Controller and control method for magneto-rheological damper of landing gear of aircraft

Abstract

The invention belongs to the technical field of aircraft, and discloses a controller and control method for a magneto-rheological damper of a landing gear of an aircraft. A core control module is separately connected to a landing-gear position indication system and a flight management computer through data buses; an angle sensor feeds back the swing state of aircraft wheels; and a current sensor feeds back actual working electric currents of coils of the damper. The control method comprises the steps of determining, during the landing and taxiing of the aircraft, the operation state of the controller by virtue of a landing-gear deploying-and-retracting state acquired by the landing-gear position indication system and the flight altitude and flight state acquired by the flight management computer, calculating the working electric currents required for the coils of the magneto-rheological damper according to the swing state of the aircraft wheels acquired by the angle sensor and the aircraft speed, descent rate and load data acquired by the flight management computer, controlling a current driving module to output target currents, and controlling the output damping of the magneto-rheological damper. The controller and control method for the magneto-rheological damper of the landing gear of the aircraft can adjust the damping force of the magneto-rheological damper in real time according to the shimmy state of the landing gear, and effectively suppress the shimmy of the landing gear.

Description

technical field [0001] The invention belongs to the technical field of aircraft, and in particular relates to a controller and a control method for a magneto-rheological damper of an aircraft landing gear. Background technique [0002] At present, the existing technologies commonly used in the industry are as follows: During take-off, landing and high-speed taxiing, when the aircraft is affected by factors such as crosswind or ground lateral impact, the front wheels of the landing gear will deflect around the central axis of its pillars to swing left and right, and swing with the increase of taxiing speed It becomes more and more severe, causing the coupling of the two forms of lateral and torsional motion; due to the nonlinear characteristics of tire deformation, alternately deformed tires produce alternating loads, resulting in shimmy. The shimmy phenomenon causes serious discomfort to the driver and passengers, reduces the due service time of the aircraft, and even has t...

AI Technical Summary

Problems solved by technology

[0004] (1) The existing oil-type damper can only passively eliminate shimmy vibration by consuming energy. During operation, the damping characteristics of the damper can only be changed by adjusting the internal damping gap of the damper and replacing the damping structure. However, the adjustment of the damping gap and the structure is time-consuming and laborious, and the adjustment can only be made after the shimmy occurs, and the real-time performance is poor

[0005] (2) During the operation of the aircraft, the deflection of the wheel at the neutral position is asymmetric due to the different wear of the tires on both sides of the wheel and the leakage of hydraulic oil. Causes changes in the shimmy damping characteristics and aggravates the shimmy phenomenon

Due to the non-adjustable oil viscosity of the traditional oil-type shimmy damper, and it is easily affected by temperature and oil compressibility, regular maintenance can only alleviate this phenomenon, and it is difficult to ensure the dynamic stability of the aircraft under some special working conditions

[0006] (3) The vibration of the aircraft wheel is high-frequency and small-scale vibration, and its maximum swing frequency can reach more than 20Hz, which requires high frequency response characteristics and control accuracy of the controller. The existing magneto-rheological damper controller can only respond at a maximum of about 10Hz large vibration, unable to meet the control requirements of the shock absorber

However, this kind of active control device needs to introduce a large amount of energy from the outside of the shock absorber, and the energy consumption is high; secondly, the active control device has a large volume and weight, and it is difficult to find a suitable space for installation on the aircraft; at the same time, the active control device needs to collect a large amount of energy. The sensor feedback data, such as shimmy angle, shimmy frequency, hydraulic oil temperature and pressure, etc., has complex structure, poor stability and difficult maintenance

Therefore, it is difficult to realize the active control of the oil-type shock absorber

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