Airplane brake control method, system, and medium based on deceleration rate control

Abstract

The application relates to the technical field of airplane brake control, in particular to an airplane brake control method and system based on deceleration rate control and a medium, the method comprising the following steps: judging whether a brake system enters a deceleration rate control mode; acquiring a theoretical deceleration rate of a current period; acquiring a theoretical speed of the current period, acquiring a speed error of the current period, acquiring a final brake current, and controlling airplane brakes according to the final brake current. The application reduces the influence of brake disc torque differences on the control effect of the brake system, so as to improve the brake control capability of the anti-skid brake system.

Description

Technical Field

[0001] This invention relates to the field of aircraft braking control technology, and specifically to an aircraft braking control method, system, and medium based on deceleration rate control. Background Technology

[0002] The aircraft braking system is the primary control device for aircraft landing, deceleration during ground movement, and parking. Aircraft braking systems evolved from automobile braking systems, with two main systems emerging in their early development: the electronic anti-skid braking system used by Western countries and the mechanical inertia-based anti-skid braking system used by the Soviet Union. This has progressed to the digital fly-by-wire anti-skid braking control system and the all-electric braking system we see today. Regardless of the specific system, the braking control method is essentially the same: pressure is applied to the brake discs mounted on the main landing gear using hydraulic or electrical means. This pressure causes the brake pads to rub against the brake discs, or the moving brake disc to rub against the stationary brake disc, generating a force that resists the rotation of the aircraft wheels, thus slowing the aircraft down.

[0003] Currently, the most widely used aircraft braking system in my country is the digital fly-by-wire anti-skid braking system. This system mainly consists of components such as a brake control box, a brake command sensor, a brake servo valve, and wheel speed sensors. The pilot depresses the accelerator pedal, generating displacement in a specific direction. The brake command sensor converts this displacement into an input electrical signal. The brake control box collects this input signal and calculates the output electrical signal based on a preset ratio in its internal software. This output signal controls the servo valve, adjusting the pressure from the hydraulic pump to a suitable braking pressure. This pressure acts on the piston in the braking device, pressing against the stationary brake disc and creating sliding friction with the moving disc, generating braking torque and hindering wheel rotation. This completes the entire braking control process, a typical example of command-pressure control.

[0004] Due to differences in brake disc materials and manufacturing processes, the braking torque varies when the same braking pressure is applied to the brake disc. This results in inaccurate brake control commands and consequently affects braking performance.

[0005] Therefore, there is a need to provide an aircraft braking control method, system, and medium based on deceleration rate control to solve the above problems. Summary of the Invention

[0006] This invention provides an aircraft braking control method, system, and medium based on deceleration rate control. The control law strategy for deceleration rate is adjusted adaptively based on the speed error in each cycle. This addresses the problem that differences in brake disc materials and manufacturing processes lead to variations in braking torque, resulting in inaccurate output braking control commands and thus affecting braking performance.

[0007] The aircraft braking control method based on deceleration rate control of the present invention adopts the following technical solution: including:

[0008] When the aircraft's current speed is greater than the preset speed threshold and the aircraft is in an effective anti-skid state, the braking system enters the deceleration rate control mode.

[0009] Obtain the braking command stroke when the pilot applies the brakes in deceleration rate control mode, and obtain the theoretical deceleration rate for the current cycle based on the braking command stroke;

[0010] Based on the target deceleration rate, the aircraft speed in the previous cycle, and the current sampling cycle, obtain the theoretical speed for the current cycle;

[0011] The speed error for the current cycle is obtained by comparing the theoretical speed of the current cycle with the actual speed of the aircraft.

[0012] Based on the speed error of the current cycle and the speed error of the previous cycle, the braking current compensation amount for the current cycle is obtained using an incremental control algorithm.

[0013] Based on the theoretical braking current and the braking current compensation, the final braking current is obtained, and the aircraft braking is controlled according to the final braking current.

[0014] Preferably, the step of obtaining the theoretical deceleration rate of the current cycle based on the braking command stroke is as follows:

[0015] The relationship between the preset braking command stroke and the theoretical deceleration rate is a linear function.

[0016] Based on the linear function relationship and the braking command stroke of the current cycle, obtain the theoretical deceleration rate of the current cycle.

[0017] Preferably, the steps for obtaining the theoretical speed of the current period are as follows:

[0018] The theoretical speed of the current cycle = the actual aircraft speed of the previous cycle – the theoretical deceleration rate × sampling period, where the actual aircraft speed of the initial cycle is the speed at which the aircraft begins to brake.

[0019] Preferably, the speed error for the current cycle is obtained by subtracting the theoretical speed from the actual speed of the aircraft in the current cycle.

[0020] Preferably, the step of obtaining the braking current compensation amount for the current cycle is as follows:

[0021] Obtain the first product of the speed error and the error coefficient for the current cycle;

[0022] Obtain the second product of the speed error and the error coefficient from the previous cycle;

[0023] The difference between the first product and the second product yields the braking current compensation for the current cycle.

[0024] Preferably, the step of obtaining the final braking current is as follows:

[0025] The final braking current is obtained by summing the theoretical braking current and the braking current compensation.

[0026] Preferably, the steps for controlling the aircraft brakes based on the final braking current are as follows:

[0027] The output pressure is obtained based on the final braking current;

[0028] The servo valve outputs the corresponding hydraulic pressure based on the output pressure, thereby controlling the braking system to brake the aircraft.

[0029] Preferably, when the aircraft's current cycle speed is less than or equal to a preset speed threshold, or when the aircraft is not in an anti-skid state, the braking system enters a pressure control mode. The braking system directly converts the braking command input by the pilot's foot on the brake into hydraulic pressure output by the servo valve, and the hydraulic pressure output by the servo valve drives the braking system to brake the aircraft.

[0030] An aircraft braking control system based on deceleration rate control, comprising:

[0031] The control mode determination module is used to determine the deceleration rate control mode that the braking system enters when the current speed of the aircraft is greater than the preset speed threshold and the aircraft is in an effective anti-skid state.

[0032] The theoretical deceleration rate acquisition module is used to acquire the braking command stroke when the pilot presses the brake pedal in deceleration rate control mode, and to obtain the theoretical deceleration rate of the current cycle based on the braking command stroke.

[0033] The theoretical speed acquisition module is used to obtain the theoretical speed for the current period based on the target deceleration rate, the aircraft speed of the previous period, and the current sampling period.

[0034] The current compensation calculation module is used to obtain the speed error of the current cycle based on the theoretical speed and the actual speed of the aircraft in the current cycle; and to obtain the braking current compensation amount of the current cycle based on the speed error of the current cycle and the speed error of the previous cycle, using an incremental control algorithm.

[0035] The brake control module is used to obtain the theoretical braking current based on the current braking command stroke, obtain the final braking current based on the theoretical braking current and the braking current compensation amount, and control the aircraft braking based on the final braking current.

[0036] A storage medium storing an aircraft brake control program, wherein the steps of an aircraft brake control method are executed by a processor.

[0037] The beneficial effects of this invention are:

[0038] This invention determines the theoretical deceleration rate of the current cycle by analyzing the braking command input by the pilot's foot on the brake pedal. Then, it uses the magnitude of the theoretical deceleration rate to determine the pilot's deceleration intention, obtains the theoretical speed from the theoretical deceleration rate, and compares the theoretical speed with the actual speed in real time to obtain the speed error. Based on the speed error and an incremental control algorithm, it obtains the braking current compensation amount, which is then used to compensate for the theoretical braking current, thus obtaining the final braking current. In other words, this process is based on the adaptive adjustment of the deceleration rate control law strategy according to the speed error of each cycle, thereby reducing the impact of brake disc torque differences on the braking system's control effect and improving the braking control capability of the anti-skid braking system. Secondly, it can effectively match and accommodate the different braking torque characteristics exhibited by brake wheels made of different materials, ensuring a smooth braking process, effectively improving the performance of the aircraft's anti-skid braking system and enhancing the system's accommodative capabilities. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a flowchart of an aircraft braking control method based on deceleration rate control according to the present invention;

[0041] Figure 2 This is a flowchart illustrating the operating environment of the storage medium in an embodiment of the present invention;

[0042] Figure 3 This is a schematic diagram of the signal flow of the braking system of the present invention;

[0043] Figure 4 This is a graph showing the linear function relationship between the braking command stroke and the theoretical deceleration rate in an embodiment of the present invention.

[0044] In the diagram, 1 is the brake controller; 2 is the cable; 3 is the user interface; 4 is the network interface; and 5 is the memory. Detailed Implementation

[0045] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0046] A flowchart of an aircraft braking control method based on deceleration rate control according to the present invention is shown below. Figure 1 As shown, it includes:

[0047] S1. Determine whether the braking system has entered the deceleration rate control mode;

[0048] Specifically, when the aircraft's current cycle speed is greater than the preset speed threshold and the aircraft is in an effective anti-skid state, the braking system enters the deceleration rate control mode. When the aircraft's current cycle speed is less than or equal to the preset speed threshold, or the aircraft is not in an anti-skid state, the braking system enters the pressure control mode. The braking system directly converts the braking command input by the pilot's foot pedal into the hydraulic pressure output by the servo valve, and the hydraulic pressure output by the servo valve drives the braking system to brake the aircraft.

[0049] It should be noted that the speed threshold is 25km / h; anti-skid measures will only be applied when the speed exceeds 25km / h.

[0050] S2, Obtain the theoretical deceleration rate for the current cycle;

[0051] Specifically, the braking command stroke when the pilot applies the brakes in deceleration rate control mode is obtained, and the theoretical deceleration rate for the current cycle is obtained based on the braking command stroke.

[0052] In this embodiment, the step of obtaining the theoretical deceleration rate for the current cycle is as follows: A linear function relationship between the theoretical braking current and the theoretical deceleration rate is preset; based on the linear function relationship and the theoretical braking current for the current cycle, the theoretical deceleration rate for the current cycle is obtained. The preset linear function relationship is y = ax + b, where y represents the theoretical deceleration rate and x represents the braking command stroke. The k and b parameters need to be determined based on the aircraft load, braking capacity, and the range of the braking command stroke. The specific linear function relationship is as follows: Figure 4 As shown, where, as Figure 3 As shown, the braking command stroke is obtained by the braking command sensor and sent to the brake controller 1 of the braking control system through the interface.

[0053] S3, Obtain the theoretical speed of the current cycle;

[0054] Specifically, the theoretical speed for the current period is obtained based on the theoretical deceleration rate, the aircraft speed of the previous period, and the current sampling period.

[0055] In this embodiment, the step of obtaining the theoretical speed of the current cycle is as follows: Theoretical speed of the current cycle = Actual aircraft speed of the previous cycle – Theoretical deceleration rate × Sampling period, where the actual aircraft speed of the initial cycle is the speed at which the aircraft begins braking, such as... Figure 3 As shown, the actual aircraft speed is obtained by the wheel speed sensor and sent to the brake controller 1 of the brake control system via an interface.

[0056] S4. Obtain the speed error for the current cycle;

[0057] Specifically, the speed error for the current cycle is obtained by comparing the theoretical speed of the current cycle with the actual speed of the aircraft. In this embodiment, the speed error for the current cycle is obtained by subtracting the theoretical speed of the current cycle from the actual speed of the aircraft.

[0058] S5. Obtain the final braking current and control the aircraft braking based on the final braking current;

[0059] Specifically, based on the speed error of the current cycle and the speed error of the previous cycle, the braking current compensation amount for the current cycle is obtained using an incremental control algorithm (that is, the speed error of the current cycle and the speed error of the previous cycle are input into the incremental PI controller); based on the theoretical braking current and the braking current compensation amount, the final braking current is obtained, and the aircraft braking is controlled based on the final braking current.

[0060] The steps for obtaining the braking current compensation amount for the current cycle are as follows: obtain the first product of the speed error and the error coefficient for the current cycle; obtain the second product of the speed error and the error coefficient for the previous cycle; and obtain the braking current compensation amount for the current cycle by subtracting the first product from the second product. The two error coefficients are adjusted through experiments, and the coefficient values ​​range from 1 to 100.

[0061] The steps for obtaining the final braking current are as follows: sum the theoretical braking current and the braking current compensation amount to obtain the final braking current. The steps for controlling the aircraft braking based on the final braking current are as follows: obtain the output pressure based on the final braking current; control the servo valve to output the corresponding hydraulic pressure based on the output pressure, so as to control the braking system to brake the aircraft.

[0062] The theoretical braking current and the braking command stroke are related by a linear function. The input is the braking command stroke, and the output is the theoretical braking current. The slope and constant parameters in the function are related to the characteristics of the servo valve itself. Generally, the theoretical braking current in the released braking state is taken as the braking command stroke when the brake is released, and the theoretical braking current in the full braking pressure state is taken as the maximum braking command stroke. The linear function relationship between the theoretical braking current and the braking command stroke can be obtained by outputting the braking command stroke as a linear function.

[0063] It should be noted that, as Figure 2 and Figure 3 As shown, the signal flow of the brake control system of the present invention is illustrated. The brake control system includes a brake controller and a memory. The brake controller uses an MCU, and the MCU and the memory are connected for communication. The brake controller is used to execute the aircraft brake control program. Network interface 4 completes the transmission of brake command stroke, actual speed, and the output of final brake current. The brake controller is connected to the wheel speed sensor, brake command sensor, and servo valve. The wheel speed sensor provides the actual speed to the brake controller, the brake command sensor provides the brake command stroke to the brake controller, and the brake controller inputs the final brake current to the servo valve. That is, after receiving the brake command stroke and the actual aircraft speed, the brake controller 1 performs the calculations in steps S2 to S4 to obtain the final brake current and sends the final brake current to the servo valve. The servo valve outputs brake hydraulic pressure according to the final brake current to drive the brake system to control the aircraft brake.

[0064] This invention discloses an aircraft braking control system based on deceleration rate control, comprising: a control mode judgment module, a theoretical deceleration rate acquisition module, a theoretical speed acquisition module, a current compensation calculation module, and a braking control module. The control mode judgment module is used to initiate a deceleration rate control mode when the aircraft's current cycle speed exceeds a preset speed threshold and the aircraft is in an effective anti-skid state. The theoretical deceleration rate acquisition module acquires the brake command stroke when the pilot applies the brakes in the deceleration rate control mode and obtains the theoretical deceleration rate for the current cycle based on the brake command stroke. The theoretical speed acquisition module obtains the theoretical speed for the current cycle based on the theoretical deceleration rate, the aircraft speed of the previous cycle, and the current sampling cycle. The current compensation calculation module obtains the speed error for the current cycle based on the theoretical speed and the actual speed of the aircraft; it also obtains the braking current compensation for the current cycle based on the speed error of the current cycle and the speed error of the previous cycle using an incremental control algorithm. The braking control module obtains the final braking current based on the theoretical braking current and the braking current compensation, and controls the aircraft braking based on the final braking current.

[0065] The present invention discloses a storage medium storing an aircraft brake control program. When the aircraft brake control program is executed by a processor, it represents the steps of an aircraft brake control method. In this embodiment, the storage medium is a memory, which may include an operating system, a network communication module, a user interface module, and a computer program. The computer program includes the aircraft brake control program of the present invention. The operating system is a program that manages and controls the hardware and software resources of computer equipment, as well as the computer program and the operation of other software or programs.

[0066] like Figure 3 As shown, the memory 5 is connected to the brake controller 1, user interface 3, and network interface 4 via cable 2. The user interface 3 is mainly used to connect terminals for data communication; the network interface 4 is mainly used to communicate with the backend server; and the brake controller 1 is used to call the aircraft brake control program stored in the memory 5.

[0067] Specifically, when brake controller 1 calls the aircraft brake control program stored in memory 5, it also performs the following operations:

[0068] When the aircraft's current cycle speed exceeds a preset speed threshold and the aircraft is in an effective anti-skid state, the braking system enters the deceleration rate control mode. The system acquires the pilot's brake command stroke during this mode and calculates the theoretical deceleration rate for the current cycle based on this stroke. It then calculates the theoretical speed for the current cycle based on the target deceleration rate, the aircraft speed of the previous cycle, and the current sampling cycle. Finally, it calculates the speed error for the current cycle by comparing the theoretical speed with the actual speed. Based on the speed error of the current cycle with the speed error of the previous cycle, and using an incremental control algorithm, it calculates the brake current compensation for the current cycle. Finally, it calculates the final brake current based on the theoretical brake current and the brake current compensation, and controls the aircraft braking accordingly.

[0069] Specifically, when brake controller 1 calls the aircraft brake control program stored in memory 5, it also performs the following operations:

[0070] Multiple deceleration rates are preset, each corresponding to a theoretical braking current range; the target theoretical braking current range of the current cycle is obtained; the preset deceleration rate corresponding to the target theoretical braking current range is used as the theoretical deceleration rate of the current cycle.

[0071] Specifically, when brake controller 1 calls the aircraft brake control program stored in memory 5, it also performs the following operations:

[0072] The theoretical speed of the current cycle = the actual aircraft speed of the previous cycle – the theoretical deceleration rate × sampling period, where the actual aircraft speed of the initial cycle is the speed at which the aircraft begins to brake.

[0073] Specifically, when brake controller 1 calls the aircraft brake control program stored in memory 5, it also performs the following operations:

[0074] The speed error for the current cycle is obtained by subtracting the theoretical speed from the actual speed of the aircraft.

[0075] Specifically, when brake controller 1 calls the aircraft brake control program stored in memory 5, it also performs the following operations:

[0076] Obtain the first product of the speed error and the error coefficient for the current cycle; obtain the second product of the speed error and the error coefficient for the previous cycle; subtract the first product from the second product to obtain the braking current compensation for the current cycle.

[0077] Specifically, when brake controller 1 calls the aircraft brake control program stored in memory 5, it also performs the following operations:

[0078] The final braking current is obtained by summing the theoretical braking current and the braking current compensation.

[0079] Specifically, when brake controller 1 calls the aircraft brake control program stored in memory 5, it also performs the following operations:

[0080] The output pressure is obtained based on the final braking current; the servo valve is controlled to output the corresponding hydraulic pressure based on the output pressure, so as to control the braking system to brake the aircraft.

[0081] Specifically, when brake controller 1 calls the aircraft brake control program stored in memory 5, it also performs the following operations:

[0082] When the aircraft's current cycle speed is less than or equal to a preset speed threshold, or when the aircraft is not in an anti-skid state, the braking system enters a pressure control mode. The braking system directly converts the braking command input by the pilot's foot on the brake into hydraulic pressure output by the servo valve, which then drives the braking system to brake the aircraft.

[0083] In summary, the embodiments of this invention provide an aircraft braking control method, system, and medium based on deceleration rate control. This control method, within the aircraft braking system, collects the theoretical braking current input by the pilot's foot brake and the aircraft speed signal to control the output pressure control signal of the servo valve, thereby controlling the braking pressure. Specifically, this invention uses the theoretical braking current input by the pilot's foot brake to determine the theoretical deceleration rate for the current cycle. Then, it uses the magnitude of the theoretical deceleration rate to determine the pilot's deceleration intention, obtains the theoretical speed from the theoretical deceleration rate, compares the theoretical speed and actual speed in real time to obtain the speed error, and obtains the braking current compensation amount based on the speed error and an incremental control algorithm. This compensation amount compensates the theoretical braking current, thus obtaining the final braking current. This process is real-time adjusted, adaptively adjusting the deceleration rate control law strategy based on the speed error of each cycle, thereby reducing the impact of brake disc torque differences on the braking system control effect and improving the braking control capability of the anti-skid braking system. Furthermore, it effectively matches and accommodates the different braking torque characteristics exhibited by brake wheels made of different materials, ensuring a smooth braking process, effectively improving the performance of the aircraft anti-skid braking system and enhancing the system's accommodative capabilities.

[0084] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An aircraft braking control method based on deceleration rate control, characterized in that, include: When the aircraft's current speed is greater than the preset speed threshold and the aircraft is in an effective anti-skid state, the braking system enters the deceleration rate control mode. When the aircraft's current cycle speed is less than or equal to the preset speed threshold, or when the aircraft is not in an anti-skid state, the braking system enters the pressure control mode. The braking system directly converts the braking command input by the pilot's foot on the brake into the hydraulic pressure output by the servo valve, and the hydraulic pressure output by the servo valve drives the braking system to brake the aircraft. To obtain the braking command travel when the pilot applies the brakes in deceleration rate control mode, and to obtain the theoretical deceleration rate for the current cycle based on the braking command travel; the steps to obtain the theoretical deceleration rate for the current cycle based on the braking command travel are as follows: preset a linear function relationship between the braking command travel and the theoretical deceleration rate; and obtain the theoretical deceleration rate for the current cycle based on the linear function relationship and the braking command travel for the current cycle. Based on the theoretical deceleration rate, the aircraft speed of the previous cycle, and the current sampling period, the theoretical speed of the current cycle is obtained. The steps to obtain the theoretical speed of the current cycle are: theoretical speed of the current cycle = actual aircraft speed of the previous cycle – theoretical deceleration rate × sampling period, where the actual aircraft speed of the initial cycle is the speed at which the aircraft begins to brake. The speed error for the current cycle is obtained by comparing the theoretical speed of the current cycle with the actual speed of the aircraft. Based on the speed error of the current cycle and the speed error of the previous cycle, the braking current compensation amount of the current cycle is obtained using an incremental control algorithm. The steps to obtain the braking current compensation amount of the current cycle are as follows: obtain the first product of the speed error and the error coefficient of the current cycle; obtain the second product of the speed error and the error coefficient of the previous cycle; subtract the first product from the second product, and add the difference to the braking current compensation amount of the previous cycle to obtain the braking current compensation amount of the current cycle. The theoretical braking current is obtained based on the current braking command stroke. The final braking current is obtained based on the theoretical braking current and the braking current compensation amount. The aircraft braking is then controlled based on the final braking current.

2. The aircraft braking control method based on deceleration rate control according to claim 1, characterized in that, The speed error for the current cycle is obtained by subtracting the theoretical speed from the actual speed of the aircraft.

3. The aircraft braking control method based on deceleration rate control according to claim 1, characterized in that, The steps to obtain the final braking current are as follows: The final braking current is obtained by summing the theoretical braking current and the braking current compensation.

4. The aircraft braking control method based on deceleration rate control according to claim 1, characterized in that, The steps for controlling aircraft braking based on the final braking current are as follows: The output pressure is obtained based on the final braking current; The servo valve outputs the corresponding hydraulic pressure based on the output pressure, thereby controlling the braking system to brake the aircraft.

5. An aircraft braking control system based on deceleration rate control, characterized in that, include: The control mode judgment module is used to enter the deceleration rate control mode when the current cycle speed of the aircraft is greater than the preset speed threshold and the aircraft is in an effective anti-skid state; when the current cycle speed of the aircraft is less than or equal to the preset speed threshold, or the aircraft is not in an anti-skid state, the braking system enters the pressure control mode. The braking system directly converts the braking command input by the pilot's foot pedal into the hydraulic pressure output by the servo valve, and the hydraulic pressure output by the servo valve drives the braking system to brake the aircraft. The theoretical deceleration rate acquisition module is used to acquire the brake command stroke when the pilot applies the brakes in deceleration rate control mode, and to acquire the theoretical deceleration rate for the current cycle based on the brake command stroke. The steps for acquiring the theoretical deceleration rate for the current cycle based on the brake command stroke are as follows: a linear function relationship between the brake command stroke and the theoretical deceleration rate is preset; the theoretical deceleration rate for the current cycle is acquired based on the linear function relationship and the brake command stroke for the current cycle. The theoretical speed acquisition module is used to obtain the theoretical speed of the current period based on the theoretical deceleration rate, the aircraft speed of the previous period, and the current sampling period. The steps to obtain the theoretical speed of the current period are: theoretical speed of the current period = actual aircraft speed of the previous period – theoretical deceleration rate × sampling period, where the actual aircraft speed of the initial period is the speed at which the aircraft begins to brake. The current compensation calculation module is used to obtain the speed error of the current cycle based on the theoretical speed and the actual speed of the aircraft in the current cycle; and to obtain the braking current compensation amount of the current cycle based on the speed error of the current cycle and the speed error of the previous cycle, using an incremental control algorithm. The steps to obtain the braking current compensation amount of the current cycle are as follows: obtain the first product of the speed error and the error coefficient of the current cycle; obtain the second product of the speed error and the error coefficient of the previous cycle; subtract the first product from the second product, and add the difference to the braking current compensation amount of the previous cycle to obtain the braking current compensation amount of the current cycle. The brake control module is used to obtain the final brake current based on the theoretical brake current and the brake current compensation amount, and to control the aircraft brakes based on the final brake current.

6. A storage medium, characterized in that, It stores an aircraft brake control program, which, when executed by a processor, implements the steps of the aircraft brake control method according to any one of claims 1-4.

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