Ground direction control method, system, storage medium and aircraft of an aircraft

Abstract

The present invention discloses a ground direction control method, system, storage medium and aircraft for an aircraft. In the case of the failure of the front wheel steering system, a deviation correction method of using rudder pedal signals to control / compensate differential braking is adopted, and the rudder pedal signals are automatically connected to the brake controller to quickly control and compensate the differential braking direction of the target aircraft, realizing the taxiing deviation correction of the target aircraft in the medium and low speed stages, reducing the influence of pilot operation delay and operation errors on the aircraft deviation correction, enhancing the deviation correction ability of the aircraft in the medium and low speed stages, and improving the safety of the aircraft during the taxiing stage.

Description

Technical Field

[0001] The present invention relates to, but is not limited to, the field of aircraft control technology, and particularly relates to a ground direction control method, system, storage medium and aircraft for an aircraft. Background Art

[0002] Ground direction control is one of the main functional requirements of an aircraft and plays a very important role in the safe takeoff and landing of the aircraft. Generally, the ground direction control function mainly consists of three functions: nose wheel steering, differential braking, and rudder correction. Each of these three function controls has its own characteristics. Among them, nose wheel steering can provide low-speed large-angle handwheel steering and high-speed small-angle pedal (consistent with the rudder pedal action) steering; differential braking can generate a large correction torque at high, medium, and low speed stages and has a strong correction ability. However, using manual differential braking at medium and high speed stages is likely to cause the risk problems that the aircraft deviates from the runway or the aircraft tires burst; rudder correction usually has a strong correction ability only at high speeds, and at medium and low speeds, due to the low airspeed, the rudder effectiveness is weak and the rudder correction ability is poor.

[0003] Currently, during normal takeoff and landing, pilots usually use the rudder pedal to control the nose wheel steering and the rudder to achieve direction control at high, medium, and low speeds. If the nose wheel steering system fails during the medium and low speed taxiing stage, at this time, due to the weak rudder effectiveness, sufficient correction ability cannot be provided. Therefore, the pilot needs to switch from controlling the direction by stepping on the rudder pedal to stepping on the brake pedal for differential braking correction. If the pilot does not timely switch the rudder pedal operation to the differential braking operation or the pilot's differential braking correction operation is improper, it may cause the aircraft to deviate from the runway.

[0004] In view of this, improvements need to be made to the problems existing in the prior art. Summary of the Invention

[0005] Embodiments of the present invention provide a ground direction control method, system, storage medium and aircraft for an aircraft to automatically realize differential braking direction control compensation for a target aircraft at medium and low speed stages in the case of a failure of the turning system.

[0006] According to an aspect of the present invention, there is provided a ground direction control method for an aircraft, which is used for a brake controller, and the method includes: respectively receiving a left brake pedal signal and a right brake pedal signal, wherein the left brake pedal signal is used to generate a left brake control signal, and the right brake pedal signal is used to generate a right brake control signal;

[0007] After receiving a turning fault signal sent by the nose wheel steering controller, the rudder pedal signal is automatically enabled and the received rudder pedal signal is processed to determine the application direction of the differential braking signal;

[0008] Based on the application direction of the differential braking signal, a related left bias command or right bias command is generated. The left bias command is superimposed on the left brake pedal signal to obtain a left brake control signal superimposed with the left bias command. The right bias command is superimposed on the right brake pedal signal to obtain a right brake control signal superimposed with the right bias command. Subsequently, differential braking control is performed on the target aircraft based on the left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command.

[0009] Further, the processing of the received rudder pedal signal to determine the application direction of the differential braking signal includes: obtaining the taxiing speed of the target aircraft, and performing constraint processing on the received rudder pedal signal based on the taxiing speed of the target aircraft to obtain a constrained rudder pedal signal; determining the application direction of the differential braking signal based on the constrained rudder pedal signal.

[0010] Further, the performing constraint processing on the received rudder pedal signal based on the taxiing speed of the target aircraft includes: determining whether the taxiing speed of the target aircraft is greater than a first speed threshold. If the taxiing speed of the target aircraft is greater than the first speed threshold, constraint processing is performed on the rudder pedal signal; otherwise, no constraint processing is performed on the rudder pedal signal.

[0011] Further, the performing differential braking control on the target aircraft based on the left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command includes:

[0012] The left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command is respectively input into the brake control law, and a control command for controlling the left brake actuator of the target aircraft or a control command for controlling the right brake actuator of the target aircraft is output.

[0013] According to another aspect of the present invention, a ground direction control system for an aircraft is provided. The system includes a rudder controller, a rudder actuator, a brake controller, a left brake actuator, a right brake actuator, a nose wheel steering controller, and a nose wheel steering actuator.

[0014] The rudder controller is used to receive a rudder pedal signal to control the rudder actuator, and the rudder actuator is used to deflect the rudder;

[0015] The brake controller is used to receive a left brake pedal signal and a right brake pedal signal respectively, and generate a left brake control signal for controlling the left brake actuator according to the received left brake pedal signal, and generate a right brake control signal for controlling the right brake actuator according to the received right brake pedal signal. The left brake actuator is used to brake the left wheels of the aircraft, and the right brake actuator is used to brake the right wheels of the aircraft;

[0016] The nose wheel steering controller is used to receive the rudder pedal signal and the steering handwheel signal respectively to control the nose wheel steering actuator. The nose wheel steering controller is also used to generate and send a steering fault signal to the brake controller when the nose wheel steering system fails. The nose wheel steering actuator is used to deflect the nose wheel;

[0017] Wherein, the brake controller is further used to automatically enable the connection of the rudder pedal signal to the brake controller after receiving the steering fault signal, process the received rudder pedal signal to determine the application direction of the differential brake signal, and generate an associated left bias command or right bias command based on the application direction of the differential brake signal. The left bias command is superimposed on the left brake pedal signal to obtain a left brake control signal superimposed with the left bias command, and the right bias command is superimposed on the right brake pedal signal to obtain a right brake control signal superimposed with the right bias command. Subsequently, differential brake control is performed on the target aircraft based on the left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command.

[0018] Further, the brake controller includes a first terminal, a second terminal and an electromagnetic switch. The first terminal is electrically connected to the steering fault signal, and the second terminal is electrically connected to the rudder pedal signal. Wherein, when the steering fault signal is not enabled, the moving contact of the electromagnetic switch is attracted and electrically connected to the first terminal, so that the rudder pedal signal is not connected to the brake controller; when the steering fault signal is enabled, the moving contact of the electromagnetic switch is triggered to switch to be attracted and electrically connected to the second terminal, so that the rudder pedal signal is connected to the brake controller.

[0019] Further, the brake controller further includes a rudder pedal signal constraint processing module and a speed acquisition module. The speed acquisition module is configured to acquire the taxiing speed of the target aircraft and input the taxiing speed of the target aircraft into the rudder pedal signal constraint processing module. The rudder pedal signal constraint processing module is configured to receive the rudder pedal signal and perform constraint processing on the rudder pedal signal based on the acquired taxiing speed of the target aircraft to obtain a constrained rudder pedal signal.

[0020] Further, the brake controller further includes a rudder signal direction determination module. The rudder signal direction determination module is configured to receive the constrained rudder pedal signal and determine the direction of the rudder signal based on the received constrained rudder pedal signal to determine the application direction of the differential brake signal.

[0021] Further, the brake controller further includes a left offset instruction module and a right offset instruction module. The left offset instruction module is configured to receive the application direction of the differential brake signal and generate an associated left offset instruction based on the application direction of the differential brake signal. The right offset instruction module is configured to receive the application direction of the differential brake signal and generate an associated right offset instruction based on the application direction of the differential brake signal.

[0022] Further, the brake controller further includes a brake control law. The brake control law is configured to receive the left brake control signal superimposed with the left offset instruction or the right brake control signal superimposed with the right offset instruction respectively, and output a control instruction for controlling the left brake actuator of the target aircraft or output a control instruction for controlling the right brake actuator of the target aircraft.

[0023] According to another aspect of the present invention, there is provided a storage medium storing multiple instructions adapted to be loaded by a processor to execute any one of the above-mentioned ground direction control methods for an aircraft.

[0024] According to another aspect of the present invention, there is provided an aircraft including any one of the above-mentioned ground direction control systems for an aircraft.

[0025] The advantages of the present invention are as follows. In the case of the failure of the front-wheel steering system, a method of using rudder pedal signals to control / compensate for differential braking deviation correction is adopted, and the rudder pedal signals are automatically connected to the brake controller to quickly control and compensate for the differential braking direction of the target aircraft, realizing the taxiing deviation correction of the target aircraft in the medium- and low-speed stages, reducing the influence of pilot operation delay and operation errors on aircraft deviation correction, enhancing the deviation correction ability of the aircraft in the medium- and low-speed stages, and improving the safety of the aircraft during the takeoff roll stage. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The technical solutions and other beneficial effects of the present invention will become obvious by describing the specific embodiments of the present invention in detail with reference to the accompanying drawings.

[0027] Figure 1 It is a flowchart of the steps of the ground direction control method for an aircraft provided by an embodiment of the present invention.

[0028] Figure 2 It is a block diagram of the ground direction control system architecture for an aircraft provided by an embodiment of the present invention.

[0029] Figure 3 It is a schematic diagram of rudder pedal control of differential braking provided by an embodiment of the present invention.

[0030] Figure 4 It is a schematic diagram of the rudder pedal signal being restricted by the aircraft taxiing speed provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0031] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0032] Figure 1 It is a flowchart of the steps of the ground direction control method for an aircraft provided by an embodiment of the present invention.

[0033] As Figure 1 shown, the ground direction control method for an aircraft provided by an embodiment of the present invention is used for a brake controller, and the method includes:

[0034] Step S10, respectively receiving a left brake pedal signal and a right brake pedal signal, wherein the left brake pedal signal is used to generate a left brake control signal, and the right brake pedal signal is used to generate a right brake control signal;

[0035] Step S20: After receiving the turning fault signal sent by the nose wheel steering controller, automatically enable receiving the rudder pedal signal, and process the received rudder pedal signal to determine the application direction of the differential braking signal.

[0036] Step S30: Generate an associated left bias command or right bias command based on the application direction of the differential braking signal, superimpose the left bias command onto the left brake pedal signal to obtain a left brake control signal superimposed with the left bias command, superimpose the right bias command onto the right brake pedal signal to obtain a right brake control signal superimposed with the right bias command, and then perform differential braking control on the target aircraft based on the left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command.

[0037] Steps S10 to S30 will be specifically described below.

[0038] In step S10, exemplarily, the brake controller of the aircraft respectively receives the left brake pedal signal and the right brake pedal signal. Among them, the left brake pedal signal is used to generate a left brake control signal, and the right brake pedal signal is used to generate a right brake control signal to control the left brake actuator according to the left brake control signal and control the right brake actuator according to the right brake control signal. Among them, the left brake actuator is used to apply brakes to the left wheels of the aircraft, and the right brake actuator is used to apply brakes to the right wheels of the aircraft.

[0039] In step S20, usually when a fault occurs in the nose wheel steering system, the nose wheel steering system will automatically switch to the damping state, and at this time, it will not have the active control function of turning. At this time, differential braking is mainly relied on to control the turning of the aircraft.

[0040] To avoid the influence of the reduction of the aircraft's deviation correction ability in the medium and low speed stages caused by the failure of the nose wheel steering, in the case of the failure of the nose wheel steering system, the nose wheel steering system will send a turning fault signal from the nose wheel steering controller and send the turning fault signal to the brake controller of the aircraft. After receiving the turning fault signal sent by the nose wheel steering controller, the brake controller will automatically enable receiving the rudder pedal signal and process the received rudder pedal signal to determine the application direction of the differential braking signal, so as to compensate for the pilot's operation of differential braking deviation correction control when the aircraft switches from the high speed stage of ground travel to the medium and low speed stages.

[0041] In step S30, a related left bias command or right bias command is generated based on the application direction of the differential braking signal. The left bias command is superimposed on the left brake pedal signal to obtain a left brake control signal superimposed with the left bias command. The right bias command is superimposed on the right brake pedal signal to obtain a right brake control signal superimposed with the right bias command. Subsequently, differential braking control is performed on the target aircraft based on the left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command.

[0042] It should be noted that in the embodiment of the present invention, since the left and right rudder pedals are a linkage mechanism, if the left rudder pedal is stepped on, the right rudder pedal on the right foot will retract, and at a certain moment, only the pedal that applies a greater force will generate a related bias command. Therefore, only one left bias command or right bias command can be generated in a corresponding rudder pedal signal.

[0043] By using the ground direction control method of the aircraft provided in the embodiment of the present invention, in the case of the failure of the front wheel turning system, a correction method for controlling / compensating differential braking by using the rudder pedal signal is adopted, and the rudder pedal signal is automatically connected to the brake controller. This can not only greatly reduce the operation difficulty of the pilot's manual differential braking correction when the front wheel turning fails, enabling the pilot to still achieve rudder correction in the high-speed stage and differential braking correction in the medium- and low-speed stages only by controlling the rudder pedal, with simple operation, but also reduce the influence on the aircraft correction caused by the pilot's operation delay and operation errors, thereby enhancing the correction ability of the aircraft in the medium- and low-speed stages and improving the safety of the aircraft during the taxiing stage.

[0044] Further, processing the received rudder pedal signal to determine the application direction of the differential braking signal includes: obtaining the taxiing speed of the target aircraft, and performing constraint processing on the received rudder pedal signal based on the taxiing speed of the target aircraft to obtain a constrained rudder pedal signal; determining the application direction of the differential braking signal based on the constrained rudder pedal signal.

[0045] Further, the performing constraint processing on the received rudder pedal signal based on the taxiing speed of the target aircraft includes: determining whether the taxiing speed of the target aircraft is greater than a first speed threshold. If the taxiing speed of the target aircraft is greater than the first speed threshold, constraint processing is performed on the rudder pedal signal; otherwise, no constraint processing is performed on the rudder pedal signal.

[0046] Exemplarily, such as Figure 4As shown, the first speed threshold V0 is the speed threshold for the aircraft in the medium and low speed stages. Below the first speed threshold V0, the taxiing speed of the aircraft does not impose any restrictive constraints on the rudder pedal signal; above the first speed threshold V0, as the taxiing speed of the aircraft increases, the effect of the rudder pedal signal on the differential braking signal gradually weakens.

[0047] In the embodiment of the present invention, by restricting the rudder pedal signal through the brake controller, the risk of the aircraft deviating from the runway due to excessive use of manual differential braking can be avoided, the difficulty of aircraft deviation correction control is reduced, and the ability of the aircraft to resist external disturbances such as crosswinds is expanded.

[0048] Exemplarily, the differential braking control of the target aircraft based on the left brake control signal superimposed with the left offset command or the right brake control signal superimposed with the right offset command includes: respectively inputting the left brake control signal superimposed with the left offset command or the right brake control signal superimposed with the right offset command into the brake control law, and outputting a control command for controlling the left brake actuator of the target aircraft or outputting a control command for controlling the right brake actuator of the target aircraft.

[0049] As can be seen from the above, the ground direction control method of the aircraft provided by the embodiment of the present invention, in the case of the failure of the front wheel turning system, adopts the method of using the rudder pedal signal to control / compensate the deviation correction of differential braking, and automatically connects the rudder pedal signal to the brake controller to quickly control and compensate the differential braking direction of the target aircraft, so as to compensate for the weakening of the deviation correction ability of the target aircraft in the medium and low speed stages caused by the failure of the front wheel turning function. The taxiing deviation correction of the target aircraft in the medium and low speed stages is realized, the influence of pilot operation delay and operation errors on aircraft deviation correction is reduced, the medium and low speed deviation correction ability of the aircraft is enhanced, and the safety of the aircraft during the taxiing stage is improved.

[0050] According to another aspect of the present invention, a ground direction control system for an aircraft is provided.

[0051] Figure 2 FIG. is a block diagram of the architecture of a ground direction control system for an aircraft provided by an embodiment of the present invention. Figure 3 FIG. is a schematic diagram of rudder pedal control of differential braking provided by an embodiment of the present invention.

[0052] As Figure 2 and Figure 3 shown, exemplarily, in the embodiment of the present invention, the ground direction control system of the aircraft includes a rudder controller, a rudder actuator, a brake controller, a left brake actuator, a right brake actuator, a front wheel turning controller, and a front wheel turning actuator.

[0053] The rudder controller is used to receive a rudder pedal signal to control the rudder actuator, and the rudder actuator is used to deflect the rudder.

[0054] The brake controller is used to receive a left brake pedal signal and a right brake pedal signal respectively, and generate a left brake control signal for controlling the left brake actuator according to the received left brake pedal signal, and generate a right brake control signal for controlling the right brake actuator according to the received right brake pedal signal. The left brake actuator is used to brake the left wheels of the aircraft, and the right brake actuator is used to brake the right wheels of the aircraft.

[0055] The nose wheel steering controller is used to receive the rudder pedal signal and the steering handwheel signal respectively to control the nose wheel steering actuator. The nose wheel steering controller is also used to generate and send a steering fault signal to the brake controller when the nose wheel steering system fails. The nose wheel steering actuator is used to deflect the nose wheel.

[0056] Wherein, the brake controller is further used to automatically enable the connection of the rudder pedal signal to the brake controller after receiving the steering fault signal, process the received rudder pedal signal to determine the application direction of the differential brake signal, generate an associated left bias command or right bias command based on the application direction of the differential brake signal, superimpose the left bias command on the left brake pedal signal to obtain the left brake control signal, superimpose the right bias command on the right brake pedal signal to obtain the right brake control signal, and then perform differential brake control on the target aircraft based on the left brake control signal or the right brake control signal.

[0057] It should be noted that in the embodiment of the present invention, since the left and right rudder pedals are a linkage mechanism, if the left foot pedals the left rudder pedal, the right rudder pedal of the right foot will retract, and only the pedal that applies a greater force will generate an associated bias command at a certain moment. Therefore, only one left bias command or right bias command can be generated in a corresponding rudder pedal signal.

[0058] By adopting the ground direction control system of the aircraft provided by the embodiments of the present invention, it is intended to control the brake controller to automatically enable the input of receiving the rudder pedal signal in the case of the failure of the turning system, and after processing the received rudder pedal signal, superimpose it into the corresponding left brake pedal signal and right brake pedal signal to obtain the compensated left brake control signal and right brake control signal. Subsequently, differential brake control is performed based on the left brake control signal and the right brake control signal, so as to automatically achieve the differential brake direction control compensation in the medium and low speed stages. This can not only greatly reduce the operation difficulty of the pilot's manual differential brake correction when the nose wheel turning fails, enabling the pilot to still achieve the rudder correction in the high speed stage and the differential brake correction in the medium and low speed stages only by controlling the rudder pedal, with simple operation, but also reduce the influence on the aircraft correction caused by the pilot's operation delay and operation error, thereby enhancing the correction ability of the aircraft in the medium and low speed stages and improving the safety of the aircraft during the taxiing stage.

[0059] In one example, the brake controller includes a first terminal, a second terminal, and an electromagnetic switch. The first terminal is electrically connected to the turning fault signal, and the second terminal is electrically connected to the rudder pedal signal. Wherein, when the turning fault signal is not enabled, the moving contact of the electromagnetic switch attracts and is electrically connected to the first terminal, so that the rudder pedal signal is not connected to the brake controller; when the turning fault signal is enabled, the moving contact of the electromagnetic switch is triggered to switch to attract and be electrically connected to the second terminal, so that the rudder pedal signal is connected to the brake controller. Figure 3 Exemplarily, in [the above example], the first terminal is the "0" contact, and the second terminal is the "1" contact.

[0060] Optionally, the electromagnetic switch may also include other switching elements, such as electronic switches, analog switches, etc. The embodiments of the present invention do not limit this here.

[0061] Furthermore, the brake controller further includes a rudder pedal signal constraint processing module and a speed acquisition module. The speed acquisition module is used to acquire the taxiing speed of the target aircraft and input the taxiing speed of the target aircraft into the rudder pedal signal constraint processing module; the rudder pedal signal constraint processing module is used to receive the rudder pedal signal and perform constraint processing on the rudder pedal signal based on the acquired taxiing speed of the target aircraft to obtain the rudder pedal signal after constraint processing.

[0062] In an embodiment of the present invention, by restricting the rudder pedal signal, the brake controller can avoid the risk of the aircraft deviating from the runway due to excessive use of manual differential braking, reduce the difficulty of aircraft deviation correction control, and expand the aircraft's ability to resist external disturbances such as crosswinds.

[0063] Specifically, it is determined whether the taxiing speed of the target aircraft is greater than a first speed threshold. If the taxiing speed of the target aircraft is greater than the first speed threshold, the rudder pedal signal is subjected to constraint processing; otherwise, the rudder pedal signal is not subjected to constraint processing.

[0064] Exemplarily, as Figure 4 shown, the first speed threshold V0 is the speed threshold for the aircraft in the medium and low speed stages. Below the first speed threshold V0, the taxiing speed of the aircraft does not restrict the rudder pedal signal; above the first speed threshold V0, as the taxiing speed of the aircraft increases, the effect of the rudder pedal signal on the differential braking signal gradually weakens.

[0065] Furthermore, the brake controller further includes a rudder signal direction determination module, which is configured to receive the constrained rudder pedal signal and determine the direction of the rudder signal based on the received constrained rudder pedal signal to determine the application direction of the differential braking signal.

[0066] Furthermore, the brake controller further includes a left bias command module and a right bias command module. The left bias command module is configured to receive the application direction of the differential braking signal and generate the associated left bias command based on the application direction of the differential braking signal; the right bias command module is configured to receive the application direction of the differential braking signal and generate the associated right bias command based on the application direction of the differential braking signal.

[0067] Furthermore, the brake controller further includes a braking control law, which is configured to receive the left braking control signal superimposed with the left bias command or the right braking control signal superimposed with the right bias command respectively, and output a control command for controlling the left brake actuator of the target aircraft or output a control command for controlling the right brake actuator of the target aircraft.

[0068] As can be seen from the above, the ground direction control system of the aircraft provided by the embodiments of the present invention can greatly reduce the delay of the aircraft's deviation correction operation when the nose wheel steering fails. After the control function of the nose wheel steering system fails, a deviation correction method that uses the rudder pedal signal to control / compensate for differential braking is adopted, and the rudder pedal signal is automatically connected to the brake controller to quickly control and compensate for the differential braking direction of the target aircraft, realizing the taxiing deviation correction of the target aircraft in the medium and low speed stages, avoiding the delay of the deviation correction operation caused by the need to switch the rudder pedal control to manual differential braking control due to the steering failure, reducing the possibility of the aircraft deviating from the runway, and improving the safety of the aircraft during the taxiing stage.

[0069] In addition, the present invention also provides a storage medium, in which multiple instructions are stored, and the instructions are adapted to be loaded by a processor to execute any of the above-described ground direction control methods of the aircraft.

[0070] The present invention also provides an aircraft, which includes any of the above-described ground direction control systems of the aircraft.

[0071] In summary, although the present invention has been disclosed above with preferred embodiments, the above preferred embodiments are not intended to limit the present invention. Those of ordinary skill in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention is subject to the scope defined by the claims.

Claims

1. A ground direction control method for an aircraft, used for a brake controller, characterized in that, The method includes: Receiving a left brake pedal signal and a right brake pedal signal respectively, wherein the left brake pedal signal is used to generate a left brake control signal, and the right brake pedal signal is used to generate a right brake control signal; After receiving a turn fault signal sent from a front wheel turning controller, automatically enabling receiving a rudder pedal signal, and processing the received rudder pedal signal to determine the application direction of a differential brake signal; Generating an associated left bias command or right bias command based on the application direction of the differential brake signal, superimposing the left bias command onto the left brake pedal signal to obtain a left brake control signal superimposed with the left bias command, superimposing the right bias command onto the right brake pedal signal to obtain a right brake control signal superimposed with the right bias command, and then performing differential brake control on the target aircraft based on the left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command.

2. The ground direction control method for an aircraft according to claim 1, characterized in that, The processing the received rudder pedal signal to determine the application direction of the differential brake signal includes: Obtaining the taxiing speed of the target aircraft, and performing constraint processing on the received rudder pedal signal based on the taxiing speed of the target aircraft to obtain a rudder pedal signal after constraint processing; Determining the application direction of the differential brake signal based on the rudder pedal signal direction after constraint processing.

3. The ground direction control method for an aircraft according to claim 2, characterized in that, The performing constraint processing on the received rudder pedal signal based on the taxiing speed of the target aircraft includes: Judging whether the taxiing speed of the target aircraft is greater than a first speed threshold; If the taxiing speed of the target aircraft is greater than the first speed threshold, performing constraint processing on the rudder pedal signal; Otherwise, not performing constraint processing on the rudder pedal signal.

4. The ground direction control method for an aircraft according to any one of claims 1 to 3, characterized in that, The performing differential brake control on the target aircraft based on the left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command includes: Respectively inputting the left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command into a brake control law, and outputting a control command for controlling the left brake actuator of the target aircraft and a control command for controlling the right brake actuator of the target aircraft.

5. A ground direction control system for an aircraft, characterized in that, The system includes a rudder controller, a rudder actuator, a brake controller, a left brake actuator, a right brake actuator, a front wheel turning controller, and a front wheel turning actuator, The rudder controller is used to receive a rudder pedal signal to control the rudder actuator, and the rudder actuator is used to implement the deflection of the rudder; The brake controller is configured to receive a left brake pedal signal and a right brake pedal signal respectively, and generate a left brake control signal for controlling the left brake actuator according to the received left brake pedal signal, and generate a right brake control signal for controlling the right brake actuator according to the received right brake pedal signal. The left brake actuator is used to apply brakes to the left wheels of the aircraft, and the right brake actuator is used to apply brakes to the right wheels of the aircraft; The nose wheel steering controller is configured to receive the rudder pedal signal and the steering wheel signal respectively to control the nose wheel steering actuator. The nose wheel steering controller is further configured to generate and send a steering fault signal to the brake controller in the event of a failure of the nose wheel steering system. The nose wheel steering actuator is used to deflect the nose wheel; Wherein, after receiving the steering fault signal, the brake controller is further configured to automatically enable the connection of the rudder pedal signal to the brake controller, process the received rudder pedal signal to determine the application direction of the differential brake signal, and generate an associated left bias command or right bias command based on the application direction of the differential brake signal. The left bias command is superimposed on the left brake pedal signal to obtain a left brake control signal superimposed with the left bias command, and the right bias command is superimposed on the right brake pedal signal to obtain a right brake control signal superimposed with the right bias command. Subsequently, differential brake control is performed on the target aircraft based on the left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command.

6. The ground direction control system for an aircraft according to claim 5, characterized in that, The brake controller includes a first terminal, a second terminal, and an electromagnetic switch. The first terminal is electrically connected to the steering fault signal, and the second terminal is electrically connected to the rudder pedal signal, Wherein, when the steering fault signal is not enabled, the moving contact of the electromagnetic switch is attracted and electrically connected to the first terminal, so that the rudder pedal signal is not connected to the brake controller; When the steering fault signal is enabled, the moving contact of the electromagnetic switch is triggered to switch to be attracted and electrically connected to the second terminal, so that the rudder pedal signal is connected to the brake controller.

7. The ground direction control system for an aircraft according to claim 5, characterized in that, The brake controller further includes a rudder pedal signal constraint processing module and a speed acquisition module, Wherein, the speed acquisition module is configured to acquire the taxiing speed of the target aircraft and input the taxiing speed of the target aircraft into the rudder pedal signal constraint processing module; The rudder pedal signal constraint processing module is configured to receive the rudder pedal signal and perform constraint processing on the rudder pedal signal based on the acquired taxiing speed of the target aircraft to obtain a constrained rudder pedal signal.

8. The ground direction control system for an aircraft according to claim 7, characterized in that, The brake controller further includes a rudder signal direction determination module, The rudder signal direction determination module is configured to receive the constrained rudder pedal signal, and determine the direction of the rudder signal based on the received constrained rudder pedal signal, so as to determine the application direction of the differential braking signal.

9. The ground direction control system for an aircraft according to claim 8, characterized in that, The brake controller further includes a left bias command module and a right bias command module. The left bias command module is configured to receive the application direction of the differential braking signal, and generate the associated left bias command based on the application direction of the differential braking signal. The right bias command module is configured to receive the application direction of the differential braking signal, and generate the associated right bias command based on the application direction of the differential braking signal.

10. The ground direction control system of an aircraft according to claim 5, characterized in that, The brake controller further includes a braking control law. The braking control law is configured to receive respectively the left brake control signal superimposed with the left bias command or the right brake control signal superimposed with the right bias command, and output a control command for controlling the left brake actuator of the target aircraft or output a control command for controlling the right brake actuator of the target aircraft.

11. A storage medium, characterized in that, The storage medium stores multiple instructions, and the instructions are adapted to be loaded by a processor to execute the ground direction control method of the aircraft according to any one of claims 1 to 4.

12. An aircraft, characterized in that, Including the ground direction control system of the aircraft according to any one of claims 5 to 10.

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