A system and method for actively suppressing aircraft wheel brake vibration

Abstract

A system and method for actively suppressing aircraft wheel brake vibrations determines whether the wheel speed has changed suddenly, thereby preventing landing gear yaw vibrations and cornering difficulties caused by asymmetric brake pressure due to sudden wheel speed changes. By segmenting the aircraft's low-speed taxiing speed and limiting brake pressure based on the speed of each segment, longitudinal vibrations at low speeds are avoided, reducing the probability of vibration at low speeds by 1E-4. During high-speed braking, a wheel deceleration rate control range is established based on the braking torque characteristics, and brake pressure is controlled to achieve constant torque control, avoiding brake vibrations caused by torque variations during high-speed braking due to anti-skid operation. Longitudinal and yaw acceleration sensors are added to the wheel brake system. Braking pressure is limited based on the yaw and longitudinal vibration frequency signals, ensuring that no brake-induced vibrations occur during the entire braking process.

Description

Technical Field

[0001] The present invention relates to the field of aircraft brakes, and in particular to a system and method for actively suppressing aircraft wheel brake vibration. Background Art

[0002] The wheel brake system is one of the most critical systems in an aircraft, playing a crucial role during takeoff and landing. It detects wheel slip and adjusts brake pressure to decelerate the aircraft. However, if the anti-skid frequency falls within the natural frequency range of the landing gear, this can cause resonance. This low-frequency vibration can cause discomfort to the pilot and compromise safety.

[0003] Patent publication number CN 112861259 A discloses a method and device for suppressing landing gear vibration through brake control. This invention utilizes steps such as establishing a brake control model, determining a performance indicator function, and implementing model predictive control to suppress landing gear vibration based on landing gear vibration and braking efficiency. However, this method involves numerous parameters, making adjustment difficult. Furthermore, integration with anti-skid brake control methods is challenging, and it does not suppress vibration during low-speed taxiing.

[0004] Invention publication number CN 108343652 A discloses a method for eliminating hydraulic vibration during brake system testing. This invention achieves vibration reduction by adjusting the stiffness of the vibration-damping oil pipe using an outer pipe, an intermediate pipe, and an inner oil pipe. Vibration during brake system testing is eliminated by installing a vibration-damping oil pipe and a vibration-damping bracket. However, this invention is only applicable to vibration reduction during system testing and is not suitable for suppressing landing gear vibration during actual aircraft braking.

[0005] Low-frequency vibrations caused by the wheel brake system can cause landing gear movement and difficulty turning. This difficulty arises from the braking vibrations causing a speed difference between the two wheels, activating the inter-wheel protection, which causes pressure relief on the inner wheel during turns and increases the turning radius. Prior art wheel brake system designs primarily focus on braking efficiency, lacking a design method to actively suppress landing gear resonance during braking. Summary of the Invention

[0006] To overcome the existing problems of resonance between the anti-skid frequency and the natural frequency of the landing gear, as well as the problem of heading vibration caused by different braking torques of the two landing gears, the present invention proposes a system and method for actively suppressing aircraft braking vibration.

[0007] The system for actively suppressing aircraft wheel brake vibration proposed in the present invention includes a brake controller, a landing gear azimuth vibration acceleration sensor, a landing gear longitudinal vibration acceleration sensor, a velocity sensor, and a pressure sensor. The brake controller's electrical signal input is electrically connected to the outputs of the landing gear azimuth acceleration sensor, the output of the landing gear longitudinal acceleration sensor, the output of the velocity sensor, and the output of the brake pressure sensor, respectively, to receive the azimuth vibration frequency of the landing gear provided by the azimuth acceleration sensor, the longitudinal vibration frequency of the landing gear provided by the longitudinal acceleration sensor, the wheel speed signal and the aircraft speed signal provided by the velocity sensor, and the brake pressure signal provided by the pressure sensor.

[0008] The brake controller includes a wheel speed abnormality judgment and processing module, a speed segmentation module, a heading vibration judgment module, a longitudinal vibration judgment module, and a pressure calculation module. The wheel speed abnormality judgment and processing module is used to compare the actual brake pressure and actual wheel speed with the brake pressure and wheel speed of the previous control cycle, respectively, to determine whether the wheel speed detected when the brake pressure changes is abnormal. If abnormal, it is calculated based on the wheel speed of the previous control cycle; if normal, it continues to be used. The heading vibration judgment module is used to determine whether the aircraft is experiencing heading vibration based on the heading vibration frequency, which serves as the input value of the pressure calculation module; the longitudinal vibration judgment module is used to determine whether the aircraft is experiencing longitudinal vibration based on the longitudinal vibration frequency, which serves as the input value of the pressure calculation module; the pressure calculation module calculates the brake pressure based on the aircraft's speed segment, heading vibration, and longitudinal vibration.

[0009] The specific process of using the vibration system to actively suppress aircraft wheel brake vibration proposed by the present invention is:

[0010] Step 1: Receive the directional vibration frequency and longitudinal vibration frequency of the landing gear:

[0011] The brake controller receives the heading vibration frequency detected by the landing gear lateral acceleration sensor and receives the longitudinal vibration frequency detected by the longitudinal acceleration sensor.

[0012] Step 2: Determine whether the wheel speed signal is normal:

[0013] Whether the wheel speed is normal refers to whether the wheel speed signal detected by the wheel speed sensor is faulty.

[0014] The wheel speed of the current control cycle is detected by the wheel speed sensor received by the brake controller. The wheel speed of the current control cycle is V (n) The brake controller detects the actual brake pressure of the wheel in the current control cycle through the pressure sensor; the actual brake pressure in the current control cycle is P (n) .

[0015] Use formulas (1) and (2) to determine whether the wheel speed signal is normal:

[0016] |V (n) -V (n-1) |>ΔV1 (1)

[0017] |P (n) -P (n-1) |≤ΔP1 (2)

[0018] Where: V (n) is the wheel speed of the current control cycle; V (n-1) is the wheel speed at the last control cycle; ΔV1 is the speed difference threshold; P (n) is the brake pressure of the current control cycle; P (n-1) is the brake pressure of the previous control cycle; ΔP1 is the pressure rise threshold.

[0019] When judging whether the wheel speed signal is normal, if the wheel speed V (n) Satisfies formula (1), and the actual brake pressure P in the current control cycle (n) If formula (2) is satisfied, it is determined that the wheel speed signal of the current control cycle is faulty; otherwise, it is determined that the wheel speed signal of the current control cycle is normal.

[0020] Step 3: Calculate the average wheel speed:

[0021] The average wheel speed V is calculated by formula (4) r(n) :

[0022]

[0023] Where V r(n) is the average wheel speed of the current control cycle; V (n) is the wheel speed of the current control cycle; V (n-1) is the wheel speed of the previous control cycle; V (n-2) is the wheel speed of the first two control cycles; V (n-3) is the wheel speed of the first three control cycles; V (n-4) is the wheel speed for the first four control cycles.

[0024] If the wheel speed signal is judged to be normal, the wheel speed of the current control cycle remains unchanged. If the wheel speed signal is judged to be faulty, the wheel speed of the current control cycle is calculated using formula (3):

[0025] V (n) =V (n-1) +ΔV2 (3)

[0026] Where ΔV2 is the calibration speed threshold.

[0027] When the brake pressure increases, the calibrated speed threshold value ΔV2 is a negative value; when the brake pressure decreases, the calibrated speed threshold value ΔV2 is a positive value.

[0028] Step 4: Constant deceleration rate control of the wheels during braking:

[0029] When the brakes are applied, the brake pressure starts to rise from 0 and the wheels start to decelerate. The wheel deceleration rate ΔV is calculated by formula (5) r .

[0030] ΔV r =V r(n) -V r(n-1) (5)

[0031] Where V r(n) is the average wheel speed of the current control cycle, V r(n-1) is the average wheel speed of the previous control cycle.

[0032] If the wheel deceleration rate is detected to be less than the wheel deceleration rate threshold, that is, ΔV r <ΔV0, the brake pressure increases according to the preset rising slope k1; if the wheel deceleration rate is detected to be ≥ the wheel deceleration rate threshold value and < the torque limiting wheel deceleration rate threshold value, that is, ΔV0≤ΔV r <ΔV1, the brake pressure remains unchanged; if the wheel deceleration rate is detected ≥ the limit torque wheel deceleration rate threshold, that is, ΔV1 < ΔV r , the brake pressure is 50% of the previous control cycle.

[0033] The ΔV0 is the wheel deceleration rate threshold value; ΔV1 is the torque-limiting wheel deceleration rate threshold value.

[0034] Step 5: Implement brake pressure limitation:

[0035] During the braking process, the taxiing speed of the aircraft is divided into two speed intervals for pressure limitation to avoid aircraft vibration.

[0036] The brake controller receives the aircraft speed V a The speed interval is divided by formulas (6) and (7) to determine whether to implement brake pressure limitation:

[0037] V1≤V a <V2 (6)

[0038] V2≤V a <V3 (7)

[0039] Wherein, V1 is the lower speed limit value of the first speed interval, V2 is the upper speed limit value of the first speed interval, and V3 is the upper speed limit value of the second speed interval.

[0040] If the aircraft speed V a If formula (6) is satisfied, the brake pressure output by the brake controller is less than the upper pressure limit P1 of the first speed range; if the aircraft speed satisfies formula (7), the brake pressure output by the brake controller is less than the upper pressure limit P2 of the second speed range; if neither formula (6) nor formula (7) is satisfied, the brake controller does not limit the brake pressure.

[0041] The P1 is the upper pressure limit of the first speed interval, and P2 is the upper pressure limit of the second speed interval.

[0042] Step 6: Determine whether to actively suppress heading vibration:

[0043] During the braking process, the landing gear heading vibration frequency f is received by the brake controller a If the heading vibration frequency f a > Heading vibration frequency threshold f ac , the brake pressure is released to actively suppress the heading vibration; otherwise, the brakes continue to be applied without actively suppressing the heading vibration.

[0044] Step 7: Determine whether to actively suppress longitudinal vibration;

[0045] During the braking process, the brake controller receives the landing gear longitudinal vibration frequency f v If the heading vibration frequency f v > Heading vibration frequency threshold f vc , the brake pressure is reduced to 50% of the brake pressure in the previous control cycle; otherwise, braking continues without actively suppressing longitudinal vibration.

[0046] Step 8: Exit active inhibitory control:

[0047] Each wheel speed sensor transmits its wheel speed. When the brake controller receives all wheel speeds as zero, it determines the aircraft has stopped and exits active suppression control. Active suppression of wheel vibration during braking is now complete.

[0048] Compared with the prior art, the present invention has the following beneficial effects:

[0049] By determining whether wheel speed has changed suddenly, the system avoids landing gear yaw vibration and difficulty turning caused by asymmetric brake pressure due to sudden wheel speed changes. By segmenting the aircraft's low-speed taxi speed and limiting brake pressure according to the speed, longitudinal vibration at low speeds is avoided, reducing the probability of vibration by 1E-4. At high speeds, the wheel deceleration rate control range is established based on the braking torque characteristics, and brake pressure is controlled to achieve constant torque control, avoiding brake vibration caused by anti-skid during high-speed braking due to torque changes. Longitudinal and yaw acceleration sensors are added to the wheel braking system. Brake pressure is limited based on the yaw and longitudinal vibration frequency signals to ensure that no brake-induced vibration occurs during the entire braking process. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 This is a structural diagram of the active vibration suppression system for wheel brakes.

[0051] Figure 2 This is a schematic diagram of the structure of the wheel brake active vibration suppression brake controller.

[0052] Figure 3 It is a schematic diagram of the technical solution of the present invention.

[0053] Figure 4 Flowchart of the present invention. DETAILED DESCRIPTION

[0054] Example 1

[0055] The system for actively suppressing aircraft wheel brake vibration proposed in this embodiment includes a brake controller, a landing gear directional vibration acceleration sensor, a landing gear longitudinal vibration acceleration sensor, a speed sensor, and a pressure sensor.

[0056] The electrical signal input end of the brake controller is electrically connected to the output end of the landing gear heading acceleration sensor, the output end of the landing gear longitudinal acceleration sensor, the output end of the speed sensor, and the output end of the brake pressure sensor, respectively, and receives the landing gear heading vibration frequency provided by the landing gear heading acceleration sensor, the landing gear longitudinal vibration frequency provided by the landing gear longitudinal acceleration sensor, the wheel speed signal and the aircraft speed signal provided by the speed sensor, and the brake pressure signal provided by the pressure sensor.

[0057] Figure 2The brake controller includes a wheel speed abnormality determination and processing module, a speed segmentation module, a heading vibration determination module, a longitudinal vibration determination module, and a pressure calculation module. The wheel speed abnormality determination and processing module compares the actual brake pressure and actual wheel speed with the brake pressure and wheel speed of the previous control cycle, respectively, to determine whether the wheel speed detected during the brake pressure change is abnormal. If abnormal, the wheel speed is calculated based on the wheel speed of the previous control cycle; if normal, the controller continues to operate. The wheel speeds of the previous five cycles are averaged and used as input for the pressure calculation module. The speed segmentation module divides the aircraft's low-speed taxi speed into two stages based on the aircraft's speed, which serves as input for the pressure calculation module. The heading vibration determination module determines whether the aircraft is experiencing heading vibration based on the heading vibration frequency, which serves as input for the pressure calculation module. The longitudinal vibration determination module determines whether the aircraft is experiencing longitudinal vibration based on the longitudinal vibration frequency, which serves as input for the pressure calculation module. The pressure calculation module calculates the brake pressure based on the aircraft's speed segment, heading vibration, and longitudinal vibration.

[0058] Example 2

[0059] The specific process of using the system for actively suppressing aircraft wheel brake vibration proposed in this embodiment to achieve active suppression of aircraft wheel brake vibration is as follows:

[0060] Step 1: Receive the directional vibration frequency and longitudinal vibration frequency of the landing gear:

[0061] The brake controller receives the heading vibration frequency detected by the landing gear lateral acceleration sensor and receives the longitudinal vibration frequency detected by the longitudinal acceleration sensor.

[0062] Step 2: Determine whether the wheel speed signal is normal:

[0063] Whether the wheel speed is normal refers to whether the wheel speed signal detected by the wheel speed sensor is faulty.

[0064] The control cycle of the brake controller is 5ms. The brake controller receives the wheel speed of the current control cycle detected by the wheel speed sensor; the wheel speed of the current control cycle is V (n) The brake controller detects the actual brake pressure of the wheel in the current control cycle through the pressure sensor; the actual brake pressure in the current control cycle is P (n) .

[0065] Use formulas (1) and (2) to determine whether the wheel speed signal is normal:

[0066] |V (n) -V (n-1) |>ΔV1 (1)

[0067] |P (n) -P (n-1) |≤ΔP1 (2)

[0068] Where: V (n) is the wheel speed of the current control cycle; V (n-1) is the wheel speed at the last control cycle; ΔV1 is the speed difference threshold; P (n) is the brake pressure of the current control cycle; P (n-1) is the brake pressure of the previous control cycle; ΔP1 is the pressure rise threshold.

[0069] If the wheel speed V in the current control cycle (n) Satisfies formula (1), and the actual brake pressure P in the current control cycle (n) If formula (2) is satisfied, it is determined that the wheel speed signal of the current control cycle is faulty; otherwise, it is determined that the wheel speed signal of the current control cycle is normal.

[0070] In this embodiment, the velocity difference threshold value ΔV1 is 1.3 m / s, and the pressure rise threshold value ΔP1 is 4 MPa / s.

[0071] Step 3: Calculate the average wheel speed:

[0072] If the wheel speed signal is normal in step 2, the wheel speed of the current control cycle remains unchanged. If the wheel speed signal is faulty in step 2, the wheel speed of the current control cycle is calculated using formula (3):

[0073] V (n) =V (n-1) +ΔV2 (3)

[0074] Where ΔV2 is the calibration speed threshold.

[0075] When the brake pressure increases, the calibrated speed threshold ΔV2 is a negative value; when the brake pressure decreases, the calibrated speed threshold ΔV2 is a positive value. In this embodiment, the calibrated speed threshold ΔV2 is 1 m / s.

[0076] The average wheel speed V is calculated by formula (4) r(n) :

[0077]

[0078] Where V r(n) is the average wheel speed of the current control cycle; V (n) is the wheel speed of the current control cycle; V (n-1) is the wheel speed of the previous control cycle; V (n-2) is the wheel speed of the first two control cycles; V(n-3) is the wheel speed of the first three control cycles; V (n-4) is the wheel speed for the first four control cycles.

[0079] Step 4: Constant deceleration rate control of the wheels during braking:

[0080] The pilot stepped on the pedals to initiate the braking.

[0081] When the brakes are applied, the brake pressure starts to rise from 0 and the wheels start to decelerate. The wheel deceleration rate ΔV is calculated by formula (5) r .

[0082] ΔV r =V r(n) -V r(n-1) (5)

[0083] Where V r(n) is the average wheel speed of the current control cycle, V r(n-1) is the average wheel speed of the previous control cycle.

[0084] If the wheel deceleration rate is detected to be less than the wheel deceleration rate threshold, ΔV r <ΔV0, the brake pressure increases according to the preset rising slope k1; if the wheel deceleration rate is detected to be greater than or equal to the wheel deceleration rate threshold value and less than the torque limiting wheel deceleration rate threshold value, that is, ΔV0≤ΔV r <ΔV1, the brake pressure remains unchanged; if the wheel deceleration rate is detected to be greater than or equal to the limit torque wheel deceleration rate threshold value, that is, ΔV1 < ΔV r , the brake pressure is 50% of the previous control cycle.

[0085] The ΔV0 is the wheel deceleration rate threshold value; ΔV1 is the torque-limiting wheel deceleration rate threshold value.

[0086] In this embodiment, the preset rising slope k1 is 21 MPa / s; the wheel deceleration rate threshold value ΔV0 is 3.8 m / s^2; and the torque-limiting wheel deceleration rate threshold value ΔV1 is 4.2 m / s^2.

[0087] Step 5: Implement brake pressure limitation:

[0088] During the braking process, the aircraft is prone to vibration when braking during the taxiing phase. The taxiing speed of the aircraft is divided into two speed intervals for pressure limitation to avoid vibration of the aircraft.

[0089] The brake controller receives the aircraft speed V a The speed interval is divided by formulas (6) and (7) to determine whether to implement brake pressure limitation:

[0090] V1≤Va <V2 (6)

[0091] V2≤V a <V3 (7)

[0092] Wherein, V1 is the lower speed limit value of the first speed interval, V2 is the upper speed limit value of the first speed interval, and V3 is the upper speed limit value of the second speed interval.

[0093] If the aircraft speed V a If formula (6) is satisfied, the brake pressure output by the brake controller is less than the upper pressure limit P1 of the first speed range; if the aircraft speed satisfies formula (7), the brake pressure output by the brake controller is less than the upper pressure limit P2 of the second speed range; if neither formula (6) nor formula (7) is satisfied, the brake controller does not limit the brake pressure.

[0094] The P1 is the upper pressure limit of the first speed interval, and P2 is the upper pressure limit of the second speed interval.

[0095] In this embodiment, the lower speed limit V1 of the first speed interval is 5.56 m / s, the upper speed limit V2 of the first speed interval is 8.33 m / s, the upper speed limit V3 of the second speed interval is 11.11 m / s, the upper pressure limit P1 of the first speed interval is 8 MPa, and the upper pressure limit P2 of the second speed interval is 9 MPa.

[0096] Step 6: Determine whether to actively suppress heading vibration:

[0097] During the braking process, the landing gear heading vibration frequency f is received by the brake controller. a If the heading vibration frequency f a Greater than the heading vibration frequency threshold f ac , the brake pressure is released to actively suppress the heading vibration; otherwise, the brakes continue to be applied without actively suppressing the heading vibration.

[0098] In this embodiment, the heading vibration frequency threshold value f ac is 3Hz.

[0099] Step 7: Determine whether to actively suppress longitudinal vibration;

[0100] During the braking process, the brake controller receives the landing gear longitudinal vibration frequency f v If the heading vibration frequency f v Greater than the heading vibration frequency threshold f vc , the brake pressure is reduced to 50% of the brake pressure in the previous control cycle; otherwise, braking continues without actively suppressing longitudinal vibration.

[0101] In this embodiment, the heading vibration frequency threshold value f vc is 5Hz.

[0102] Step 8: Exit active inhibitory control:

[0103] Each wheel speed sensor transmits its wheel speed. When the brake controller receives all wheel speeds as zero, it determines the aircraft has stopped and exits active suppression control. Active suppression of wheel vibration during braking is now complete.

Claims

1. A system for actively suppressing aircraft wheel brake vibration, characterized in that: The brake controller comprises a brake controller, a landing gear azimuth vibration acceleration sensor, a landing gear longitudinal vibration acceleration sensor, a speed sensor, and a pressure sensor; wherein: the electric signal input end of the brake controller is electrically connected to the output end of the landing gear azimuth vibration acceleration sensor, the output end of the landing gear longitudinal vibration acceleration sensor, the output end of the speed sensor, and the output end of the brake pressure sensor, respectively, and receives the landing gear azimuth vibration frequency provided by the landing gear azimuth vibration acceleration sensor, the landing gear longitudinal vibration frequency provided by the landing gear longitudinal vibration acceleration sensor, the wheel speed signal and the aircraft speed signal provided by the speed sensor, and the brake pressure signal provided by the pressure sensor; The brake controller includes a wheel speed abnormality judgment and processing module, a speed segmentation module, a heading vibration judgment module, a longitudinal vibration judgment module, and a pressure calculation module; the wheel speed abnormality judgment and processing module is used to compare the actual brake pressure and actual wheel speed with the brake pressure and wheel speed of the previous control cycle respectively, and determine whether the wheel speed detected when the brake pressure changes is abnormal. If it is abnormal, it is calculated according to the wheel speed of the previous control cycle; if it is normal, it continues to be used; the heading vibration judgment module is used to determine whether the aircraft has heading vibration according to the heading vibration frequency, which serves as the input value of the pressure calculation module; the longitudinal vibration judgment module is used to determine whether the aircraft has longitudinal vibration according to the longitudinal vibration frequency, which serves as the input value of the pressure calculation module; the pressure calculation module calculates the brake pressure according to the speed segment, heading vibration condition, and longitudinal vibration condition of the aircraft.

2. A method for actively suppressing aircraft wheel brake vibration using the system of claim 1, characterized in that: The specific process is: Step 1: Receive the directional vibration frequency and longitudinal vibration frequency of the landing gear: The brake controller receives a heading vibration frequency detected by a lateral acceleration sensor of the landing gear, and receives a longitudinal vibration frequency detected by a longitudinal acceleration sensor; Step 2: Determine whether the wheel speed signal is normal: Whether the wheel speed is normal refers to whether the wheel speed signal detected by the wheel speed sensor is faulty; Use formulas (1) and (2) to determine whether the wheel speed signal is normal: |V (n) -V (n-1) |>ΔV1 (1) |P (n) -P (n-1) |≤ΔP1 (2) Where: V (n) is the wheel speed of the current control cycle; V (n-1) is the wheel speed at the last control cycle; ΔV1 is the speed difference threshold; P (n) is the brake pressure of the current control cycle; P (n-1) is the brake pressure of the previous control cycle; ΔP1 is the pressure rise threshold; Step 3: Calculate the average wheel speed: The average wheel speed V is calculated by formula (4) r(n) : Where V r(n) is the average wheel speed of the current control cycle; V (n) is the wheel speed of the current control cycle; V (n-1) is the wheel speed of the previous control cycle; V (n-2) is the wheel speed of the first two control cycles; V (n-3) is the wheel speed of the first three control cycles; V (n-4) is the wheel speed of the first four control cycles; Step 4: Constant deceleration rate control of the wheels during braking: When the brakes are applied, the brake pressure starts to rise from 0 and the wheels start to decelerate. The wheel deceleration rate ΔV is calculated by formula (5) r ; ΔV r =V r(n) -V r(n-1) (5) Where V r(n) is the average wheel speed of the current control cycle, V r(n-1) is the average wheel speed of the previous control cycle; If the wheel deceleration rate is detected to be less than the wheel deceleration rate threshold, that is, ΔV r <ΔV0, the brake pressure increases according to the preset rising slope k1; if the wheel deceleration rate is detected to be ≥ the wheel deceleration rate threshold value and < the torque limiting wheel deceleration rate threshold value, that is, ΔV0≤ΔV r <ΔV1, the brake pressure remains unchanged; if the wheel deceleration rate is detected ≥ the limit torque wheel deceleration rate threshold, that is, ΔV1≤ΔV r , the brake pressure is 50% of the previous control cycle; The ΔV0 is the wheel deceleration rate threshold value; ΔV1 is the torque limiting wheel deceleration rate threshold value; Step 5: Implement brake pressure limitation: During the braking process, the aircraft is prone to vibration when braking during the taxiing phase. The taxiing speed of the aircraft is divided into two speed ranges for pressure limitation to avoid aircraft vibration. Receive the aircraft speed V through the brake controller a ; Use formulas (6) and (7) to divide the speed interval to determine whether to implement brake pressure limitation: <h2 style=";text-align:left;direction:ltr">V1≤V<h2 style=";text-align:left;direction:ltr"> a <h2 style=";text-align:left;direction:ltr"> <V2 (6) V2≤V a <V3 (7) Wherein, V1 is the lower speed limit of the first speed interval, V2 is the upper speed limit of the first speed interval, and V3 is the upper speed limit of the second speed interval; If the aircraft speed V a If formula (6) is satisfied, the brake pressure output by the brake controller is less than the upper pressure limit P1 of the first speed interval; if the aircraft speed satisfies formula (7), the brake pressure output by the brake controller is less than the upper pressure limit P2 of the second speed interval; If neither formula (6) nor formula (7) is satisfied, the brake controller does not limit the brake pressure; P1 is the upper limit of pressure in the first speed range, and P2 is the upper limit of pressure in the second speed range; Step 6: Determine whether to actively suppress heading vibration: During the braking process, the landing gear heading vibration frequency f is received by the brake controller a ; If the heading vibration frequency f a > Heading vibration frequency threshold f ac , the brake pressure is released to actively suppress the heading vibration; otherwise, the brakes are continued without actively suppressing the heading vibration; Step 7: Determine whether to actively suppress longitudinal vibration; During the braking process, the brake controller receives the landing gear longitudinal vibration frequency f v ; If the heading vibration frequency f v > Heading vibration frequency threshold f vc When , the brake pressure is reduced to 50% of the brake pressure of the previous control cycle; Otherwise, the braking continues without actively suppressing longitudinal vibration; Step 8: Exit active inhibitory control: The wheel speed sensors transmit the wheel speeds separately. When the wheel speeds received by the brake controller are all zero, the aircraft is judged to have stopped, and the brake controller exits the active suppression control. Thus, the active suppression of aircraft wheel vibration during the aircraft braking process is completed.

3. The method for actively suppressing aircraft wheel brake vibration according to claim 2, characterized in that: In step 2, the wheel speed of the current control cycle is detected by the brake controller receiving the wheel speed sensor, and the wheel speed of the current control cycle is V (n) The brake controller detects the actual brake pressure of the wheel in the current control cycle through the pressure sensor; the actual brake pressure of the current control cycle is P (n) .

4. The method for actively suppressing aircraft wheel brake vibration according to claim 2, wherein: When judging whether the wheel speed signal is normal, if the wheel speed V (n) Satisfies formula (1), and the actual brake pressure P in the current control cycle (n) If formula (2) is satisfied, it is determined that the wheel speed signal of the current control cycle is faulty; otherwise, it is determined that the wheel speed signal of the current control cycle is normal.

5. The method for actively suppressing aircraft wheel brake vibration according to claim 2, wherein: If the wheel speed signal is judged to be normal, the wheel speed of the current control cycle remains unchanged; if the wheel speed signal is judged to be faulty, the wheel speed of the current control cycle is calculated using formula (3); V (n) =V (n-1) +ΔV2 (3) Where ΔV2 is the calibration speed threshold; When the brake pressure increases, the calibrated speed threshold value ΔV2 is a negative value; when the brake pressure decreases, the calibrated speed threshold value ΔV2 is a positive value.

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