[0030] In order to make the objectives, technical solutions and advantages of the present invention clearer, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that, the embodiments in the present application and the features in the embodiments may be arbitrarily combined with each other if there is no conflict.
[0031] The operation mode of the aircraft brake device shown in this embodiment is a hand brake and a foot differential aircraft brake system. like figure 1 As shown, the aircraft brake device includes a hydraulic brake valve 1 and a brake distribution valve 2. The hydraulic brake valve 1 is used to start the brake, issue brake commands and provide brake pressure to the wheel brake device, and the brake distribution valve 2 is used to control the brake after starting the brake. Aircraft direction braking correction and aircraft taxiing ground turn. The oil inlet of hydraulic brake valve 1 is connected with the hydraulic pipeline of the pressure supply source of the aircraft brake system, the oil return port of the hydraulic brake valve 1 is connected with the oil return pipeline of the aircraft brake system, and the brake port of the hydraulic brake valve 1 is connected with the hydraulic pressure of the oil inlet of the brake distribution valve 2. Pipeline connection; brake distribution valve 2 has two brake ports: left brake port and right brake port, said left brake port and right brake port are respectively connected with the oil inlet of left electro-hydraulic servo valve 3 and the right electro-hydraulic servo valve 4 The hydraulic pipeline of the oil inlet of the brake distribution valve is connected to the oil return pipeline of the aircraft brake system. Manually operate the hydraulic brake valve 1 to brake the wheels of the aircraft. The braking pressures of the left wheel 8 and the right wheel 9 are equal, and the aircraft moves in a straight line and decelerates; Realize braking deviation correction and ground turning, and change the direction of aircraft movement. When the driver's left and right feet do not operate the brake distribution valve 2, the brake distribution valve 2 is equivalent to a section of pipeline.
[0032] An aircraft anti-skid braking control method and system, the control system comprises: anti-skid braking control box 5, left electro-hydraulic servo valve 3 and right electro-hydraulic servo valve 4, left wheel speed sensor 6 and right wheel speed sensor 7, Left pressure sensor 11 and right pressure sensor 12 .
[0033] The electrical connection of the left electro-hydraulic servo valve 3 and the electrical interface of the right electro-hydraulic servo valve 4 are respectively electrically connected with the left valve current output terminal and the right valve current output terminal of the electrical interface of the anti-skid brake control box 5, and the left electro-hydraulic servo valve 3 The oil inlet and the oil inlet of the right electro-hydraulic servo valve 4 are respectively connected with the hydraulic pipeline of 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 right electro-hydraulic servo valve The oil return port of 4 is connected with the oil return pipeline of the aircraft brake system. Under the condition that no anti-skid control current is obtained, the left electro-hydraulic servo valve 3 and the right electro-hydraulic servo valve 4 are equivalent to a section of pipeline.
[0034] The electrical interfaces of the left wheel speed sensor 6 and the right wheel speed sensor 7 are respectively electrically connected to the left wheel speed input end and the right wheel speed input end of the electrical interface of the anti-skid brake control box 5 .
[0035] The hydraulic interfaces of the left pressure sensor 11 and the right pressure sensor 12 are respectively connected with the hydraulic pipelines of the left brake port and the right brake port of the brake distribution valve 2 , and the electrical interfaces of the left pressure sensor 11 and the right pressure sensor 12 are respectively connected with the anti-skid brake control box 5 . The left pressure input end and the right pressure input end of the electrical interface are electrically connected.
[0036]The electrical interface of the anti-skid brake control box 5 is respectively the electrical interface of the left electro-hydraulic servo valve 3 and the right electro-hydraulic servo valve 4, the left wheel speed sensor 6 and the right wheel speed sensor 7, the left pressure sensor 11 and the right pressure sensor 12. In addition, the electrical interface of the anti-skid brake control box 5 is provided with an aircraft speed input terminal, and the aircraft speed input terminal of the electrical interface of the anti-skid brake control box 5 is electrically connected with the aircraft speed signal source, which includes the aircraft flight parameter system, the aircraft speed signal source. The front wheel speed sensor, in this embodiment, the signal source is the aircraft flight parameter system, and the aircraft speed signal is provided by the aircraft flight parameter system 10 .
[0037] like figure 2 As shown, the control method includes:
[0038] The first step is to collect the speed of the aircraft.
[0039] The aircraft speed is provided by the aircraft flight parameter system, or provided by the aircraft front wheel speed sensor. In this embodiment, the aircraft speed is provided by the aircraft flight parameter system.
[0040] The second step is to collect the wheel speed.
[0041] Wheel speed is provided by the left and right wheel speed sensors of the aircraft.
[0042] The third step is to collect the command brake pressure.
[0043] The commanded brake pressure is provided by the left and right pressure sensors.
[0044] The fourth step is to determine the anti-skid control operation.
[0045] Determines whether antiskid control operates or exits based on aircraft speed or the difference in left and right commanded brake pressures:
[0046] When the aircraft speed is higher than the anti-skid failure speed, the anti-skid brake control box performs anti-skid control. When the aircraft speed is lower than the anti-skid failure speed, the anti-skid brake control box exits the anti-skid control.
[0047] The anti-skid failure speed is generally 25-35km/h, and the anti-skid failure speed in this embodiment is 30km/h.
[0048] When the difference between the left and right commanded brake pressures is less than the set value, the anti-skid brake control box performs anti-skid control. When the left and right command brake pressure difference is greater than the set value, the anti-skid brake control box exits the anti-skid control.
[0049] The set value of the left and right command brake pressure difference is 2.5MPa, or 25% of the maximum brake pressure. In this embodiment, the maximum brake pressure is 10MPa, and the set value of the left and right command brake pressure difference is 2.5MPa.
[0050] The fifth step is to determine the anti-skid control current.
[0051] When the aircraft speed is higher than the anti-skid failure speed, and the left and right command brake pressure difference is less than the set value, according to the brake wheel slip state reflected by the wheel speed signal, if the brake wheel slip exceeds the threshold, the anti-skid brake control box sends the electro-hydraulic servo The valve sends out a corresponding anti-skid control current to relieve the wheel from slipping.
[0052] Anti-skid control according to the prior art.
[0053] The embodiments of the present invention provide a control method and system for ensuring the braking and turning of an aircraft. By adding an aircraft speed signal and a pressure sensor to collect the commanded braking pressure of the left and right wheels, the difference between the aircraft speed and the commanded braking pressure is used as a decision parameter for exiting anti-skid control. , as long as the speed of the aircraft during the braking turn is within the anti-skid failure speed, the anti-skid brake control box will exit the anti-skid control, or as long as the left and right command brake pressure difference is greater than the set value, the anti-skid brake control box will also exit the anti-skid control to ensure the ground braking and turning at low speed. The coasting brake is not disturbed by spurious signal-induced anti-skid control. The invention has a reasonable structure, is simple and easy to operate, and can effectively solve the problems in the prior art that some aircraft are difficult to turn or even cannot turn on the ground, as well as the inability to brake the car and the low braking efficiency in low-speed taxiing. Timely and effective anti-skid control to avoid tire burst. In the case 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 to determine whether to operate the anti-skid control. The anti-interference of the system ensures the effective execution of the driver's braking command or braking turning command, which is beneficial to flight safety.
[0054] Although the embodiments disclosed in the present invention are as above, the described contents are only the embodiments adopted to facilitate the understanding of the present invention, and are not intended to limit the present invention. Any person skilled in the art to which the present invention belongs, without departing from the spirit and scope disclosed by the present invention, can make any modifications and changes in the form and details of the implementation, but the scope of the patent protection of the present invention still needs to be The scope defined by the appended claims shall prevail.
