An aircraft ground directional control system based on authority allocation

Abstract

The application provides an airplane ground direction control system based on permission assignment, and belongs to the field of airplane 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, a wheel brake controller, a left brake control valve and a right brake control valve. The ground direction controller obtains the airplane speed, generates the required deflection angle for controlling the front wheel turning and the required deflection angle for the rudder according to the airplane speed, simultaneously obtains the working state of the front wheel turning control system and the rudder control system, and controls the main wheel brake control system to perform differential brake control when the front wheel turning control system and the rudder control system fail.

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 nose 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. The nose wheel turning is controlled by the nose wheel turning system. The nose wheel turning control needs to consider factors such as the aircraft's taxiing speed. At high speeds, excessive nose wheel turning angles can easily cause the aircraft to roll over, posing a safety hazard.

[0003] Rudder control and nose wheel steering control are typically implemented independently by two unrelated systems, which can easily lead to suboptimal performance of both control systems. Furthermore, when the nose wheel steering system malfunctions, the nose wheel typically enters a reduced-sway state. At this point, differential braking can be used to assist with ground-based directional control. However, the aircraft's inter-wheel protection system weakens the effectiveness of differential braking. Furthermore, due to the differences in rudder pedal control and differential braking, there is a response lag when using differential braking after a nose wheel steering malfunction. This can easily lead to the aircraft becoming uncontrollable at the moment the nose wheel steering control fails, causing it to run off the runway and jeopardize the aircraft's safety. 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 nose wheel turning control valve, a nose wheel turning actuator, a nose 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 instruction sensor receives the driver's operation instruction and sends the driver's operation instruction 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 and generates the deflection angle required to control the front wheel turning and the rudder deflection angle required according to the aircraft speed. At the same time, it obtains the working status of the front wheel turning control system and the rudder control system. When the front wheel turning control system and the rudder control system fail, the main engine 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 a rudder deflection angle and transmit a rudder deflection angle signal to a ground direction controller.

[0013] Preferably, the ground direction controller obtains the aircraft speed and generates 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 between ω and ω, 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 nose wheel when the nose 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;

[0015] The required rudder deflection angle is: Where, is the rudder operation command angle, The maximum deflection angle allowed for the rudder when the nose 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 aircraft's real-time speed 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 V after deceleration 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 is 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 an angle 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 the front wheel turning control system fails, the front wheel turning control system is controlled to have no front wheel turning output during the landing roll process.

[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. When the right rudder is pressed, the right main engine wheel brake is applied. The corresponding brake pressure is P 右 =P max ×η, while suppressing the inter-system and inter-wheel protection functions through the wheel brake controller.

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

[0023] Preferably, when the ground direction controller determines that the rudder control system fails, the ground direction controller controls the main engine wheel brake control system to perform differential braking in the following manner:

[0024] 1) When η≤0.5, stepping on the left rudder will apply the left main engine wheel brake, 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 applied, 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 will apply 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 applied, and the corresponding brake pressure is P 右 =P max ×η, while suppressing the system's wheel protection function through the wheel brake controller.

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

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

[0028] Figure 1 This is a schematic diagram of the aircraft ground direction control system based on authority allocation in this 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's ground deceleration roll, and allocates the aircraft rudder deflection angle and the aircraft's nose wheel turning angle according to the change in aircraft speed, so as to achieve the purpose of directional control of the aircraft during ground roll. At the same time, in the event of a failure of the normal nose wheel turning control system or the rudder control system, differential braking is used to ensure that the aircraft has the aircraft ground direction control function without changing the aircraft control mode, thereby improving the aircraft's ground direction control margin and improving the aircraft's ground roll safety and reliability.

[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 nose wheel turning control valve 103, a nose wheel turning actuator 104, a nose 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 steering angle feedback sensor 105 constitute a front wheel turning control system. The front wheel turning control valve 103 is connected to the ground steering controller 102 at the front end and to the front wheel turning actuator 104 at the rear end, and is used to control the movement of the front wheel turning actuator. The front wheel steering angle feedback sensor 105 is used to obtain the front wheel deflection angle and transmit the front wheel deflection angle signal to the ground steering 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. The rudder deflection control valve 106 is used to control the movement of the rudder deflection actuator 107. 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 the 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 connected to the left brake control valve 110 and the right brake control valve 111 respectively. The wheel brake controller 109 is used to generate a differential brake control strategy based on 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 nose wheel deflection angle and rudder deflection angle fed back by the nose wheel steering angle feedback sensor 105 and the rudder steering angle feedback sensor 108. Based on the nose wheel deflection angle and rudder deflection angle, the ground direction controller 102 monitors and determines the operating status of the nose wheel turning control system and the rudder control system in real time. In addition, the ground direction controller 102 transmits the driving operation command signal from the ground direction command sensor 101, and generates a differential braking control strategy for controlling the nose wheel turning deflection angle requirement and the rudder deflection angle requirement based on 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 deflection. The ground direction controller 102 receives the current aircraft real-time speed V 飞机The signal is then processed by the processing device (CPU, DSP, FPGA, etc.) within the ground direction controller 102 to calculate the required nose wheel steering angle (i.e., the target nose wheel steering angle) and the required rudder steering angle (i.e., the target rudder steering angle) in this state. The ground direction controller 102 then issues control instructions to the nose wheel steering control valve 103 and the rudder steering control valve 106, controlling the nose wheel steering control valve 103 to output fluid flow to control the movement of the nose wheel steering actuator 104. The movement of the nose wheel steering actuator 104 drives the nose landing gear 201 to deflect. The nose wheel steering angle feedback sensor 105 measures the real-time nose wheel steering deflection angle and transmits it to the ground direction controller 102. The ground direction controller 102 compares the current real-time nose wheel steering deflection angle with the required nose wheel steering deflection angle. If the current real-time nose wheel steering deflection angle is less than the required nose wheel steering deflection angle, the nose wheel steering control valve 103 continues to output fluid flow to control the movement of the nose wheel steering actuator 104 until the current real-time nose wheel steering deflection angle equals the required nose wheel steering deflection angle. 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. The movement of the rudder deflection actuator 107 drives the rudder 204 to deflect. The rudder angle feedback sensor 105 measures the real-time rudder deflection angle and transmits it to the ground direction controller 102. The current real-time rudder deflection angle is compared with the required rudder deflection angle. If the real-time rudder deflection angle is less than the required rudder deflection angle, the rudder deflection control valve 103 continues to output fluid to control the movement of the rudder deflection actuator 104 until the real-time rudder deflection angle equals the required rudder deflection angle. The ground direction controller 102 then 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 nose wheel deflection angle of the aircraft to be inversely proportional to the aircraft speed, and at the same time controls the maximum rudder 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, and at the same time 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 landing deceleration process of the aircraft, the ground direction controller 102 obtains the real-time speed V of the aircraft. 飞机 , judge the real-time speed V of the aircraft 飞机 The aircraft speed threshold V0 when the front landing gear touches the ground and the aircraft speed threshold V after the speed is reduced are set. s relationship, where:

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

[0042] The target deflection angle of the front wheel 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: Where, is xxx, where The maximum deflection angle allowed for the rudder when the nose 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's real-time speed meets V 飞机 ≤V s hour:

[0045] The target deflection angle of the aircraft's nose 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 is 0max It can be set to 10°~15°. For example, the 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 is 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 steering system and the rudder control system in real time. When the ground direction controller 102 detects that the front wheel steering system or the rudder control system has a fault and cannot work, the ground direction controller 102 sends a differential braking control instruction to the wheel brake controller 109. 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 this application, when the ground direction controller 102 detects a nose wheel steering system failure, the aircraft's nose wheel steering system will not output any nose wheel steering during the entire landing roll. At this point, the wheel brake controller 109 performs differential braking control based on the ground direction command sensor 101 signal transmitted by the ground direction controller 102. The control strategy is as follows:

[0052] 1) Pressing the left rudder will brake the left main engine wheel 202, 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. The corresponding brake pressure is P 右 =P max ×η, while the wheel brake controller 109 inhibits the inter-system and inter-wheel protection functions.

[0053] In this application, when the ground direction controller 102 detects a malfunction in the aircraft's rudder control system, the aircraft's rudder control system will have no rudder output during the entire landing roll. At this point, the wheel brake controller 109 performs differential braking control based on the ground direction command sensor 101 signal transmitted by the ground direction controller 102. The control strategy is as follows:

[0054] 1) When η≤0.5, stepping on the left rudder will apply the left main engine wheel brake, and the corresponding brake 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 applied, and the corresponding brake pressure is P 右 =P max ×2η, while the wheel brake controller 109 inhibits the system's wheel protection function;

[0055] 2) When 0.5<η≤1, the left rudder will apply 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 applied, and the corresponding brake pressure is P 右 =P max ×η, while the wheel brake controller 109 inhibits the system's wheel protection function.

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

[0057] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection 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, nose wheel steering control valve, nose wheel steering actuator, nose 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 instruction sensor receives the driver's operation instruction and sends the driver's operation instruction 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 and generates the deflection angle required to control the front wheel turning and the rudder deflection angle required according to the aircraft speed. At the same time, it obtains the working status of the front wheel turning control system and the rudder control system. When the front wheel turning control system and the rudder control system fail, the main engine wheel brake control system is controlled to perform differential braking control.

2. The aircraft ground direction control system based on authority allocation according to 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 according to 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 according to 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 between ω and ω, 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 nose wheel when the nose 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: Where, is the rudder operation command angle, The maximum deflection angle allowed for the rudder when the nose 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 aircraft's real-time speed 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 according to 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 according to 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 according to claim 4, characterized in that: The maximum deflection angle allowed for the rudder when the nose landing gear touches the ground For an angle 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 according to 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 applied, and the corresponding brake pressure is P 左 =P max ×η, where P max is the maximum brake pressure value. When the right rudder is pressed, the right main engine wheel brake is applied. The corresponding brake pressure is P 右 =P max ×η, while suppressing the inter-system and inter-wheel protection functions through the wheel brake controller.

10. The aircraft ground direction control system based on authority allocation according to 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 according to claim 10, characterized in that: When the ground direction controller determines that the rudder control system fails, the ground direction controller controls the main engine wheel brake control system to perform differential braking in the following manner: 1) When η≤0.5, stepping on the left rudder will apply the left main engine wheel brake, 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 applied, 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 will apply 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 applied, and the corresponding brake pressure is P 右 =P max ×η, while suppressing the system's wheel protection function through the wheel brake controller.

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