Aircraft front wheel electrical zero calibration method, device, equipment and medium

Abstract

The invention discloses an aircraft front wheel electrical zero calibration method, device and equipment and a medium, relates to the technical field of aircraft front wheel control, is applied to ground comprehensive maintenance equipment, and comprises the steps that a target angle instruction is used for controlling a scale line of a rotating sleeve in a nose landing gear to be aligned with a scale line of a front supporting column outer cylinder; a front wheel shimmy damping instruction is sent to a front wheel operation control box of the aircraft, so that the front wheel operation control box controls front wheels to keep stable; the current angle information of the front wheel angle sensor is determined as current electrical zero position reference information; the front wheel and the rotating sleeve are controlled to rotate through a front wheel rotating instruction, and if the deflection angle of the scale mark of the rotating sleeve is matched with the front wheel rotating instruction, it is judged that front wheel electrical zero calibration of the aircraft is completed. And the accuracy and simplicity of the electrical zero calibration of the airplane front wheel are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft nose wheel control, and particularly to an aircraft nose wheel electrical zero position calibration method, device, equipment and medium. Background Art

[0002] The aircraft nose wheel control system is an important means of direction control during aircraft takeoff and landing and when driving in and out. The nose wheel electrical zero position, as the reference for nose wheel angle feedback and nose wheel angle closed-loop control, its accuracy is a key factor for the aircraft to maintain straight running and direction control.

[0003] The traditional nose wheel electrical zero position calibration process is to jack up the aircraft with multiple aircraft supports and multiple maintenance personnel cooperating, so that all tires leave the ground, the nose landing gear is in a fully extended state, there is high-pressure gas inside the nose landing gear shock strut, the piston rod meshes with the internal cam of the front strut outer cylinder, and the piston rod will extend and rotate under the action of high-pressure gas and the cam mechanism. The position where the piston rod finally stops is the mechanical zero position. During this process, since the nose wheel and the nose wheel control actuator are connected to the piston rod through a mechanism, they will also be in the mechanical zero position. Then, after removing dozens of screws on the fuselage and opening the skin or cover plate, find the nose wheel control box and press the zero adjustment switch on the control box to achieve the purpose of zero position calibration. The traditional method requires jacking up the aircraft and manually touching the nose wheel control box for zero adjustment, with a large workload, poor accessibility, and affected by uncertain factors such as manufacturing tolerances and assembly tolerances of the cam mechanism inside the shock strut and mechanism wear. The mechanical zero position itself has poor accuracy, and the general tolerance range is ±1.5°, which is not conducive to the straight taxiing and deviation correction of the aircraft.

[0004] In summary, how to improve the accuracy and simplicity of aircraft nose wheel electrical zero position calibration is a problem to be solved in this field. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide an aircraft nose wheel electrical zero position calibration method, device, equipment and medium to improve the accuracy and simplicity of aircraft nose wheel electrical zero position calibration. The specific solutions are as follows:

[0006] In a first aspect, the present application discloses an aircraft nose wheel electrical zero position calibration method, which is applied to a ground comprehensive maintenance device and includes:

[0007] Using a target angle command to control the scale line of the rotating sleeve in the nose landing gear to align with the scale line of the front strut outer cylinder;

[0008] Sending a nose wheel anti-shimmy command to the nose wheel control box of the aircraft so that the nose wheel control box controls the nose wheel to remain stable;

[0009] Determining the angle information of the current nose wheel angle sensor as the current electrical zero position reference information;

[0010] Control the rotation of the front wheel and the rotating sleeve by using a front-wheel rotation command. If the deflection angle of the scale line of the rotating sleeve matches the front-wheel rotation command, it is determined that the electrical zero position calibration of the front wheel of the aircraft is completed.

[0011] Optionally, the control of aligning the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut by using a target angle command includes:

[0012] Determine that the aircraft currently meets the preset calibration start condition, and then control the scale line of the rotating sleeve in the nose landing gear to align with the scale line of the outer cylinder of the front strut by using a target angle command; wherein, the preset calibration start condition is that the upper torque arm and the lower torque arm in the nose landing gear of the aircraft are in a disconnected state and the ground comprehensive maintenance equipment is connected to the aircraft management computer.

[0013] Optionally, before controlling the rotation of the front wheel and the rotating sleeve by using a front-wheel rotation command, it further includes:

[0014] Send a torque arm rotation command to the front-wheel control box so that the front-wheel control box controls the rotation of the upper torque arm based on the torque arm rotation command until the upper torque arm aligns with the lower torque arm to connect the upper torque arm and the lower torque arm.

[0015] Optionally, the control of aligning the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut by using a target angle command includes:

[0016] Send a target angle command to the front-wheel control box so that the front-wheel control box controls the rotation of the rotating sleeve in the nose landing gear by using the target angle command until the zero scale line of the rotating sleeve aligns with the zero scale line of the outer cylinder of the front strut.

[0017] Optionally, the determination of using the angle information of the current front-wheel angle sensor as the current electrical zero position reference information includes:

[0018] Send a zeroing command to the front-wheel control box to determine by the front-wheel control box whether the duration of the zeroing command is greater than a first preset threshold. If it is greater than the first preset threshold, the angle information of the current front-wheel angle sensor is determined as the current electrical zero position reference information;

[0019] Receive a zero position information update success signal returned by the front-wheel control box.

[0020] Optionally, the determination that if the deflection angle of the scale line of the rotating sleeve matches the front-wheel rotation command, it is determined that the electrical zero position calibration of the front wheel of the aircraft is completed includes:

[0021] Determine the target rotation angle in the front wheel rotation instruction and the deflection angle of the scale line of the rotating sleeve.

[0022] Judge whether the error angle between the target rotation angle and the deflection angle is not greater than a second preset threshold.

[0023] If the error angle is not greater than the second preset threshold, it is determined that the deflection angle matches the front wheel rotation instruction, and it is determined that the electrical zero position calibration of the front wheel of the aircraft is completed.

[0024] Optionally, after judging whether the error angle between the target rotation angle and the deflection angle is not greater than the second preset threshold, it further includes:

[0025] If the error angle is greater than the second preset threshold, re-jump to the step of using the target angle instruction to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut until the number of re-jumps is greater than a third preset threshold.

[0026] In a second aspect, the present application discloses an aircraft front wheel electrical zero position calibration device, which is applied to ground comprehensive maintenance equipment and includes:

[0027] A front wheel stability control module, configured to send a front wheel anti-shimmy instruction to the front wheel control box of the aircraft, so that the front wheel control box controls the front wheel to maintain stability;

[0028] A scale line alignment module, configured to use a target angle instruction to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut;

[0029] A reference information determination module, configured to determine the angle information of the current front wheel angle sensor as the current electrical zero position reference information;

[0030] A zero position calibration completion module, configured to control the rotation of the front wheel and the rotating sleeve using a front wheel rotation instruction. If the deflection angle of the scale line of the rotating sleeve matches the front wheel rotation instruction, it is determined that the electrical zero position calibration of the front wheel of the aircraft is completed.

[0031] In a third aspect, the present application discloses an electronic device, including:

[0032] A memory, configured to store a computer program;

[0033] A processor, configured to execute the computer program to implement the steps of the foregoing disclosed aircraft front wheel electrical zero position calibration method.

[0034] Fourthly, the present application discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, the steps of the aforementioned disclosed method for calibrating the electrical zero position of the aircraft front wheel are implemented.

[0035] The beneficial effects of the present application are as follows: The present application is applied to ground comprehensive maintenance equipment, including: using a target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut; sending a front-wheel damping command to the front-wheel control box of the aircraft so that the front-wheel control box controls the front wheel to remain stable; determining the current angle information of the front-wheel angle sensor as the current electrical zero position reference information; using a front-wheel rotation command to control the rotation of the front wheel and the rotating sleeve. If the deflection angle of the scale line of the rotating sleeve matches the front-wheel rotation command, it is determined that the calibration of the electrical zero position of the aircraft front wheel is completed. It can be seen that the present application is applied to ground comprehensive maintenance equipment and sends various commands for calibrating the electrical zero position to the front-wheel control box to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut. In this way, it is ensured that the mechanical zero position and the electrical zero position of the front wheel are consistent, and then the current angle information of the front-wheel angle sensor is determined as the current electrical zero position reference information, and the zero adjustment result is verified, that is, if the deflection angle of the scale line of the rotating sleeve matches the front-wheel rotation command, it is determined that the calibration of the electrical zero position of the aircraft front wheel is completed. The present application does not require jacking up the aircraft, thereby avoiding the influence of uncertain factors such as manufacturing tolerances and assembly tolerances of the cam mechanism in the buffer strut and mechanism wear, reducing the manpower required in the calibration process, and the calibration process is simple, thus improving the accuracy and simplicity of calibrating the electrical zero position of the aircraft front wheel. Description of the Drawings

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained according to the provided drawings.

[0037] Figure 1 It is a flowchart of a method for calibrating the electrical zero position of an aircraft front wheel disclosed in the present application;

[0038] Figure 2 It is a schematic diagram of a specific calibration process for the electrical zero position of an aircraft front wheel disclosed in the present application;

[0039] Figure 3 It is a schematic diagram of the structure of a device for calibrating the electrical zero position of an aircraft front wheel disclosed in the present application;

[0040] Figure 4A structural diagram of an electronic device disclosed in this application. Detailed implementation manners

[0041] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0042] The aircraft nose wheel steering system is an important means of direction control during aircraft takeoff and landing and when driving in and out. The nose wheel electrical zero position, as the reference for nose wheel angle feedback and closed-loop nose wheel angle control, its accuracy is a key factor for the aircraft to maintain straight running and direction control.

[0043] The traditional nose wheel electrical zero position calibration process is to jack up the aircraft with multiple aircraft supports and multiple maintenance personnel. Specifically, use 2-3 aircraft supports and 4 maintenance personnel to cooperate to jack up the aircraft so that all tires leave the ground, the nose landing gear is in the fully extended state, there is high-pressure gas inside the nose landing gear shock strut, the piston rod meshes with the internal cam of the front strut outer cylinder, and the piston rod will extend and rotate under the action of high-pressure gas and the cam mechanism. The position where the piston rod finally stops is the mechanical zero position. During this process, since the nose wheel and the nose wheel steering actuator are connected to the piston rod through the mechanism, they will also be in the mechanical zero position. Then, after removing dozens of screws on the fuselage, open the skin or cover plate, find the nose wheel steering control box, and press the zero adjustment switch on the control box to achieve the purpose of zero position calibration. The traditional method requires jacking up the aircraft and manually touching the nose wheel steering control box for zero adjustment, with a large workload, poor accessibility, and affected by uncertain factors such as manufacturing tolerances and assembly tolerances of the cam mechanism inside the shock strut and mechanism wear. The mechanical zero position itself has the characteristic of poor accuracy, generally with a tolerance range of ±1.5°, which is not conducive to the straight taxiing and deviation correction of the aircraft.

[0044] Therefore, this application correspondingly provides a calibration scheme for the aircraft nose wheel electrical zero position to improve the accuracy and simplicity of the calibration of the aircraft nose wheel electrical zero position.

[0045] See Figure 1 As shown, the embodiments of the present application disclose a method for calibrating the aircraft nose wheel electrical zero position, which is applied to a ground comprehensive maintenance device and includes:

[0046] Step S11: Use a target angle command to control the graduation line of the rotating sleeve in the nose landing gear to align with the graduation line of the front strut outer cylinder.

[0047] During the electrical zero calibration process of the aircraft nose wheel, it involves the Portable Maintenance Aid (PMA), the Vehicle Management Computer (VMC), the Nose Wheel Steering Controller (NWSC), and the nose landing gear. Among them, the portable maintenance aid interacts with the vehicle management computer, the vehicle management computer interacts with the nose wheel steering controller, and the nose wheel steering controller can control the nose landing gear to perform corresponding movements.

[0048] In this embodiment, the use of the target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut includes: determining that the aircraft currently meets the preset calibration start condition, and then using the target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut; where the preset calibration start condition is that the upper torque arm and the lower torque arm of the aircraft's nose landing gear are in a disconnected state and the portable maintenance aid is connected to the vehicle management computer.

[0049] The nose landing gear specifically includes the outer cylinder of the front strut, the nose wheel steering controller, the gear cover, the rotating sleeve, the upper torque arm, the quick-release pin, the lower torque arm, the piston rod, the wheel fork, and the wheel tire. Before using the target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut, it is necessary to determine whether the aircraft currently meets the preset calibration start condition, that is, whether the operator has removed the quick-release pin, disconnected the upper and lower torque arms, and the portable maintenance aid is connected to the vehicle management computer. If the preset calibration start condition is met, the entire aircraft is powered on, and the target angle command is used to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut.

[0050] The portable maintenance aid is used for aircraft ground maintenance and ground test work. It can directly control the aircraft for ground inspection by connecting to the fuselage quick connector through a data cable, that is, the zeroing trigger is installed on the portable maintenance aid in the form of software without additional equipment. The vehicle management computer receives the instructions from the portable maintenance aid when the aircraft is in the ground maintenance mode and transfers the information to each subsystem.

[0051] In this embodiment, the use of the target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut includes: sending the target angle command to the nose wheel steering controller so that the nose wheel steering controller uses the target angle command to control the rotation of the rotating sleeve in the nose landing gear until the zero scale line of the rotating sleeve is aligned with the zero scale line of the outer cylinder of the front strut.

[0052] The ground comprehensive maintenance equipment sends a target angle command to the front wheel control box through the aircraft management computer. The front wheel control box uses the target angle command to control the rotation of the rotating sleeve in the nose landing gear until the zero scale line of the rotating sleeve aligns with the zero scale line of the outer cylinder of the front strut. Specifically, the front wheel control actuator is fixed to the outer cylinder of the front strut through a pin shaft (after the nose landing gear is lowered in place, the position of the outer cylinder of the front strut is relatively fixed with respect to the fuselage). The front wheel control actuator and the rotating sleeve (rotating pair with the outer cylinder of the front strut) are engaged through gears. The front wheel control box uses the target angle command to make the front wheel control actuator rotate, thereby driving the upper torque arm, lower torque arm, piston rod, wheel fork, and wheel tire to rotate. Among them, the piston rod and wheel fork are connected to the outer cylinder of the front strut through a cylindrical pair, and the rotating sleeve is connected to the outer cylinder of the front strut through a rotating pair and can rotate around the outer cylinder of the front strut. The outer cylinder of the front strut is engraved with a zero scale line, which serves as the reference for the mechanical zero position of the front wheel. That is, in the parked state, the fuselage, the outer cylinder of the front strut, and the front wheel control actuator are an integral body 1, and the rotating sleeve, upper torque arm, lower torque arm, piston rod, wheel fork, and wheel tire are an integral body 2 (the vertical degree of freedom can be ignored because the zero adjustment works in the vertical deflection direction). These two parts are engaged and constrained through the gears between the front wheel control actuator and the rotating sleeve. In this way, when the front wheel control actuator is controlled to rotate, the rotating sleeve will also rotate, so that the zero scale line of the rotating sleeve aligns with the zero scale line of the outer cylinder of the front strut. When the scale line on the rotating sleeve aligns with the zero scale line of the outer cylinder of the front strut, it indicates that the front wheel is in the mechanical zero position.

[0053] It can be understood that the purpose of zero adjustment is to make the plane of the wheel tire in integral body 2 parallel to the symmetry plane of the fuselage in integral body 1 when the front wheel command is 0°, that is, to keep the electrical zero position and the mechanical zero position consistent, which is beneficial for the straight taxiing and deviation correction of the aircraft. The nose landing gear (except for the wheel tire and the front wheel control actuator) is normally supplied as an integral structural part. It is required that the wheel fork axle and the mounting shaft of the outer cylinder of the front strut be parallel, and then scale lines are engraved on the outer cylinder of the front strut and the rotating sleeve. It should be noted that as the mechanical zero position and the measurement of the front wheel deflection angle, when a new front wheel control actuator is installed or the angle sensor in the front wheel control actuator drifts after being used for a period of time, the electrical zero position is adjusted based on this.

[0054] Step S12: Send a front wheel shimmy reduction command to the front wheel control box of the aircraft so that the front wheel control box controls the front wheel to remain stable.

[0055] During the calibration of the front wheel electrical zero position, the front wheel needs to be in a stable position to ensure the accuracy of the calibration. If the front wheel swings or moves during the calibration process, it may cause inaccurate zero position calibration, affecting the straight taxiing and direction control of the aircraft.

[0056] Step S13: Determine the angle information of the current front-wheel angle sensor as the current electrical zero-position reference information.

[0057] In this embodiment, the determining the angle information of the current front-wheel angle sensor as the current electrical zero-position reference information includes: sending a zeroing instruction to the front-wheel control box, so that the front-wheel control box determines whether the duration of the zeroing instruction is greater than a first preset threshold. If it is greater than the first preset threshold, determine the angle information of the current front-wheel angle sensor as the current electrical zero-position reference information; receive a zero-position information update success signal returned by the front-wheel control box.

[0058] It should be noted that since there may be a situation of mis-triggering the zeroing instruction, the front-wheel control box determines whether the duration of the zeroing instruction is greater than a first preset threshold. For example, it determines whether the duration of the zeroing instruction is greater than 1 second. If it is greater, it is considered that the zeroing instruction is not mis-triggered. Therefore, the front-wheel control box needs to respond to the zeroing instruction, that is, the front-wheel control box determines the angle information of the current front-wheel angle sensor as the current electrical zero-position reference information, and then the front-wheel control box feeds back a zero-position information update success signal to the ground comprehensive maintenance equipment. That is to say, when the ground comprehensive maintenance equipment receives the zero-position information update success signal returned by the front-wheel control box, it proves that the front-wheel control box has recorded the angle information of the current front-wheel angle sensor. Among them, the front-wheel control box can store the angle information of the current front-wheel angle sensor in NVRAM (Non-Volatile Random Access Memory), that is, non-volatile random access memory, as the zero-position reference.

[0059] Step S14: Control the rotation of the front wheel and the rotating sleeve using the front-wheel rotation instruction. If the deflection angle of the scale line of the rotating sleeve matches the front-wheel rotation instruction, it is determined that the electrical zero-position calibration of the front wheel of the aircraft is completed.

[0060] In this embodiment, before controlling the rotation of the front wheel and the rotating sleeve using the front-wheel rotation instruction, it further includes: sending a force arm rotation instruction to the front-wheel control box, so that the front-wheel control box controls the rotation of the upper torque arm based on the force arm rotation instruction until the upper torque arm is aligned with the lower torque arm to connect the upper torque arm and the lower torque arm. Specifically, manually rotate the upper torque arm or the ground comprehensive maintenance equipment sends a force arm rotation instruction to the front-wheel control box. The force arm rotation instruction may include a front-wheel connection instruction and a force arm rotation angle instruction. Thus, the front-wheel control box aligns and connects the upper and lower torque arms according to the force arm rotation instruction and installs the quick-release pin.

[0061] In this embodiment, the determination that the electrical zero position calibration of the front wheel of the aircraft is completed if the deflection angle of the scale line of the rotating sleeve matches the front wheel rotation command includes: determining the target rotation angle in the front wheel rotation command and the deflection angle of the scale line of the rotating sleeve; judging whether the error angle between the target rotation angle and the deflection angle is not greater than a second preset threshold; if the error angle is not greater than the second preset threshold, it is determined that the deflection angle matches the front wheel rotation command, and it is determined that the electrical zero position calibration of the front wheel of the aircraft is completed.

[0062] It should be noted that in order to ensure whether the current electrical zero position calibration of the front wheel of the aircraft is qualified, it is also necessary to verify the calibration result. Only through verification can it be considered that the calibration is truly completed. The verification process can be specifically as follows:

[0063] 1) Use the front wheel rotation command to control the rotation of the front wheel and the rotating sleeve. There can be multiple front wheel rotation commands. For example, the target rotation angles in the front wheel rotation commands can specifically represent that the front wheel turns left by 10 degrees, returns to the center, and turns right by 10 degrees in sequence.

[0064] 2) Each time the front wheel completes rotation according to the front wheel rotation command, determine the target rotation angle in the front wheel rotation command and the deflection angle of the scale line of the rotating sleeve. For example, the target rotation angle represents that the front wheel turns left by 10 degrees, and the deflection angle of the scale line of the rotating sleeve is 9.7 degrees.

[0065] 3) Judge whether the error angle between the target rotation angle and the deflection angle is not greater than the second preset threshold. For example, the error angle between the target rotation angle and the deflection angle is 0.3 degrees, and the second preset threshold is specifically 0.5 degrees, that is, if the error angle is not greater than the second preset threshold, it is determined that the deflection angle matches the front wheel rotation command, and it is determined that the electrical zero position calibration of the front wheel of the aircraft is completed. Then, power off the whole aircraft, disconnect the connection between the fuselage and the ground comprehensive maintenance equipment, and determine that the electrical zero position calibration of the front wheel is completed.

[0066] In this embodiment, after judging whether the error angle between the target rotation angle and the deflection angle is not greater than the second preset threshold, it further includes: if the error angle is greater than the second preset threshold, re-jump to the step of using the target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut until the number of re-jumps is greater than a third preset threshold.

[0067] It can be understood that if the error angle is greater than the second preset threshold, it indicates that the current calibration is still abnormal and the electrical zero position calibration of the aircraft front wheel needs to be performed again. Therefore, it is necessary to re-jump to the step of using the target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut. And in order to prevent the ground comprehensive maintenance equipment from continuously performing the electrical zero position calibration of the aircraft front wheel, when the number of re-jumps is greater than the third preset threshold, the jump is stopped.

[0068] The beneficial effects of this application are as follows: This application is applied to the ground comprehensive maintenance equipment, including: using the target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut; sending a front wheel anti-shimmy command to the front wheel control box of the aircraft so that the front wheel control box controls the front wheel to maintain stability; determining the angle information of the current front wheel angle sensor as the current electrical zero position reference information; using the front wheel rotation command to control the rotation of the front wheel and the rotating sleeve. If the deflection angle of the scale line of the rotating sleeve matches the front wheel rotation command, it is determined that the electrical zero position calibration of the aircraft front wheel is completed. It can be seen that this application is applied to the ground comprehensive maintenance equipment and sends various commands for electrical zero position calibration to the front wheel control box to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut. In this way, it is ensured that the mechanical zero position and the electrical zero position of the front wheel are consistent. Then, the angle information of the current front wheel angle sensor is determined as the current electrical zero position reference information, and the zero adjustment result is verified, that is, if the deflection angle of the scale line of the rotating sleeve matches the front wheel rotation command, it is determined that the electrical zero position calibration of the aircraft front wheel is completed. This application does not require jacking up the aircraft, thus avoiding the influence of uncertain factors such as manufacturing tolerances and assembly tolerances of the cam mechanism in the buffer strut and mechanism wear, reducing the manpower required in the calibration process, and the calibration process is simple, thereby improving the accuracy and simplicity of the electrical zero position calibration of the aircraft front wheel.

[0069] The following takes Figure 2 a specific schematic diagram of the electrical zero position calibration process of the aircraft front wheel shown below to make corresponding explanations for this application. When it is necessary to perform the electrical zero position calibration of the aircraft front wheel, the following steps are carried out:

[0070] Step 1: Remove the quick-release pin and disconnect the upper and lower torque arms so that the upper torque arm and the lower torque arm of the aircraft nose landing gear are in a disconnected state and the ground comprehensive maintenance equipment is connected to the aircraft management computer, that is, the aircraft currently meets the preset calibration start conditions, and then power on the whole aircraft.

[0071] Step 2: The ground comprehensive maintenance equipment sends a target angle command to the front wheel control box, and the front wheel control box controls the front wheel actuator to rotate by an angle corresponding to the target angle in the target angle command to drive the rotating sleeve to rotate so that the scale line of the rotating sleeve is aligned with the scale line of the outer cylinder of the front strut.

[0072] Step 3: The ground comprehensive maintenance equipment sends a front-wheel shimmy reduction instruction to the front-wheel control box of the aircraft so that the front-wheel control box can control the front wheels to remain stable.

[0073] Step 4: The ground comprehensive maintenance equipment sends a zeroing instruction to the front-wheel control box. After receiving the zeroing instruction, in order to prevent the zeroing instruction from being issued due to accidental touch, it is also necessary to determine whether the duration of the zeroing instruction is greater than a first preset threshold. If it is greater than the first preset threshold, for example, the duration of the zeroing instruction is greater than 1 second, it means that the zeroing instruction is not an accidental touch. Therefore, the angle information of the current front-wheel angle sensor is determined as the current electrical zero position reference information. Then, the front-wheel control box sends a zero position information update success signal to the ground comprehensive maintenance equipment. That is to say, when the ground comprehensive maintenance equipment receives the zero position information update success signal returned by the front-wheel control box, it means that the electrical zero position reference information has been updated.

[0074] Step 5: The ground comprehensive maintenance equipment sends a front-wheel rotation instruction to the front-wheel control box. The front-wheel control box controls the front wheels and the rotating sleeve to rotate. If the deflection angle of the scale line of the rotating sleeve matches the front-wheel rotation instruction, it is determined that the electrical zero position calibration of the aircraft's front wheels is completed. For example, the target rotation angle in the front-wheel rotation instruction indicates that the front wheels turn left by 10 degrees. After the front wheels and the rotating sleeve rotate, the deflection angle of the scale line of the rotating sleeve is 9.7 degrees, and the error angle between the target rotation angle and the deflection angle is 0.3 degrees. The error angle is not greater than the second preset threshold of 0.5 degrees, indicating that the deflection angle of the scale line of the rotating sleeve matches the front-wheel rotation instruction.

[0075] Step 6: After the electrical zero position calibration of the front wheels is completed, power off the entire aircraft and disconnect the connection between the aircraft and the ground comprehensive maintenance equipment.

[0076] Among them, when the ground comprehensive maintenance equipment conducts instruction interaction and information interaction with the front-wheel control box, it needs to use the aircraft management computer as a transfer station to forward each instruction sent by the ground comprehensive maintenance equipment to the front-wheel control box and forward the zero position information update success signal fed back by the front-wheel control box to the ground comprehensive maintenance equipment.

[0077] It can be seen that in this application, by making mechanical zero position scale lines on the rotating sleeve and the outer cylinder of the front strut, replacing the method of finding the mechanical zero position by the cam return, the mechanical zero position accuracy is improved and the workload of finding the mechanical zero position is reduced. By sending a zeroing instruction through the ground comprehensive maintenance equipment for zeroing, replacing the traditional mechanical zeroing button form of the front-wheel control box, the accessibility of the front-wheel zero position calibration work is improved and the calibration workload is reduced.

[0078] See Figure 3As shown in the figure, an aircraft front-wheel electrical zero position calibration device disclosed in an embodiment of the present application is applied to a ground comprehensive maintenance device, and includes:

[0079] A scale line alignment module 11, configured to use a target angle command to control the scale line of the rotating sleeve in the nose landing gear to align with the scale line of the outer cylinder of the front strut;

[0080] A front-wheel stability control module 12, configured to send a front-wheel anti-shimmy command to the front-wheel control box of the aircraft, so that the front-wheel control box controls the front wheels to remain stable;

[0081] A reference information determination module 13, configured to determine the angle information of the current front-wheel angle sensor as the current electrical zero position reference information;

[0082] A zero position calibration completion module 14, configured to use a front-wheel rotation command to control the rotation of the front wheels and the rotating sleeve. If the deflection angle of the scale line of the rotating sleeve matches the front-wheel rotation command, it is determined that the electrical zero position calibration of the aircraft front wheels is completed.

[0083] The beneficial effects of the present application are as follows: The present application is applied to a ground comprehensive maintenance device, including: using a target angle command to control the scale line of the rotating sleeve in the nose landing gear to align with the scale line of the outer cylinder of the front strut; sending a front-wheel anti-shimmy command to the front-wheel control box of the aircraft, so that the front-wheel control box controls the front wheels to remain stable; determining the angle information of the current front-wheel angle sensor as the current electrical zero position reference information; using a front-wheel rotation command to control the rotation of the front wheels and the rotating sleeve. If the deflection angle of the scale line of the rotating sleeve matches the front-wheel rotation command, it is determined that the electrical zero position calibration of the aircraft front wheels is completed. It can be seen that the present application is applied to a ground comprehensive maintenance device and sends various commands for electrical zero position calibration to the front-wheel control box to control the scale line of the rotating sleeve in the nose landing gear to align with the scale line of the outer cylinder of the front strut. In this way, it is ensured that the mechanical zero position and the electrical zero position of the front wheels are consistent. Then, the angle information of the current front-wheel angle sensor is determined as the current electrical zero position reference information, and the zero adjustment result is verified, that is, if the deflection angle of the scale line of the rotating sleeve matches the front-wheel rotation command, it is determined that the electrical zero position calibration of the aircraft front wheels is completed. The present application does not require jacking up the aircraft, thereby avoiding uncertain factors such as manufacturing tolerances and assembly tolerances of the cam mechanism in the buffer strut and mechanism wear, reducing the manpower required in the calibration process, and the calibration process is simple, thereby improving the accuracy and simplicity of the electrical zero position calibration of the aircraft front wheels.

[0084] Furthermore, an embodiment of the present application also provides an electronic device. Figure 4 It is a structural diagram of an electronic device 20 shown according to an exemplary embodiment, and the content in the figure cannot be considered as any limitation on the scope of use of the present application.

[0085] Figure 4 This is a schematic structural diagram of an electronic device provided by an embodiment of the present application. Specifically, it may include: at least one processor 21, at least one memory 22, a power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. Among them, the memory 22 is used to store a computer program, and the computer program is loaded and executed by the processor 21 to implement the relevant steps in the aircraft front-wheel electrical zero-position calibration method executed by the electronic device disclosed in any of the foregoing embodiments.

[0086] In this embodiment, the power supply 23 is used to provide operating voltage for each hardware device on the electronic device; the communication interface 24 can create a data transmission channel between the electronic device and external devices, and the communication protocol it follows is any communication protocol applicable to the technical solution of the present application, and no specific limitation is imposed here; the input / output interface 25 is used to obtain external input data or output data to the outside, and its specific interface type can be selected according to specific application needs, and no specific limitation is made here.

[0087] Among them, the processor 21 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 21 may be implemented in at least one of the following hardware forms: DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 21 may also include a main processor and a coprocessor. The main processor is a processor used to process data in the wake state, also known as the CPU (Central Processing Unit); the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 21 may be integrated with a GPU (Graphics Processing Unit), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 21 may also include an AI (Artificial Intelligence) processor, and the AI processor is used to process computing operations related to machine learning.

[0088] In addition, as a carrier for resource storage, the memory 22 may be a read-only memory, a random access memory, a disk, or an optical disc, etc. The resources stored thereon include an operating system 221, a computer program 222, and data 223, etc., and the storage method may be temporary storage or permanent storage.

[0089] Among them, the operating system 221 is used to manage and control each hardware device and computer program 222 on the electronic device, so as to implement the operation and processing of the massive data 223 in the memory 22 by the processor 21. It can be Windows, Unix, Linux, etc. In addition to the computer program that can be used to complete the aircraft front-wheel electrical zero-position calibration method executed by the electronic device disclosed in any of the foregoing embodiments, the computer program 222 may further include computer programs that can be used to complete other specific tasks. In addition to the data that can be transmitted into the electronic device by external devices received by the electronic device, the data 223 may also include data collected by its own input / output interface 25, etc.

[0090] Furthermore, the present application also discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, the foregoing disclosed aircraft front-wheel electrical zero-position calibration method is implemented. For the specific steps of this method, reference may be made to the corresponding content disclosed in the foregoing embodiments, and details will not be repeated here.

[0091] In this specification, the various embodiments are described in a progressive manner. The key point of each embodiment is to illustrate the differences from other embodiments. For the same or similar parts among the various embodiments, reference may be made to each other. For the device disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and reference may be made to the description in the method part for the relevant parts.

[0092] Those skilled in the art may further realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be implemented by electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described according to functions in the above description. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods for each specific application to implement the described functions, but such implementation should not be considered to exceed the scope of this application. The steps of the methods or algorithms described in combination with the embodiments disclosed herein can be directly implemented by hardware, software modules executed by a processor, or a combination of both. The software modules can be placed in a random access memory (RAM), memory, read-only memory (ROM), electrically programmable EPROM (Erasable Programmable Read Only Memory), electrically erasable programmable EEPROM (Electrically Erasable Programmable read only memory), registers, hard disks, removable disks, CD-ROM (Compact Disc Read-Only Memory), or any other form of storage medium known in the art.

[0093] Finally, it should also be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0094] The above has introduced in detail a method, device, equipment and medium for calibrating the electrical zero position of an aircraft front wheel. In this article, specific examples are used to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. An electrical zero position calibration method for the front wheel of an aircraft, characterized in that, Applied to ground comprehensive maintenance equipment, including: Using a target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut; Sending a nosewheel shimmy damping command to the nosewheel control box of the aircraft so that the nosewheel control box controls the nosewheel to remain stable; Determining the angle information of the current nosewheel angle sensor as the current electrical zero position reference information; Using a nosewheel rotation command to control the rotation of the nosewheel and the rotating sleeve. If the deflection angle of the scale line of the rotating sleeve matches the nosewheel rotation command, it is determined that the electrical zero position calibration of the nosewheel of the aircraft is completed.

2. The aircraft front wheel electrical zero position calibration method according to claim 1, wherein The using a target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut includes: Determining that the aircraft currently meets the preset calibration start condition, and then using a target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut; wherein, the preset calibration start condition is that the upper torque arm and the lower torque arm in the nose landing gear of the aircraft are in a disconnected state and the ground comprehensive maintenance equipment is connected to the aircraft management computer.

3. The method for calibrating the electrical zero position of the aircraft front wheel according to claim 2, wherein, Before using the nosewheel rotation command to control the rotation of the nosewheel and the rotating sleeve, it further includes: Sending a torque arm rotation command to the nosewheel control box so that the nosewheel control box controls the rotation of the upper torque arm based on the torque arm rotation command until the upper torque arm is aligned with the lower torque arm to connect the upper torque arm and the lower torque arm.

4. The aircraft nose wheel electrical zero calibration method according to claim 1, characterized in that The using a target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut includes: Sending a target angle command to the nosewheel control box so that the nosewheel control box uses the target angle command to control the rotation of the rotating sleeve in the nose landing gear until the zero scale line of the rotating sleeve is aligned with the zero scale line of the outer cylinder of the front strut.

5. The method for electrically calibrating the zero position of the aircraft front wheel according to claim 1, wherein The determining the angle information of the current nosewheel angle sensor as the current electrical zero position reference information includes: Sending a zeroing command to the nosewheel control box to determine whether the duration of the zeroing command is greater than a first preset threshold through the nosewheel control box. If it is greater than the first preset threshold, the angle information of the current nosewheel angle sensor is determined as the current electrical zero position reference information; Receiving a zero position information update success signal returned by the nosewheel control box.

6. The method for calibrating the electrical zero position of the aircraft front wheel according to any one of claims 1 to 5, characterized in that, The if the deflection angle of the scale line of the rotating sleeve matches the nosewheel rotation command, it is determined that the electrical zero position calibration of the nosewheel of the aircraft is completed includes: Determining the target rotation angle in the nosewheel rotation command and the deflection angle of the scale line of the rotating sleeve; Judging whether the error angle between the target rotation angle and the deflection angle is not greater than a second preset threshold; If the error angle is not greater than the second preset threshold, it is determined that the deflection angle matches the nosewheel rotation command, and it is determined that the electrical zero position calibration of the nosewheel of the aircraft is completed.

7. The aircraft nose wheel electrical zero calibration method according to claim 6, wherein After judging whether the error angle between the target rotation angle and the deflection angle is not greater than a second preset threshold, it further includes: If the error angle is greater than the second preset threshold, re-jump to the step of using the target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut until the number of re-jumps is greater than the third preset threshold.

8. An aircraft nose wheel electrical zero calibration device, characterized in that, Applied to ground comprehensive maintenance equipment, including: A scale line alignment module for using a target angle command to control the alignment of the scale line of the rotating sleeve in the nose landing gear with the scale line of the outer cylinder of the front strut; A front wheel stability control module for sending a front wheel damping command to the front wheel control box of the aircraft so that the front wheel control box controls the front wheels to remain stable; A reference information determination module for determining the angle information of the current front wheel angle sensor as the current electrical zero position reference information; A zero position calibration completion module for using a front wheel rotation command to control the rotation of the front wheels and the rotating sleeve. If the deflection angle of the scale line of the rotating sleeve matches the front wheel rotation command, it is determined that the electrical zero position calibration of the front wheels of the aircraft is completed.

9. An electronic device, characterized in that, Including: A memory for storing computer programs; A processor for executing the computer programs to implement the steps of the aircraft front wheel electrical zero position calibration method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, For storing computer programs; wherein, when the computer programs are executed by the processor, the steps of the aircraft front wheel electrical zero position calibration method according to any one of claims 1 to 7 are implemented.

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