Airplane ground direction control system based on authority distribution

Abstract

The invention provides an aircraft ground direction control system based on authority distribution, and belongs to the field of aircraft brake control. The system comprises a ground direction instruction sensor, a ground direction controller, a front wheel turning control valve, a front wheel turning actuator, a front wheel turning angle feedback sensor, a rudder deflection control valve, a rudder deflection actuator, a rudder turning angle feedback sensor, an airplane wheel brake controller, a left brake control valve and a right brake control valve, the ground direction controller obtains the speed of an aircraft, generates a deflection angle needed for controlling front wheel turning and a deflection angle needed for controlling a rudder according to the speed of the aircraft, obtains the working states of a front wheel turning control system and a rudder control system at the same time, and controls the front wheel turning control system and the rudder control system when the front wheel turning control system and the rudder control system break down. And the main engine wheel brake control system is controlled to perform differential brake control.

Description

Technical Field

[0001] The present application belongs to the technical field of aircraft ground motion control, and in particular, relates to an aircraft ground direction control system based on authority allocation. Background Art

[0002] Currently, aircraft mainly use rudder and front wheel turning to control the ground direction of the aircraft during ground taxiing. Rudder control relies on changes in the position of the rudder pedals. The rudder's directional control of the aircraft changes with the change of the aircraft's ground taxiing speed. Front wheel turning is controlled by the front wheel turning system. Front wheel turning control needs to consider factors such as the aircraft's taxiing speed. At high speeds, excessive front wheel turning angles can easily cause the aircraft to roll over, posing a safety hazard.

[0003] Rudder control and front wheel turning control are usually implemented independently by two unrelated systems, which easily leads to the two control efficiencies not being able to perform at their best under normal circumstances. In addition, when the front wheel turning system fails, the front wheel usually enters a reduced swing state. At this time, in order to control the ground direction of the aircraft, differential braking can be used to assist in direction control. However, due to the existence of wheel protection function in the aircraft, the effectiveness of differential braking will be weakened. In addition, due to the difference between the rudder pedal control method and the differential braking control method, there is a response lag when using differential braking after a front wheel turning failure occurs. This situation can easily lead to the inability to control the direction of the aircraft at the moment when the front wheel turning control fails, thereby running off the runway and endangering the safety of the aircraft. Summary of the invention

[0004] The purpose of the present application is to provide an aircraft ground direction control system based on authority allocation to solve or alleviate at least one problem in the background technology.

[0005] The technical solution of the present application is: an aircraft ground direction control system based on authority allocation, comprising: a ground direction command sensor, a ground direction controller, a front wheel turning control valve, a front wheel turning actuator, a front wheel angle feedback sensor, a rudder deflection control valve, a rudder deflection actuator, a rudder angle feedback sensor, a wheel brake controller, a left brake control valve and a right brake control valve, wherein:

[0006] The ground direction command sensor receives the driver's operation command and sends the driver's operation command signal to the ground direction controller;

[0007] The front wheel turning control valve, the front wheel turning actuator and the front wheel steering angle feedback sensor constitute a front wheel turning control system, and the front wheel turning control system receives the command from the ground direction controller to perform front wheel turning control;

[0008] The rudder deflection control valve, the rudder deflection actuator and the rudder angle feedback sensor constitute a rudder control system, and the rudder control system receives instructions from the ground direction controller to perform rudder control;

[0009] The wheel brake controller, the left brake control valve and the right brake control valve constitute a main wheel brake control system, and the main wheel brake control system receives instructions from the ground direction controller to perform differential braking;

[0010] The ground direction controller obtains the aircraft speed, generates the deflection angle required for controlling the front wheel turning and the rudder according to the aircraft speed, and obtains the working status of the front wheel turning control system and the rudder control system at the same time. When the front wheel turning control system and the rudder control system fail, the main wheel brake control system is controlled to perform differential braking control.

[0011] Preferably, the front wheel steering angle feedback sensor is used to obtain the front wheel deflection angle and transmit the front wheel deflection angle signal to the ground direction controller.

[0012] Preferably, the rudder angle feedback sensor is used to obtain the rudder deflection angle and transmit the rudder deflection angle signal to the ground direction controller.

[0013] Preferably, the ground direction controller obtains the aircraft speed to generate the required deflection angle for controlling the front wheel turning and the required deflection angle of the rudder to meet the following requirements:

[0014] When the real-time speed of the aircraft is between the aircraft speed threshold V0 when the landing gear touches the ground and the aircraft speed threshold V after deceleration s When the front wheel turns, the required deflection angle is: ω=ω max ×η, where ω max is the front wheel turning operation command angle, η is the control coefficient, ω 0max is the maximum deflection angle allowed for the front wheel turning when the front landing gear touches the ground, ω 1max To reduce the speed to the aircraft speed threshold V s The maximum deviation angle allowed for the front and rear wheels to turn;

[0015] The required rudder deflection angle is: In the formula, is the rudder operation command angle, is the maximum deflection angle allowed for the rudder when the front landing gear touches the ground. To reduce the speed to the aircraft speed threshold V s The maximum deflection angle allowed for the rear rudder;

[0016] 2) When the real-time speed of the aircraft is less than the aircraft speed threshold V after deceleration sWhen the front wheel turns, the required deflection angle is ω=ω 1max ×η, the required deflection angle of the rudder is

[0017] Preferably, the aircraft speed threshold after deceleration V s Set to (30~50)km / h.

[0018] Preferably, the maximum deflection angle ω allowed for the front wheel to turn when the front landing gear touches the ground 0max The aircraft speed threshold V after deceleration is 10°~15° s The maximum allowed deflection angle of the rear and front wheels when turning ω 1max It is 45°~60°.

[0019] Preferably, the maximum deflection angle allowed by the rudder when the front landing gear touches the ground is For a range of 15° to 30°, reduce the speed to the aircraft speed threshold V s Maximum allowable deflection angle of rear rudder It is 10°~15°.

[0020] Preferably, when the ground direction controller determines that a failure occurs in the front wheel turning control system, the front wheel turning control system is controlled to have no front wheel turning output during the landing roll.

[0021] Preferably, when the ground direction controller determines that the front wheel turning control system fails, the ground direction controller controls the main engine wheel brake control system to perform differential braking as follows: when the left rudder is pressed, the left main engine wheel brake is applied, and the corresponding brake pressure is P 左 =P max ×η, where P max is the maximum brake pressure value. If the right rudder is pressed, the right main engine wheel brake is implemented. The corresponding brake pressure is P 右 =P max ×η, and at the same time, the inter-system and inter-wheel protection functions are suppressed through the wheel brake controller.

[0022] Preferably, when the ground direction controller determines that a rudder control system fails, the rudder control system is controlled to have no rudder output during the landing roll.

[0023] Preferably, when the ground direction controller determines that the rudder control system fails, the strategy of the ground direction controller controlling the main engine wheel brake control system to perform differential braking is:

[0024] 1) When η≤0.5, stepping on the left rudder will brake the left main engine wheel, and the corresponding brake pressure is P 左 =P max ×2η, where P maxis the maximum brake pressure value; if the right rudder is pressed, the right main engine wheel brake is implemented, and the corresponding brake pressure is P 右 =P max ×2η, while suppressing the system's wheel protection function through the wheel brake controller;

[0025] 2) When 0.5<η≤1, the left rudder applies the left main engine wheel brake, and the corresponding brake pressure is P 左 =P max ×η, where P max is the maximum brake pressure value; if the right rudder is pressed, the right main engine wheel brake is implemented, and the corresponding brake pressure is P 右 =P max ×η, and at the same time inhibit the system's wheel protection function through the wheel brake controller.

[0026] The aircraft ground direction control system based on authority allocation provided by the present application allocates the aircraft rudder deflection angle and the aircraft front wheel turning angle during the aircraft ground deceleration roll by introducing the change of aircraft speed, so as to achieve the purpose of direction control during the aircraft ground roll. At the same time, in the event of a failure of the normal front wheel turning control system or the rudder control system, the aircraft ground direction control function is ensured by differential braking without changing the aircraft control mode, thereby improving the aircraft ground direction control margin and improving the safety and reliability of the aircraft ground roll. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solution provided by the present application, the following is a brief introduction to the accompanying drawings. Obviously, the accompanying drawings described below are only some embodiments of the present application.

[0028] Figure 1 This is a schematic diagram of an aircraft ground direction control system based on authority allocation according to the present application. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below in conjunction with the drawings in the embodiments of this application.

[0030] In order to overcome the problems raised in the prior art, the present application provides an aircraft ground direction control system based on authority allocation, which introduces the aircraft speed during the control process of the aircraft ground deceleration roll, and allocates the aircraft rudder deflection angle and the aircraft front wheel turning angle according to the change of the aircraft speed, so as to achieve the purpose of direction control during the aircraft ground roll. At the same time, in the event of a failure of the normal front wheel turning control system or the rudder control system, the aircraft is guaranteed to have the aircraft ground direction control function through differential braking without changing the aircraft control mode, thereby improving the aircraft ground direction control margin and improving the safety and reliability of the aircraft ground roll.

[0031] like Figure 1 As shown, the aircraft ground direction control system 100 based on authority allocation provided by the present application includes: a ground direction command sensor 101, a ground direction controller 102, a front wheel turning control valve 103, a front wheel turning actuator 104, a front wheel angle feedback sensor 105, a rudder deflection control valve 106, a rudder deflection actuator 107, a rudder angle feedback sensor 108, a wheel brake controller 109, a left brake control valve 110 and a right brake control valve 111, wherein:

[0032] The ground direction command sensor 101 receives the driver's operation command and sends the driver's operation command signal to the ground direction controller 102;

[0033] The front wheel turning control valve 103, the front wheel turning actuator 104 and the front wheel turning angle feedback sensor 105 constitute a front wheel turning control system. The front wheel turning control valve 103 is connected to the ground direction controller 102 at the front end and connected to the front wheel turning actuator 104 at the rear end, and is used to control the front wheel turning actuator to operate. The front wheel turning angle feedback sensor 105 is used to obtain the front wheel deflection angle and transmit the front wheel deflection angle signal to the ground direction controller 102.

[0034] The rudder deflection control valve 106, the rudder deflection actuator 107 and the rudder angle feedback sensor 108 constitute a rudder control system. The front end of the rudder deflection control valve 106 is connected to the ground direction controller 102, and the rear end is connected to the rudder deflection actuator 107, and is used to control the rudder deflection actuator 107 to move. The rudder angle feedback sensor 108 is used to obtain the rudder deflection angle and transmit the rudder deflection angle signal to the ground direction controller 102;

[0035] The wheel brake controller 109, the left brake control valve 110 and the right brake control valve 111 constitute a main wheel brake control system. The front end of the wheel brake controller 109 is connected to the ground direction controller 102, and the rear end is respectively connected to the left brake control valve 110 and the right brake control valve 111, and is used to generate a differential brake control strategy according to the ground direction controller 102 to control the left brake control valve 110 and the right brake control valve 111 to perform differential braking;

[0036] The ground direction controller 102 obtains the aircraft speed and the front wheel deflection angle and rudder deflection angle fed back by the front wheel steering angle feedback sensor 105 and the rudder steering angle feedback sensor 108, monitors and determines the working status of the front wheel turning control system and the rudder control system in real time according to the front wheel deflection angle and the rudder deflection angle, and the ground direction controller 102 transmits the driving operation command signal of the ground direction command sensor 101, and generates a differential braking control strategy for controlling the front wheel turning deflection angle requirement and the rudder deflection angle requirement according to the aircraft speed.

[0037] During a normal landing, when the front landing gear touches the ground and the aircraft needs to perform directional correction control, the ground direction controller 102 receives the pilot's operation instruction and controls the aircraft's front wheel to deflect. The ground direction controller 102 receives the aircraft's real-time speed V at the current moment. 飞机The signal is used to calculate the required deflection angle of the front wheel turn (i.e., the target deflection angle of the front wheel turn) and the required deflection angle of the aircraft rudder (i.e., the target deflection angle of the rudder) in this state through the processing device (CPU, DSP, FPGA, etc.) therein. The ground direction controller 102 sends a control instruction to the front wheel turn control valve 103 and the rudder deflection control valve 106 to control the front wheel turn control valve 103 to output a fluid flow to control the movement of the front wheel turn actuator 104. The movement of the front wheel turn actuator 104 drives the front landing gear 201 to deflect. The front wheel turn angle feedback sensor 105 measures the real-time deflection angle of the front wheel turn and transmits it to the ground direction controller 102. The ground direction controller 102 compares the real-time deflection angle of the front wheel turn at the current moment with the deflection angle required for the front wheel turn. If the real-time deflection angle of the front wheel turn at the current moment is less than the deflection angle required for the front wheel turn, the front wheel turn control valve 103 continues to output a fluid flow to control the movement of the front wheel turn actuator 104 until the real-time deflection angle of the front wheel turn at the current moment is equal to the deflection angle required for the front wheel turn. , the ground direction controller 102 cuts off the output of the front wheel turning control valve 103; at the same time, the ground direction controller 102 controls the rudder deflection control valve 106 to control the movement of the rudder deflection actuator 107, and the movement of the rudder deflection actuator 107 drives the rudder 204 to deflect. The rudder angle feedback sensor 105 measures the real-time deflection angle of the rudder and transmits it to the ground direction controller 102. The real-time deflection angle of the rudder at the current moment is compared with the required deflection angle of the rudder. If the real-time deflection angle of the rudder is less than the required deflection angle of the rudder, the rudder deflection control valve 103 continues to output the fluid to control the movement of the rudder deflection actuator 104 until the real-time deflection angle of the rudder is equal to the required deflection angle of the rudder, and the ground direction controller 102 cuts off the output of the rudder deflection control valve 106.

[0038] Among them, the real-time speed of the aircraft V 飞机 Between the aircraft speed threshold V0 when the landing gear touches the ground and the aircraft speed threshold V after deceleration s Within the range, as the aircraft speed changes, the ground direction controller 102 controls the maximum front wheel deflection angle of the aircraft to be inversely proportional to the aircraft speed, and at the same time controls the maximum rudder movement deflection angle to be proportional to the aircraft speed, that is, under the same pilot control command signal; when the aircraft real-time speed V 飞机 The larger the rudder movement deflection angle, the greater the aircraft speed is. When the aircraft real-time speed is less than the aircraft speed threshold V after deceleration s When the ground direction controller 102 controls the aircraft's front wheel deflection angle to be proportional to the pilot's control command signal, it also controls the aircraft's rudder deflection angle to be proportional to the pilot's control command signal.

[0039] Specifically, the control process of the ground direction controller 102 of the present application for correcting the front wheel turning control system and the rudder control system is as follows:

[0040] During the aircraft landing deceleration process, the ground direction controller 102 obtains the aircraft real-time speed V 飞机 , determine the real-time speed V of the aircraft 飞机 The aircraft speed threshold V0 when the front landing gear of the aircraft touches the ground and the aircraft speed threshold V after the speed is reduced are set. s The relationship, where:

[0041] 1) When the aircraft real-time speed meets V s <V 飞机 ≤V0:

[0042] The target deflection angle of the front wheel turning is: ω=ω max ×η, where ω max is xxx, η is xxx; wherein, ω 0max is the maximum deflection angle allowed for the front wheel when the front landing gear touches the ground, ω 1max To reduce the speed to the aircraft speed threshold V s The maximum allowed deflection angle of the front and rear wheels;

[0043] The target rudder deflection angle is: In the formula, is xxx, where is the maximum deflection angle allowed for the rudder when the front landing gear touches the ground. To reduce the speed to the aircraft speed threshold V s The maximum deflection angle allowed for the rear rudder;

[0044] 2) When the aircraft real-time speed meets V 飞机 ≤V s hour:

[0045] The target deflection angle of the aircraft's front wheel is ω=ω 1max ×η;

[0046] The target deflection angle of the aircraft rudder is

[0047] In some embodiments of the present application, the speed is reduced to the aircraft speed threshold V s It can be set to (30-50) km / h, for example, its typical value can be set to 30 km / h.

[0048] In some embodiments of the present application, the maximum deflection angle ω allowed for the front wheel to turn when the front landing gear touches the ground 0max It can be set to 10°~15°. For example, its typical value can be set to 10°. The aircraft speed threshold V after deceleration s The maximum allowed deflection angle of the rear and front wheels when turning ω 1maxIt can be set to 45° to 60°, for example, its typical value can be set to 60°.

[0049] In some embodiments of the present application, the maximum deflection angle allowed by the rudder when the front landing gear touches the ground It can be set to 15°~30°, for example, its typical value can be set to 30°, reducing the speed to the aircraft speed threshold V s Maximum allowable deflection angle of rear rudder It can be set to 10° to 15°, for example, its typical value can be set to 10°.

[0050] In addition, in the present application, the ground direction controller 102 monitors the working status of the front wheel turning system and the rudder control system in real time. When the ground direction controller 102 detects that the front wheel turning system or the rudder control system is faulty and cannot work, the ground direction controller 102 sends a differential braking control instruction to the wheel brake controller 109, and the wheel brake controller 109 simultaneously releases the inter-wheel protection function between the wheels to ensure the differential braking effect of the aircraft and thereby realize the ground direction control of the aircraft.

[0051] In the present application, when the ground direction controller 102 detects that the front wheel turning system fails, the front wheel turning system of the aircraft has no front wheel turning output during the entire landing roll process. At this time, the wheel brake controller 109 performs differential braking control according to the ground direction command sensor 101 signal transmitted by the ground direction controller 102, and the control strategy is:

[0052] 1) When the left rudder is pressed, the left main engine wheel 202 is braked, and the corresponding brake pressure is P 左 =P max ×η, where P max is the maximum brake pressure value (MPa). When the right rudder is pressed, the right main engine wheel 203 is braked, and the corresponding brake pressure is P 右 =P max ×η, and at the same time the wheel brake controller 109 inhibits the inter-system and inter-wheel protection function.

[0053] In the present application, when the ground direction controller 102 detects that the aircraft rudder control system fails, the aircraft rudder control system has no rudder output during the entire landing roll process. At this time, the wheel brake controller 109 performs differential brake control according to the ground direction command sensor 101 signal transmitted by the ground direction controller 102, and the control strategy is:

[0054] 1) When η≤0.5, stepping on the left rudder will brake the left main engine wheel, and the corresponding braking pressure is P 左 =P max ×2η, where P maxis the maximum brake pressure value (MPa); if the right rudder is pressed, the right main engine wheel brake is implemented, and the corresponding brake pressure is P 右 =P max ×2η, while the wheel brake controller 109 inhibits the system wheel protection function;

[0055] 2) When 0.5<η≤1, the left rudder applies the left main engine wheel brake, and the corresponding brake pressure is P 左 =P max ×η, where P max is the maximum brake pressure value (MPa); if the right rudder is pressed, the right main engine wheel brake is implemented, and the corresponding brake pressure is P 右 =P max ×η, and at the same time the wheel brake controller 109 inhibits the system's wheel protection function.

[0056] The aircraft ground direction control system based on authority allocation provided by the present application allocates the aircraft rudder deflection angle and the aircraft front wheel turning angle during the aircraft ground deceleration roll by introducing the change of aircraft speed, so as to achieve the purpose of direction control during the aircraft ground roll. At the same time, in the event of a failure of the normal front wheel turning control system or the rudder control system, the aircraft ground direction control function is ensured by differential braking without changing the aircraft control mode, thereby improving the aircraft ground direction control margin and improving the safety and reliability of the aircraft ground roll.

[0057] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. An aircraft ground direction control system based on authority allocation, characterized in that: include: Ground direction command sensor, ground direction controller, front wheel turning control valve, front wheel turning actuator, front wheel angle feedback sensor, rudder deflection control valve, rudder deflection actuator, rudder angle feedback sensor, wheel brake controller, left brake control valve and right brake control valve, including: The ground direction command sensor receives the driver's operation command and sends the driver's operation command signal to the ground direction controller; The front wheel turning control valve, the front wheel turning actuator and the front wheel steering angle feedback sensor constitute a front wheel turning control system, and the front wheel turning control system receives the command from the ground direction controller to perform front wheel turning control; The rudder deflection control valve, the rudder deflection actuator and the rudder angle feedback sensor constitute a rudder control system, and the rudder control system receives instructions from the ground direction controller to perform rudder control; The wheel brake controller, the left brake control valve and the right brake control valve constitute a main wheel brake control system, and the main wheel brake control system receives instructions from the ground direction controller to perform differential braking; The ground direction controller obtains the aircraft speed, generates the deflection angle required for controlling the front wheel turning and the rudder according to the aircraft speed, and obtains the working status of the front wheel turning control system and the rudder control system at the same time. When the front wheel turning control system and the rudder control system fail, the main wheel brake control system is controlled to perform differential braking control.

2. The aircraft ground direction control system based on authority allocation as claimed in claim 1, characterized in that: The front wheel steering angle feedback sensor is used to obtain the front wheel deflection angle and transmit the front wheel deflection angle signal to the ground direction controller.

3. The aircraft ground direction control system based on authority allocation as claimed in claim 2, characterized in that: The rudder angle feedback sensor is used to obtain the rudder deflection angle and transmit the rudder deflection angle signal to the ground direction controller.

4. The aircraft ground direction control system based on authority allocation as claimed in claim 1, characterized in that: The ground direction controller obtains the aircraft speed to generate the required deflection angle for controlling the front wheel turning and the required deflection angle of the rudder to meet the following requirements: When the real-time speed of the aircraft is between the aircraft speed threshold V0 when the landing gear touches the ground and the aircraft speed threshold V after deceleration s When the front wheel turns, the required deflection angle is: ω=ω max ×η, where ω max is the front wheel turning operation command angle, η is the control coefficient, ω 0max is the maximum deflection angle allowed for the front wheel turning when the front landing gear touches the ground, ω 1max To reduce the speed to the aircraft speed threshold V s The maximum allowed deflection angle of the rear and front wheels when turning; The required rudder deflection angle is: In the formula, is the rudder operation command angle, is the maximum deflection angle allowed for the rudder when the front landing gear touches the ground. To reduce the speed to the aircraft speed threshold V s The maximum deflection angle allowed for the rear rudder; 2) When the real-time speed of the aircraft is less than the aircraft speed threshold V after deceleration s When the front wheel turns, the required deflection angle is ω=ω 1max ×η, the required deflection angle of the rudder is 5. The aircraft ground direction control system based on authority allocation as claimed in claim 4, characterized in that: The aircraft speed threshold V after deceleration s Set to (30~50)km / h.

6. The aircraft ground direction control system based on authority allocation as claimed in claim 4, characterized in that: The maximum deflection angle ω allowed for the front wheel to turn when the front landing gear touches the ground 0max The aircraft speed threshold V after deceleration is 10°~15° s The maximum allowed deflection angle of the rear and front wheels when turning ω 1max It is 45°~60°.

7. The aircraft ground direction control system based on authority allocation as claimed in claim 4, characterized in that: The maximum deflection angle allowed for the rudder when the nose landing gear touches the ground For a range of 15° to 30°, reduce the speed to the aircraft speed threshold V s Maximum allowable deflection angle of rear rudder It is 10°~15°.

8. The aircraft ground direction control system based on authority allocation according to any one of claims 4 to 7, characterized in that: When the ground direction controller determines that a fault occurs in the front wheel turning control system, the front wheel turning control system is controlled to have no front wheel turning output during the landing roll process.

9. The aircraft ground direction control system based on authority allocation as claimed in claim 8, characterized in that: When the ground direction controller determines that the front wheel turning control system fails, the ground direction controller controls the main wheel brake control system to perform differential braking: when the left rudder is pressed, the left main wheel brake is implemented, and the corresponding brake pressure is P 左 =P max ×η, where P max is the maximum brake pressure value. If the right rudder is pressed, the right main engine wheel brake is implemented. The corresponding brake pressure is P 右 =P max ×η, and at the same time, the inter-system and inter-wheel protection functions are suppressed through the wheel brake controller.

10. The aircraft ground direction control system based on authority allocation as claimed in claim 9, characterized in that: When the ground direction controller determines that a rudder control system fails, the rudder control system is controlled to have no rudder output during the landing roll process.

11. The aircraft ground direction control system based on authority allocation as claimed in claim 10, characterized in that: When the ground direction controller determines that the rudder control system fails, the strategy of the ground direction controller controlling the main engine wheel brake control system to perform differential braking is: 1) When η≤0.5, stepping on the left rudder will brake the left main engine wheel, and the corresponding brake pressure is P 左 =P max ×2η, where P max is the maximum brake pressure value; if the right rudder is pressed, the right main engine wheel brake is implemented, and the corresponding brake pressure is P 右 =P max ×2η, while suppressing the system's wheel protection function through the wheel brake controller; 2) When 0.5<η≤1, the left rudder applies the left main engine wheel brake, and the corresponding brake pressure is P 左 =P max ×η, where P max is the maximum brake pressure value; if the right rudder is pressed, the right main engine wheel brake is implemented, and the corresponding brake pressure is P 右 =P max ×η, and at the same time inhibit the system's wheel protection function through the wheel brake controller.

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