends a deviation correcting instruction when the wheel speeds of the left and right wheels differ by 30%, longer wheel speed judging time is needed, hysteresis exists in the time for sending the deviation correcting instruction, a larger deviation course angle is easy to generate, the risk of rushing out of a runway is caused, and potential safety hazards exist. The yaw prevention control method can monitor whether the airplane is yawed or not through the change of the input condition of the anti-skid braking system according to the situation of the airplane wheels when the airplane slides, once the airplane is yawed, the airplane heading is corrected in real time, the result is consistent with the expected result, the goal of correcting the airplane heading is achieved, the technical means of correcting the airplane heading in real time is adopted, the response time of yaw control can be effectively shortened, the risk that the airplane rushes out of a runway is effectively reduced, and the use reliability and safety of the anti-skid braking system are improved.
Further, the anti-yaw control method of the anti-skid braking system of the aircraft provided by the embodiment of the invention has the advantages of quick response, no hysteresis, small offset course angle and the like, overcomes the defect that the conventional yaw control method cannot correct the course of the aircraft in real time, effectively reduces the risk that the aircraft rushes out of a runway, and improves the reliability and safety of the system. The control method of the invention is not used in the national and internal anti-skid brake systems. The anti-yaw control method of the anti-slip synchronous-based airplane anti-slip braking system provided by the embodiment of the invention is compared with a conventional anti-yaw control method, and is shown in the following table 1.
Table 1 comparison of the control method of the present invention with the conventional control method
| Project description | The control method of the invention | Conventional control method |
| Hysteresis of | Without any means for | Has the following components |
| Offset heading angle | Smaller size | Larger size |
| Safety of | High height | Low and low |
The following describes in detail an implementation manner of the anti-yaw control method of the anti-slip synchronous-based anti-slip braking system of the aircraft according to an embodiment of the present invention.
The embodiment is the practical application of the anti-yaw control method for the anti-slip synchronous-based anti-slip braking system of the airplane, which is provided by the invention, on the anti-slip braking system of a certain airplane. The main function of the anti-skid braking system of the certain type of airplane is to control the anti-skid braking of the airplane after landing, and the airplane course is offset due to the skid of tires and other reasons in the anti-skid braking process of the airplane, so that the anti-yaw control technology is important for safe landing of the airplane.
The anti-yaw control method of the anti-skid brake system of the aircraft is realized through the following steps of first, second and third. Step one, determining the system state, wherein yaw control can only work when the anti-skid brake system works normally, step two, generating a course deviation rectifying instruction, namely generating a course deviation rectifying instruction by the anti-skid brake system of the aircraft according to the current pilot instruction stroke and a signal of a wheel speed sensor after the anti-skid brake system of the aircraft works in a preliminary power supply mode, and when the instruction is set to be 1, performing yaw control work, and when the course deviation rectifying instruction in the step two is 1, performing deviation rectifying control on the course of the aircraft.
This particular embodiment is based on an electric anti-skid braking system with a control period of 20ms. According to the anti-yaw control method, the anti-yaw control is carried out on the control of the anti-skid brake controller in the anti-skid brake system of the aircraft, and the anti-yaw control function of the aircraft is achieved by judging the hardware signals collected by the anti-skid brake controller.
The specific embodiment comprises the following implementation steps:
step one, determining whether an anti-skid brake system of an airplane is in a normal working state, and ensuring that the brake system has no faults through BIT fault detection, wherein the specific implementation modes are as follows:
and the anti-skid brake controller in the anti-skid brake system sends out a BIT fault detection signal, each component in the anti-skid brake system responds to the BIT fault detection signal and generates a feedback signal, and the anti-skid brake controller receives the feedback signal. If the anti-slip braking system has no fault, the anti-yaw control function responds to work, and if the anti-slip braking system has fault, the anti-yaw control function does not respond to work.
Generating a course deviation correcting instruction by the aircraft anti-skid braking system;
And the aircraft anti-skid braking system generates an aircraft course deviation rectifying instruction according to the pilot command travel signal and the wheel speed signal of the wheel speed sensor. The course deviation rectifying instruction is used for determining whether to carry out deviation rectifying processing on the course of the airplane. The course deviation rectifying instruction is a switching value signal, wherein '1' indicates that the yaw preventing deviation rectifying treatment is carried out, and '0' indicates that the yaw preventing deviation rectifying treatment is not carried out. The speed signal range of the wheel speed sensor is 0-300 km/h, and the braking instruction travel signal range of the pilot is 0-7V. The course deviation correcting instruction generation process of the airplane is as follows:
After the aircraft lands and enters an anti-skid braking state, when a braking instruction travel signal output by a pilot is greater than or equal to a preset proportion (for example, 85% -95% of full braking) of full braking travel, namely, the pilot does not have the intention of changing the aircraft course, the variation of the speed of the left wheel in unit time is greater than or equal to a speed variation threshold, and when the left wheel has a slipping phenomenon, the aircraft course deviation correcting instruction is set to '1', and the anti-skid braking control system carries out aircraft course deviation correcting treatment. Or alternatively
After the aircraft lands and enters an anti-skid braking state, when a braking instruction travel signal output by a pilot is greater than or equal to a preset proportion (for example, 85% -95% of full braking) of full braking travel, namely, the pilot does not have the intention of changing the aircraft course, the variation of the speed of the right-side wheel in unit time is greater than or equal to a speed variation threshold, and when the right-side wheel has a slipping phenomenon, the aircraft course deviation correcting instruction is set to '1', and the anti-skid braking control system carries out aircraft course deviation correcting treatment.
After the aircraft lands and enters the anti-skid braking state, the pilot does not have a course correction intention except for the above conditions, and the aircraft course correction instruction is set to 0, so that the aircraft course correction processing is not performed.
In this embodiment, the various conditions of the correction instruction response are as follows:
1) The speeds of the left and right wheels are simultaneously set at 200km/h, 6.3V brake pressure (maximum brake pressure) is simultaneously injected into the left and right channels of the anti-skid brake controller, and when the left and right wheels do not slip, the hydraulic servo valve outputs corresponding brake current values according to a given brake instruction. The left hydraulic servo valve current I f1 =46 mA and the right hydraulic servo valve current I f2 =46 mA, the heading offset cannot occur, and the deviation correction command is set to be 0.
2) When the left wheel speed is reduced to 30km/h and the left wheel speed is forcibly triggered to carry out anti-skid treatment on the left wheel when the left wheel speed is reduced to 30km/h due to the change of the runway combination coefficient, the left hydraulic servo valve current is reduced to I f1 =4mA, the right hydraulic servo valve current I f2 =46 mA, the aircraft heading is offset leftwards at the moment, the deviation correction instruction is set to be '1', and the anti-yaw control function works.
3) The speed of the left side machine wheel and the speed of the right side machine wheel are simultaneously set at 200km/h, 6.3V brake pressure (maximum brake pressure) is simultaneously injected into a left channel and a right channel of an anti-skid brake controller, when the speed of the right side machine wheel is reduced to 30km/h due to the change of a runway combination coefficient, an anti-skid brake system is forcibly triggered to conduct anti-skid treatment on the machine wheel at the side, at the moment, the current I f1 =46 mA of a left side hydraulic servo valve and the current of a right side hydraulic servo valve are reduced to I f2 =4 mA, at the moment, the heading of an airplane can shift rightwards, a deviation rectifying instruction is set at '1', and the anti-yaw control function works.
4) The speeds of the left and right side wheels are simultaneously set at 200km/h, 6.3V brake pressure (maximum brake pressure) is simultaneously injected into the left and right channels of the anti-skid brake controller, when the left and right side wheels simultaneously skid due to the change of the runway combination coefficient, the left and right side wheels simultaneously and forcedly trigger the anti-skid brake system to conduct anti-skid treatment on the side wheels, the airplane heading does not need to be actively corrected, and a correction instruction is set at 0.
Correcting deviation;
When the aircraft lands and enters an anti-skid braking state, when an aircraft course deviation correcting instruction is set to '1', the left wheel can be forcibly triggered to conduct anti-skid treatment on the left wheel by the anti-skid braking system, the skid side braking pressure is released, the left wheel is changed into a rolling state from sliding, the tire detachment and tire burst of the wheel are avoided, meanwhile, the left wheel speed is assigned to the right wheel speed, the anti-skid function of the right wheel is triggered (the right wheel speed after assignment is compared with a reference speed, namely, anti-skid is triggered), the right braking pressure is actively released, and finally, the left wheel braking pressure and the right wheel braking pressure are slowly increased to an output pressure value corresponding to the braking instruction stroke before deviation correction simultaneously, so that the synchronization of the left wheel speed and the right wheel speed is ensured, and the aircraft course is corrected.
When the airplane lands and enters an anti-skid braking state, when an airplane course deviation correction instruction is set to be 1, the state of the right side wheel can forcedly trigger an anti-skid braking system to conduct anti-skid treatment on the right side wheel, skid side braking pressure is released, the side wheel is changed into a rolling state from sliding, tire detachment and tire burst of the wheel are avoided, meanwhile, the right side wheel speed is assigned to the left side wheel speed, an anti-skid function of the left side wheel is triggered, the left side braking pressure is actively released, and finally, the left side wheel braking pressure and the right side wheel braking pressure are slowly risen to output pressure values corresponding to the instruction at the same time, the synchronization of the left side wheel speed and the right side wheel speed is ensured, and the airplane course is corrected.
The process control period is typically 20ms to 40ms.
In this embodiment, the various conditions of the heading correction response are as follows:
1) The speeds of the left and right wheels are simultaneously set at 200km/h, 6.3V brake pressure is simultaneously injected into the left and right channels of the anti-skid brake controller, the left and right wheels do not slip, and when the deviation correction instruction is set at 0, the aircraft does not generate course deviation, and active deviation correction is not needed.
2) The wheel speeds of the left side and the right side are simultaneously set at 200km/h, 6.3V brake pressure is simultaneously injected into the left channel and the right channel of the anti-skid brake controller, the left side wheel slips due to the change of the runway combination coefficient, the deviation correction instruction is set at '1', and when the wheel speed of the left side wheel is reduced to 30km/h, the anti-skid brake controller can forcedly trigger the anti-skid brake system to conduct anti-skid treatment on the side wheel, and the slipping state is relieved. The left hydraulic servo valve current is reduced to I f1 =4 mA, the right hydraulic servo valve current I f2 =46 mA, at the moment, the left wheel speed is assigned to the right wheel speed, the right wheel anti-skid function is triggered, the right hydraulic servo valve current is reduced to I f2 =4 mA, the right wheel actively reduces the braking pressure of the right wheel, and then the left braking current and the right braking current are slowly restored to I f1＝46mA,If2 =46 mA.
3) The speeds of the left and right wheels are simultaneously set at 200km/h, 6.3V brake pressure is simultaneously injected into the left and right channels of the anti-skid brake controller, the right wheel slips due to the change of the runway combination coefficient, the deviation correction instruction is set at '1', and when the speed of the right wheel is reduced to 30km/h, the anti-skid brake controller can forcibly trigger the anti-skid brake system to conduct anti-skid treatment on the right wheel, and the slipping state is relieved. The right hydraulic servo valve current is reduced to I f2 =4mA, the left hydraulic servo valve current I f1 =46 mA, at the moment, the right wheel speed is assigned to the left wheel speed, the left wheel anti-skid function is triggered, the left hydraulic servo valve current is reduced to I f1 =4mA, the left wheel actively reduces the brake pressure of the left wheel, and then the left side and the right side are simultaneously restored to I f1＝46mA,If2 =46 mA at the same pressurizing speed.
4) The speeds of the left and right wheels are simultaneously set at 200km/h, 6.3V brake pressure is simultaneously injected into the left and right channels of the anti-skid brake controller, when the left and right wheels simultaneously skid due to the change of the runway combination coefficient, the deviation correction instruction is set at 0, and the left and right wheels simultaneously and forcedly trigger the anti-skid brake system to conduct anti-skid treatment on the wheels on the side without actively correcting the heading of the aircraft.
In the specific embodiment, whether the aircraft is yawed or not is monitored through the change of the input condition of the anti-skid braking system, once the aircraft is yawed, the aircraft course is corrected in real time, and the result is consistent with the expected result, so that the aim of correcting the aircraft course is fulfilled. Test results show that the anti-yaw control method for the anti-skid synchronous-based aircraft anti-skid braking system provided by the embodiment of the invention can effectively shorten the response time of yaw control and improve the use reliability and safety of the anti-skid braking system.
Although the embodiments of the present invention are described above, the embodiments are only used for facilitating understanding of the present invention, and are not intended to limit the present invention. Any person skilled in the art can make any modification and variation in form and detail without departing from the spirit and scope of the present disclosure, but the scope of the present disclosure is to be determined by the appended claims.
Claims (4)
1. An anti-yaw control method of an anti-skid braking system of an aircraft based on anti-skid synchronization is characterized by comprising the following steps:
step 1, generating an airplane course deviation correcting instruction through a braking instruction stroke output by a pilot and a airplane speed signal output by a airplane speed sensor, wherein the braking instruction stroke and the airplane speed signal are acquired in real time;
Step 2, performing anti-skid treatment on one side of the wheels indicated by the airplane course deviation correcting instruction, and assigning the speed before the anti-skid treatment of the side of the wheels to the other side of the wheels so as to trigger the anti-skid treatment on the other side of the wheels, thereby realizing synchronous deviation correcting treatment on the two sides of the wheels;
The airplane course deviation rectifying instruction in the step 1 is a switching value signal, wherein '1' indicates that anti-yaw deviation rectifying treatment is carried out, and '0' indicates that anti-yaw deviation rectifying treatment is not carried out;
the method for generating the airplane course correction instruction in the step 1 is as follows:
After the aircraft lands and enters an anti-skid braking state, when the braking instruction travel output by a pilot is greater than or equal to the preset proportion of the full braking travel, the variation of the speed of a single-side wheel in unit time is greater than or equal to the speed variation threshold value, and the slipping phenomenon of the wheel on the side occurs, the aircraft course deviation rectifying instruction is set to be 1, and the anti-skid braking control system carries out aircraft course deviation rectifying treatment;
After the aircraft lands and enters an anti-skid braking state, the aircraft course correction instruction is set to 0 in other conditions except the above conditions, and the aircraft course correction processing is not performed;
the brake execution component of the aircraft anti-skid brake system comprises an electrohydraulic pressure servo valve, an electromagnetic hydraulic lock and a brake device connected with the electrohydraulic pressure servo valve, wherein in the step 2, the anti-skid treatment mode of one side wheel indicated by an aircraft course deviation correcting instruction is as follows:
And calculating the corresponding anti-slip quantity according to the aircraft course deviation correcting instruction, sending a lock control signal to the electromagnetic hydraulic lock to open the electromagnetic hydraulic lock, and sending a brake current value corresponding to the difference value between the digital quantity corresponding to the instruction travel signal and the anti-slip quantity to the electrohydraulic pressure servo valve so that the electrohydraulic pressure servo valve outputs the corresponding brake pressure to the brake device to generate a brake moment.
2. The anti-yaw control method of an anti-skid brake system of an aircraft based on anti-skid synchronization according to claim 1, wherein the step 2 comprises:
After the aircraft lands and enters an anti-skid braking state, when a single-side wheel skids to cause an aircraft course deviation correction instruction to be set to '1', the wheel on the side triggers an anti-skid braking system to conduct anti-skid treatment on the wheel on the side, and the skid side braking pressure is released to enable the wheel on the side to change from a skid state to a rolling state;
The wheel speed of the side wheel is assigned to the wheel speed of the other side, the anti-skid function of the wheel of the other side is triggered, and the brake pressure of the other side is actively released, so that synchronous deviation rectifying treatment of the wheels of the two sides is realized.
3. An aircraft anti-skid braking system based on anti-skid synchronization is characterized by comprising a wheel speed sensor, a braking instruction sensor and an anti-skid braking control box;
The left and right wheels of the airplane are respectively provided with a wheel speed sensor for acquiring wheel speed signals of the corresponding wheels in real time and transmitting the wheel speed signals to the anti-skid brake control box;
the brake pedal of the aircraft is provided with a brake instruction sensor which is used for acquiring brake instruction travel signals sent by a pilot through pedal stepping and transmitting the brake instruction travel signals to the anti-skid brake control box in real time;
The anti-skid brake control box is respectively connected with the airplane wheel speed sensor and the brake command sensor and is used for generating an airplane course deviation correcting command according to a brake command travel signal and an airplane wheel speed signal which are acquired in real time;
the anti-skid brake control box is also used for carrying out anti-skid treatment on one side of the wheels indicated by the airplane course deviation correcting instruction, and triggering the anti-skid treatment on the other side of the wheels by assigning the speed before the anti-skid treatment of the other side of the wheels to realize synchronous deviation correcting treatment on the two sides of the wheels;
The way for generating the airplane course deviation correcting instruction by the anti-skid brake control box is as follows:
After the aircraft lands and enters an anti-skid braking state, when the braking instruction travel output by a pilot is greater than or equal to the preset proportion of the full braking travel, the variation of the speed of a single-side wheel in unit time is greater than or equal to the speed variation threshold value, and the slipping phenomenon of the wheel on the side occurs, the aircraft course deviation rectifying instruction is set to be 1, and the anti-skid braking control system carries out aircraft course deviation rectifying treatment;
After the aircraft lands and enters an anti-skid braking state, the aircraft course correction instruction is set to 0 in other conditions except the above conditions, and the aircraft course correction processing is not performed;
The brake execution part of the aircraft anti-skid brake system comprises an electrohydraulic pressure servo valve and an electromagnetic hydraulic lock which are respectively connected with an anti-skid brake control box, and a brake device connected with the electrohydraulic pressure servo valve;
the anti-skid brake control box carries out anti-skid treatment on the unilateral machine wheel in the following way:
the anti-skid brake control box calculates corresponding anti-skid quantity according to the airplane course deviation correcting instruction, sends a lock control signal to the electromagnetic hydraulic lock to open the electromagnetic hydraulic lock, and sends a brake current value corresponding to the difference value between the digital quantity corresponding to the instruction travel signal and the anti-skid quantity to the electrohydraulic pressure servo valve, so that the electrohydraulic pressure servo valve outputs corresponding brake pressure to the brake device to generate brake moment.
4. The antiskid synchronized aircraft antiskid braking system according to claim 3, wherein,
The synchronous deviation rectifying treatment mode of the antiskid brake control box to the wheels at two sides is as follows:
After the aircraft lands and enters an anti-skid braking state, when a single-side wheel skids to cause an aircraft course deviation correction instruction to be set to '1', the wheel on the side triggers an anti-skid braking system to conduct anti-skid treatment on the wheel on the side, and the skid side braking pressure is released to enable the wheel on the side to change from a skid state to a rolling state;
The wheel speed of the side wheel is assigned to the wheel speed of the other side, the anti-skid function of the wheel of the other side is triggered, and the brake pressure of the other side is actively released, so that synchronous deviation rectifying treatment of the wheels of the two sides is realized.
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