A 5G-based distributed aircraft brake semi-physical simulation system and simulation method

Abstract

The disclosure provides a 5G-based distributed aircraft brake semi-physical simulation system and simulation method, the system comprising a local end and a remote end, the local end comprising a measurement and control module and a first communication module connected in communication with each other, the remote end comprising a second communication module, a brake simulation module and a brake control system for testing on a brake test bench connected in communication with each other, and the first communication module being connected in communication with the second communication module. The method comprises the measurement and control module sending a brake control signal to the first communication module, the brake simulation module determining a theoretical brake pressure of a current state based on the brake control signal, the brake control system executing brake pressure control according to the theoretical brake pressure of the current state, determining brake process state data of a next state based on an actual brake pressure, and sending the brake process state data to the second communication module. One or more technical solutions provided by the application can improve the safety of brake simulation and take into account the real-time performance of brake simulation.

Description

Technical Field

[0001] This invention relates to the field of simulation, and in particular to a 5G-based distributed aircraft braking hardware-in-the-loop simulation system and simulation method. Background Technology

[0002] Hardware-in-the-loop (HIL) systems for aircraft brakes can uncover potential design flaws in the aircraft brake control system, facilitating its further optimization and improvement. However, because the brake test bench is in motion during outdoor taxiing tests, there are certain risks for personnel conducting tests on the test bench, resulting in poor safety during HIL testing. Summary of the Invention

[0003] To address at least one technical problem in the prior art, this disclosure provides a 5G-based distributed aircraft braking hardware-in-the-loop simulation system and simulation method.

[0004] One aspect of this disclosure is a 5G-based distributed aircraft braking hardware-in-the-loop simulation system, including a local end and a remote end;

[0005] The local terminal includes a measurement and control module and a first communication module that are interconnected.

[0006] The remote terminal includes a second communication module, a brake simulation module, and a brake control system for testing on a brake test bench, which are connected in sequence.

[0007] The first communication module is communicatively connected to the second communication module, and both the first and second communication modules are 5G (5th Generation Mobile Communication Technology) communication modules.

[0008] Optionally, the measurement and control module is connected to the first communication module via real-time Ethernet communication.

[0009] The second communication module is connected to the brake simulation module via real-time Ethernet communication.

[0010] Optionally, the local terminal may also include a cockpit footrest device and a mixed reality cockpit simulation device;

[0011] Both the cockpit foot pedal device and the mixed reality cockpit simulation device are connected to the measurement and control module.

[0012] The mixed reality cockpit simulation device includes a PC-assisted display module and a mixed reality display module.

[0013] Optionally, the mixed reality display module includes a gesture interaction module, a first braking state display module, and a first connection state display module;

[0014] The PC (personal computer) auxiliary display module includes a second brake status display module, a second connection status display module, and a panel status adjustment module.

[0015] Optionally, the mixed reality cockpit simulation device includes a data synchronization module;

[0016] The data synchronization module is connected to the PC auxiliary display module and the mixed reality display module, respectively.

[0017] Optionally, the first communication module and the measurement and control module are connected via real-time Ethernet communication.

[0018] The second communication module is connected to the brake simulation module via real-time Ethernet communication.

[0019] Optionally, the brake control system includes a connected pressure control valve and a valve controller.

[0020] In another aspect of this disclosure, a 5G-based distributed aircraft braking hardware-in-the-loop simulation method is provided, employing any of the 5G-based distributed aircraft braking hardware-in-the-loop simulation systems described in any embodiment of this disclosure. The method includes:

[0021] The measurement and control module sends a braking control signal to the first communication module, so that the braking control signal is transmitted to the braking simulation module in sequence through the first communication module and the second communication module;

[0022] The brake simulation module determines the theoretical braking pressure of the current state based on the brake control signal and sends the theoretical braking pressure of the current state to the brake control system.

[0023] The brake control system performs brake pressure control based on the theoretical brake pressure of the current state and feeds back the actual brake pressure to the brake simulation module.

[0024] The braking simulation module determines the braking process status data for the next state based on the actual braking pressure. The braking process status data for the next state includes the theoretical braking pressure for the next state. The theoretical braking pressure for the next state is sent to the braking control system so that the braking control system controls the braking pressure according to the theoretical braking pressure for the next state. The braking process status data is also sent to the second communication module so that the braking process status data is fed back to the measurement and control module via the second communication module and the first communication module.

[0025] Optionally, the braking process status data may also include at least one of slip ratio, aircraft speed, and brake temperature.

[0026] Optionally, the braking simulation module determines the theoretical braking pressure for the current state based on the braking control signal, including:

[0027] The braking simulation module determines the braking mode based on the braking control signal;

[0028] Based on the braking mode, determine the theoretical braking pressure for the current state.

[0029] One or more technical solutions provided in the embodiments of this application can improve the safety of aircraft brake hardware-in-the-loop simulation experiments. Attached Figure Description

[0030] The accompanying drawings illustrate exemplary embodiments of the present disclosure and, together with the description thereof, serve to explain the principles of the present disclosure. These drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification.

[0031] Figure 1 A block diagram of a 5G-based distributed aircraft brake hardware-in-the-loop simulation system according to an exemplary embodiment of the present disclosure is shown.

[0032] Figure 2 A block diagram of a mixed reality cockpit simulation device according to an exemplary embodiment of the present disclosure is shown;

[0033] Figure 3 A block diagram of a first braking state display module according to an exemplary embodiment of the present disclosure is shown;

[0034] Figure 4 A flowchart of a 5G-based distributed aircraft braking hardware-in-the-loop simulation method according to an exemplary embodiment of the present disclosure is shown.

[0035] Figure 5 A sub-flowchart of a 5G-based distributed aircraft brake hardware-in-the-loop simulation method according to an exemplary embodiment of the present disclosure is shown. Detailed Implementation

[0036] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0037] It should be understood that the steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect.

[0038] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Definitions of other terms will be given in the description below. It should be noted that the concepts of "first", "second", etc., used in this disclosure are only used to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0039] It should be noted that the terms "a" and "a plurality of" used in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0040] The names of messages or information exchanged between multiple devices in the embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of such messages or information.

[0041] It should be noted that the step numbers in this document are only for the convenience of explaining the specific embodiments and are not intended to limit the order in which the steps are performed.

[0042] See Figure 1 A 5G-based distributed aircraft braking hardware-in-the-loop simulation system, including local and remote terminals;

[0043] The local end includes a measurement and control module 101 and a first communication module 102 that are interconnected.

[0044] The remote terminal includes a second communication module 103, a brake simulation module 104, and a brake control system 105 for testing on a brake test bench, which are connected in sequence.

[0045] The first communication module 102 is communicatively connected to the second communication module 103.

[0046] The 5G-based distributed aircraft brake hardware-in-the-loop simulation system in this embodiment allows the local measurement and control module 101 to wirelessly control the remote brake simulation module 104 via 5G communication, thereby testing the brake control system. Test personnel do not need to operate the system on the brake test bench, reducing their risk and improving test safety. Both the first communication module 102 and the second communication module 103 are 5G communication modules. The ultra-low latency of 5G mobile communication enables the 5G-based distributed aircraft brake hardware-in-the-loop simulation system to have low latency when remotely controlling the brakes wirelessly, meeting the real-time requirements of remote simulation control. The first communication module 102 and the second communication module 103 can be 5G communication modules such as 5G industrial routers.

[0047] The braking simulation module 104 can calculate the theoretical braking pressure based on the aircraft dynamics model and braking control algorithm, and send the theoretical braking pressure to the braking control system in real time for braking pressure control. The braking simulation module 104 can use existing aircraft dynamics models of the aircraft body and wheels during braking and braking control algorithms based on optimal slip ratio to calculate the theoretical braking pressure and related data. It can also use other aircraft dynamics models and braking control algorithms capable of calculating theoretical braking pressure; this is not limited here. Furthermore, it is known that some parameters required for the calculation can be initialized in advance, such as wheel radius, lift coefficient, ambient temperature, moment of inertia, drag coefficient, initial speed, and brake pad temperature.

[0048] The 5G-based distributed aircraft brake hardware-in-the-loop simulation system may include a brake test bench, and the measurement and control module 101 may include a Beckhoff controller connected to the first communication module via real-time Ethernet communication, and the brake simulation module 104 may include a Beckhoff controller connected to the second communication module via real-time Ethernet communication.

[0049] The brake control system 104 can be tested on a brake test bench. For example, the brake control system 105 includes a brake pressure control valve and a valve controller. The valve controller is connected to the pressure control valve, which is used to connect to the brake disc. The valve controller is also connected to the brake simulation module 104. The brake simulation module 104 sends the theoretical brake pressure to the valve controller, which controls the pressure control valve based on the theoretical brake pressure to control the brake disc braking. The brake test bench is a semi-physical brake simulation test bench and may also include brake discs, an oil supply system, etc., to realize brake testing; these will not be described in detail here.

[0050] The brake control system is responsible for receiving the theoretical brake pressure from the brake simulation module, controlling the actuator pressure, and feeding back the current brake system pressure to the brake simulation module.

[0051] In one optional implementation, the measurement and control module 101 and the first communication module 102 are connected via a network cable to achieve real-time Ethernet communication using the UDP (User Datagram Protocol) protocol, and the second communication module 103 and the brake simulation module 104 are connected via a network cable to achieve real-time Ethernet communication using the UDP protocol.

[0052] In one alternative implementation, see Figure 1 The local terminal also includes a cockpit foot pedal device 106 and a mixed reality cockpit simulation device 107, which are respectively connected to the measurement and control module 101.

[0053] The mixed reality cockpit simulator 107 can be used to display relevant simulation data, such as braking process status data, and can also be used to simulate the cockpit environment.

[0054] The cockpit pedal device 106 can be used to send pedal pressure commands to the measurement and control module 101, so that the measurement and control module 101 can determine the braking mode according to the pedal pressure commands and generate a braking control signal according to the braking mode.

[0055] To enhance the user experience, the 5G-based distributed aircraft brake hardware-in-the-loop simulation system not only has communication and simulation functions, but also other human-computer interaction functions, such as simulated brake control management and brake status display functions, providing users with a convenient and intuitive human-computer interaction interface, as well as cockpit simulation functions, providing brake pedal modules and mixed reality cockpit simulation devices, which are used for brake pedal control and aircraft cockpit screen simulation, respectively, to provide users with a realistic braking experience.

[0056] The aircraft braking hardware-in-the-loop simulation system can also be equipped with a host computer. The host computer communicates with the telemetry and control module 101, and can directly issue braking control commands or simulate cockpit pedal signals. The host computer can also be used to display real-time data.

[0057] For example, the mixed reality cockpit simulator 107 is connected to the telemetry and control module 101 via a local area network.

[0058] For example, a mixed reality cockpit simulator includes a PC-assisted display module and a mixed reality display module. See also Figure 2 The mixed reality display module 20 includes a gesture interaction module 201, a first braking state display module 202, and a first connection state display module 203. The PC auxiliary display module 21 includes a panel state adjustment module 211, a second braking state display module 212, and a second connection state display module 213.

[0059] For example, see Figure 3The first braking status display module includes a braking parameter initialization display module 301, a braking mode display module 302, a real-time data display module 303, a simulated instrument panel display module 304, and an aircraft model display module 305. The braking parameter initialization display module displays the braking parameters in the hardware-in-the-loop simulation of the aircraft braking, including aircraft parameters and environmental parameters. The braking mode display module displays the current road surface condition for aircraft braking, such as normal road conditions, wet / slippery road conditions, and icy / snowy road conditions. The real-time data display module establishes UDP communication with the local aircraft braking measurement and control module 101 to receive real-time aircraft braking parameters received locally and perform visualized data display, such as displaying braking status data. The simulated instrument panel display module aims to improve the user experience by providing a more realistic visualization of aircraft speed, braking pressure, and braking temperature during the braking process. The aircraft model display module can import the braking model of this braking simulation system, utilizing the advantages of mixed reality to realistically and comprehensively display the aircraft model selected for this braking simulation system in the real world. Spatial anchor points are used to record the spatial coordinates of the virtual aircraft braking display panel in the real world.

[0060] The PC-assisted display module 21 adjusts the spatial position and size of the brake display panel in the mixed reality environment and displays the panel on the PC. To ensure synchronization of panel data and spatial status between the PC and the mixed reality environment, and to enable the PC to assist in adjusting the mixed reality interface and display the panel on the PC, a communication module is designed. The PC-assisted display module 21 acts as the server, and the mixed reality display module 20 acts as the client, establishing TCP communication to achieve information synchronization between the two ends.

[0061] For example, the mixed reality cockpit simulation device understands and senses real-world scenes. The mixed reality display module also includes a spatial mapping module. The spatial mapping module adds spatial anchor points to achieve coordinate positioning of the brake display panel in space. The spatial anchor points can automatically adjust their spatial positions as needed, thereby ensuring that each anchor point can be accurately positioned according to the actual space. By binding spatial anchors to the aircraft brake simulation panel, the position of the virtual panel is positioned through the spatial anchor points, ensuring that the aircraft brake simulation panel can be stably displayed in space. Even if the user moves around in the real space, the panel can still maintain a fixed position.

[0062] For example, to achieve mixed reality human-computer interaction, gestures are used to operate the aircraft brake panel. A hand tracking profile is added, and hand network presets are set to visualize the hand, enabling interaction through both gestures and motion control. Two interactive actions are defined for the aircraft brake simulation panel: grasping and pointer actions, triggered by pointer events. The grasping action acquires the position of the user's palm, and the motion controller uses the user's palm as the origin and rotation center to perform grasping, moving, or rotating operations on the aircraft brake simulation panel. The pointer action represents the end effector of the air sensor; when the user is far from the aircraft brake simulation panel, the panel can be grasped and moved remotely based on the pointer's posture.

[0063] In one alternative implementation, see Figure 2 The mixed reality cockpit simulation device includes a data synchronization module 22, which is connected to both a PC auxiliary display module 21 and a mixed reality display module 20. This module synchronizes data between the PC auxiliary display module 21 and the mixed reality display module 20. Considering the typically limited number of mixed reality devices, the PC auxiliary display module 21 also includes a brake simulation panel to display the braking status, catering to scenarios requiring multi-person monitoring. The panel adjustment module provides different buttons for adjusting the panel's X, Y, and Z axes, panel size, and panel angle. The connection status display module shows the devices currently operating on the aircraft brake cockpit simulation platform.

[0064] To ensure synchronization of panel data and status between different MR (Mixed Reality) devices or PCs, the Mixed Reality Cockpit Simulator 107 establishes TCP / IP (Transmission Control Protocol / Internet Protocol) communication, with the PC acting as the server and other devices as clients. When the Mixed Reality Cockpit Simulator 107 on different devices starts up, it first connects to the server. After a successful connection, it synchronizes data across multiple devices on the platform using the TCP / IP protocol.

[0065] In one alternative implementation, see Figure 1 The first communication module 102 is connected to the measurement and control module 101 via real-time Ethernet communication, and the second communication module 103 is connected to the brake simulation module 104 via real-time Ethernet communication. The real-time Ethernet communication between the first communication module 102 and the measurement and control module 101, and the real-time Ethernet communication between the second communication module 103 and the brake simulation module 104, combined with 5G communication between the first communication module 102 and the second communication module 103, results in low cost of system communication equipment and low data transmission latency between the local and remote ends.

[0066] In one implementation, the measurement and control module includes a TwinCAT PLC HMI, which is a visualization tool integrated into the TwinCAT project. The braking simulation module may include a TwinCAT real-time system, which implements the simulation software's related functions.

[0067] This embodiment provides a 5G-based distributed aircraft braking hardware-in-the-loop simulation system. The local host computer initiates the braking and sends the signal to the remote end via the 5G mobile network. After receiving the braking signal, the remote end performs braking simulation and returns the braking process status data to the local end via the 5G mobile network for display by the host computer and mixed reality.

[0068] See Figure 1 and Figure 4 A distributed hardware-in-the-loop simulation method for aircraft braking based on 5G includes:

[0069] S401, the measurement and control module 101 sends a brake control signal to the first communication module 102, so that the brake control signal is transmitted to the brake simulation module 104 via the first communication module 102 and the second communication module 103 in sequence.

[0070] S402, the brake simulation module 104 determines the theoretical brake pressure of the current state based on the brake control signal and sends the theoretical brake pressure of the current state to the brake control system 105.

[0071] S403, the brake control system 105 performs brake pressure control according to the theoretical brake pressure of the current state and feeds back the actual brake pressure to the brake simulation module 104;

[0072] S404, the brake simulation module 104 determines the braking process state data of the next state based on the actual braking pressure. The braking process state data of the next state includes the theoretical braking pressure of the next state. The theoretical braking pressure of the next state is sent to the brake control system 105 so that the brake control system 105 controls the braking pressure according to the theoretical braking pressure of the next state. The braking process state data is also sent to the second communication module so that the braking process state data is fed back to the measurement and control module 101 via the second communication module 103 and the first communication module 102.

[0073] In this embodiment, the braking simulation module 104 can calculate the theoretical braking pressure based on the aircraft dynamics model and braking control algorithm, using the braking control signal. For example, the theoretical braking pressure and related data can be calculated using the aircraft dynamics model during braking and the braking control algorithm based on the optimal slip ratio. This is not limited to any particular method. The braking control signal is used to indicate the braking mode, such as normal road condition braking mode, wet / slippery road condition braking mode, and icy / snowy road condition braking mode. The braking mode is the theoretical braking pressure required to calculate the theoretical braking pressure, which can be obtained by using an existing calculation model and substituting the parameters corresponding to the current braking mode.

[0074] The braking process state data for the next state can be obtained using existing state calculation methods or models, and no restrictions are imposed here.

[0075] In one alternative implementation, the braking process status data also includes at least one of slip ratio, aircraft speed, and brake temperature.

[0076] In one alternative implementation, see Figure 5 The braking simulation module determines the theoretical braking pressure for the current state based on the braking control signal, including:

[0077] S501, the brake simulation module determines the braking mode based on the brake control signal;

[0078] S502 determines the theoretical braking pressure for the current state based on the braking mode.

[0079] In this embodiment, the brake control signal is used to indicate the braking mode. It can be seen that the brake simulation module calculates the theoretical braking pressure, and the braking mode corresponds to the parameters in the calculation. Different braking modes have corresponding calculation parameters, so that the final calculated theoretical braking pressure corresponds to the corresponding braking mode.

[0080] For example, the differentials of friction and slip ratio in braking mode can be obtained, with the goal of ensuring these differentials remain within a preset range, to determine the theoretical braking pressure. The preset range can be set as needed; generally, a smaller range results in higher accuracy. The pressure is then controlled via a pressure control valve or valve controller to keep the differentials of friction and slip ratio within the set operating range, thereby achieving optimal slip ratio control for aircraft braking.

[0081] The maximum coefficient of friction and the optimal slip ratio of a runway vary under different runway conditions. Extensive runway friction tests have shown that many factors influence runway friction, making it impossible to evaluate runway friction using a linear expression and hindering the acquisition of an empirical database of runway friction data.

[0082] The tire-track contact coefficient increases rapidly and then decreases slowly as the slip ratio increases. The shape of this slip ratio curve under different track conditions indicates whether the friction is close to the maximum friction.

[0083] Analysis of the slope of the friction-slip ratio curve shows that a slope greater than 0 indicates that friction increases with increasing slip ratio. When the slope equals 0, the system reaches its optimal operating point, meaning maximum friction can be achieved. When the slope is less than 0, friction decreases with increasing slip ratio. Therefore, to determine if the system is operating optimally, the slope should be controlled close to 0. To ensure safety, the target point should be set to the left of the optimal operating point, selecting a reasonable operating range. Adjusting the braking pressure using the control valve allows the system to operate within this range, achieving optimized braking.

[0084] The above description is only a specific embodiment of this disclosure, but the protection scope of this disclosure is not limited thereto. The protection scope of this disclosure shall be determined by the protection scope of the claims.

Claims

1. A 5G-based distributed aircraft braking hardware-in-the-loop simulation system, characterized in that, Including local and remote ends; The local terminal includes a measurement and control module and a first communication module that are interconnected. The remote terminal includes a second communication module, a brake simulation module, and a brake control system for testing on a brake test bench, which are connected in sequence. The first communication module is communicatively connected to the second communication module, and both the first communication module and the second communication module are 5G communication modules; The measurement and control module is used to send a brake control signal to the first communication module, so that the brake control signal is transmitted to the brake simulation module in sequence through the first communication module and the second communication module. The brake simulation module is used to determine the theoretical braking pressure of the current state based on the brake control signal, and send the theoretical braking pressure of the current state to the brake control system; wherein, the brake control signal is used to indicate the braking mode; the determination of the theoretical braking pressure of the current state based on the brake control signal includes: obtaining the differential of friction force and slip ratio under the braking mode, and determining the theoretical braking pressure with the differential of friction force and slip ratio within a preset range as the target; The brake control system is used to perform brake pressure control based on the theoretical brake pressure of the current state, and to feed back the actual brake pressure to the brake simulation module. The braking simulation module is used to determine the braking process state data of the next state based on the actual braking pressure. The braking process state data of the next state includes the theoretical braking pressure of the next state. The theoretical braking pressure of the next state is sent to the braking control system so that the braking control system controls the braking pressure according to the theoretical braking pressure of the next state. The braking process state data is also sent to the second communication module so that the braking process state data is fed back to the measurement and control module via the second communication module and the first communication module. The braking process state data also includes at least one of slip ratio, aircraft speed and braking temperature.

2. The 5G-based distributed aircraft braking hardware-in-the-loop simulation system according to claim 1, characterized in that, The measurement and control module is connected to the first communication module via real-time Ethernet communication. The second communication module is connected to the brake simulation module via real-time Ethernet communication.

3. The 5G-based distributed aircraft braking hardware-in-the-loop simulation system according to claim 1, characterized in that, The local terminal also includes a cockpit foot pedal device and a mixed reality cockpit simulation device; Both the cockpit foot pedal device and the mixed reality cockpit simulation device are connected to the measurement and control module. The mixed reality cockpit simulation device includes a PC-assisted display module and a mixed reality display module.

4. The 5G-based distributed aircraft braking hardware-in-the-loop simulation system according to claim 3, characterized in that, The mixed reality display module includes a gesture interaction module, a first braking state display module, and a first connection state display module; The PC-assisted display module includes a second brake status display module, a second connection status display module, and a panel status adjustment module.

5. The 5G-based distributed aircraft braking hardware-in-the-loop simulation system according to claim 4, characterized in that, The mixed reality cockpit simulation device includes a data synchronization module; The data synchronization module is connected to both the PC auxiliary display module and the mixed reality display module.

6. The 5G-based distributed aircraft braking hardware-in-the-loop simulation system according to claim 1, characterized in that, The first communication module is connected to the measurement and control module via real-time Ethernet communication; The second communication module is connected to the brake simulation module via real-time Ethernet communication.

7. The 5G-based distributed aircraft braking hardware-in-the-loop simulation system according to claim 1, characterized in that, The brake control system includes a connected pressure control valve and a valve controller.

8. A distributed aircraft braking hardware-in-the-loop simulation method based on 5G, characterized in that, The method employs a 5G-based distributed aircraft braking hardware-in-the-loop simulation system as described in any one of claims 1 to 5, the method comprising: The measurement and control module sends a braking control signal to the first communication module, so that the braking control signal is transmitted to the braking simulation module in sequence through the first communication module and the second communication module; The braking simulation module determines the theoretical braking pressure of the current state based on the braking control signal and sends the theoretical braking pressure of the current state to the braking control system; wherein, the braking control signal is used to indicate the braking mode; determining the theoretical braking pressure of the current state based on the braking control signal includes: obtaining the derivatives of friction force and slip ratio under the braking mode, and determining the theoretical braking pressure with the derivatives of friction force and slip ratio within a preset range as the target; the braking control system performs braking pressure control according to the theoretical braking pressure of the current state and feeds back the actual braking pressure to the braking simulation module; The braking simulation module determines the braking process state data for the next state based on the actual braking pressure. The braking process state data for the next state includes the theoretical braking pressure for the next state. The theoretical braking pressure for the next state is sent to the braking control system so that the braking control system controls the braking pressure according to the theoretical braking pressure for the next state. The braking process state data is also sent to the second communication module so that the braking process state data is fed back to the measurement and control module via the second communication module and the first communication module. The braking process state data also includes at least one of slip ratio, aircraft speed and braking temperature.

9. The simulation method according to claim 8, characterized in that, The braking process status data also includes at least one of slip ratio, aircraft speed, and brake temperature.

10. The simulation method according to claim 8, characterized in that, The braking simulation module determines the theoretical braking pressure for the current state based on the braking control signal, including: The braking simulation module determines the braking mode based on the braking control signal; Based on the braking mode, determine the theoretical braking pressure for the current state.

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