Anti-skid brake control method and device, electronic equipment and storage medium

Abstract

The invention relates to the technical field of aircraft brake control, in particular to an anti-skid brake control method and device, electronic equipment and a storage medium, and the method comprises the steps of firstly obtaining a first slip rate threshold value and a second slip rate threshold value; then determining a first slip speed interval, a second slip speed interval and a third slip speed interval according to the airplane speed, a first slip rate threshold value and a second slip rate threshold value, and adjusting bias voltage modulation stage output by adopting a variable parameter adjusting method according to the interval where the slip speed of the airplane wheel is located and the slip speed of the airplane wheel; then, the slip speed threshold output is adjusted according to the slip speed of the airplane wheel and a third slip speed threshold value, and the wheel speed change rate threshold output is adjusted according to the change rate of the wheel speed and a wheel speed change rate threshold value; and finally, the sum of the slip speed threshold output, the wheel speed change rate threshold output and the bias voltage modulation stage output is calculated, the braking torque of a brake is controlled according to the obtained sum, and the effect of improving the braking efficiency is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft brake control, and in particular to an anti-skid brake control method, device, electronic equipment and storage medium. Background Art

[0002] During the braking process after landing, the wheels are subjected to the combined effects of the runway-tire coupling torque and the braking torque. The coupling torque causes the wheels to roll, and the braking system generates braking torque by outputting brake pressure to prevent the wheels from rotating, thereby converting landing kinetic energy into heat energy and achieving deceleration braking. The magnitude of the coupling torque depends on the wheel load and the coupling coefficient between the runway and the tire, and the coupling coefficient is directly related to the slip rate. Figure 5 As shown in the figure, the optimal slip ratio corresponds to the maximum engagement coefficient, which provides the best braking effect. When the slip ratio is to the left of the optimal slip ratio, increasing the braking torque will increase the slip ratio and the engagement coefficient, and the system will enter a stable operating range. When the slip ratio is to the right, the engagement coefficient decreases, and the system enters an unstable range, which may cause skidding or tire blowout. Therefore, the core of anti-skid braking control is to adjust the brake pressure to keep the slip ratio within the optimal range, ensuring stable and safe braking.

[0003] The currently common anti-skid braking control method is pressure-biased control based on speed differential. This method, which uses a fixed speed differential threshold, works well at high speeds but can easily cause skidding at medium and low speeds. Furthermore, it struggles to adapt to varying runway conditions, resulting in poor anti-skid effectiveness and an inability to effectively prevent skidding. Furthermore, when parameters are improperly set, it's common for the aircraft to brake at the reference speed and wheel speed, while still taxiing at a certain speed, leading to severe wheel lock.

[0004] Based on this, it is necessary to develop and design an anti-skid brake control method. Summary of the Invention

[0005] The embodiments of the present invention provide an anti-skid brake control method, device, electronic device and storage medium, which are used to solve the problem in the prior art that wheels of an aircraft are prone to skidding during the medium and low speed taxiing phase.

[0006] In a first aspect, an embodiment of the present invention provides an anti-skid brake control method, comprising: acquiring a first slip rate threshold and a second slip rate threshold, wherein the first slip rate threshold is lower than the second slip rate threshold, and the first slip rate threshold and the second slip rate threshold are respectively determined according to a relationship between a wheel slip rate and a wheel coupling coefficient; determining a first slip speed interval, a second slip speed interval, and a third slip speed interval based on the aircraft speed, the first slip rate threshold, and the second slip rate threshold, and adjusting the bias modulation stage output using a variable parameter adjustment method based on the slip speed interval and the slip speed of the wheel, wherein the aircraft speed is the speed of the aircraft relative to the ground; adjusting the slip speed threshold output according to the slip speed of the wheel and a third slip speed threshold, and adjusting the wheel speed change rate threshold output according to the wheel speed change rate and the wheel speed change rate threshold; The sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation level output is calculated, and the braking torque is controlled according to the obtained sum.

[0007] In one possible implementation, the first slip ratio threshold and the second slip ratio threshold are respectively smaller than and greater than an optimal slip ratio, and determining the first slip speed range, the second slip speed range, and the third slip speed range according to the engine speed, the first slip ratio threshold, and the second slip ratio threshold includes: obtaining the machine speed; taking the product of the machine speed and the first slip ratio threshold as a first slip speed threshold; using the product of the machine speed and the second slip ratio threshold as a second slip speed threshold; taking an interval smaller than the first slip speed threshold as a first slip speed interval; using an interval between the first slip speed threshold and the second slip speed threshold as a second slip speed interval; An interval greater than the second slip speed threshold is used as a third slip speed interval.

[0008] In one possible implementation, the bias modulation stage output is adjusted using a variable parameter adjustment method according to the slip speed range of the wheel and the slip speed of the wheel, including: The bias modulation stage output is adjusted using a variable parameter adjustment method according to a first formula, the range of the wheel slip speed, and the wheel slip speed, wherein the first formula is:

[0009] Where, is the total number of time periods currently experienced, is the total number of time periods experienced when entering the current interval for the first time, is the modulation level output of the current time period, is the maximum braking torque, For the The modulation level output of each time period, is the first proportionality constant, is the first exponential constant with a value greater than 1, is the slip speed of the wheel in the current time period, is the second proportional constant, is the first slip speed threshold, is the third proportional constant, is a second exponential constant greater than 1, is the first slip speed range, is the second slip speed range, It is the third slip speed range.

[0010] In one possible implementation, adjusting the slip speed threshold output according to the slip speed of the wheel and a third slip speed threshold includes: The slip speed threshold output is adjusted according to a second formula, the slip speed of the wheel, and a third slip speed threshold, wherein the second formula is:

[0011] Where, is the total number of time periods currently experienced, is the slip speed threshold output of the current time period, is the slip speed of the wheel in the current time period, is the third slip speed threshold, is the fourth proportional constant.

[0012] In one possible implementation, adjusting the wheel speed change rate threshold output according to the wheel speed change rate and the wheel speed change rate threshold includes: The wheel speed change rate threshold output is adjusted according to a third formula, the wheel speed change rate, and the wheel speed change rate threshold, wherein the third formula is:

[0013] Where, is the total number of time periods currently experienced, is the wheel speed change rate threshold output, is the wheel speed in the current time period, For the The wheel speed in each time period, is the fifth proportional constant, is the wheel speed change rate threshold.

[0014] In one possible implementation, the engine speed is determined according to the wheel speed, including: Get the wheel speed of the current period and the machine speed of the previous period; An estimated aircraft speed for the current period is obtained based on a fourth formula, the aircraft speed for the previous period, and the expected deceleration rate of the aircraft. The fourth formula is:

[0015] Where, is the total number of time periods currently experienced, is the estimated speed of the machine during the current period, is the machine speed of the previous period, is the desired deceleration rate of the aircraft, is the time period length; If the estimated engine speed value of the current period is greater than the wheel speed of the current period, the estimated engine speed value of the current period is used as the engine speed; Otherwise, the wheel speed of the current period is used as the engine speed.

[0016] In one possible implementation manner, the slip speed of the wheel is determined according to the difference between the machine speed and the wheel speed.

[0017] In a second aspect, an embodiment of the present invention provides an anti-skid brake control device for implementing the anti-skid brake control method described in the first aspect or any possible implementation of the first aspect, the anti-skid brake control device comprising: a slip rate threshold acquisition module, configured to acquire a first slip rate threshold and a second slip rate threshold, wherein the first slip rate threshold is lower than the second slip rate threshold, and the first slip rate threshold and the second slip rate threshold are respectively determined according to a relationship between a wheel slip rate and a wheel coupling coefficient; a bias voltage modulation stage output module, configured to determine a first slip speed interval, a second slip speed interval, and a third slip speed interval based on an aircraft speed, the first slip rate threshold, and the second slip rate threshold, and to adjust the bias voltage modulation stage output using a variable parameter adjustment method based on the slip speed interval and the slip speed of the wheel, wherein the aircraft speed is the speed of the aircraft relative to the ground; a threshold control stage module, configured to adjust a slip speed threshold output according to the slip speed of the wheel and a third slip speed threshold, and to adjust a wheel speed change rate threshold output according to a wheel speed change rate and a wheel speed change rate threshold; as well as, The anti-skid brake module is used to calculate the sum of the slip speed threshold output, the wheel speed change rate threshold output and the bias modulation level output, and control the braking torque according to the obtained sum.

[0018] In a third aspect, an embodiment of the present invention provides an electronic device comprising a memory and a processor, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the computer program, it implements the steps of the method described in the first aspect or any possible implementation of the first aspect.

[0019] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the steps of the method described in the first aspect or any possible implementation of the first aspect.

[0020] Compared with the prior art, the embodiments of the present invention have the following beneficial effects: An embodiment of the present invention discloses an anti-skid brake control method, which first obtains a first slip rate threshold and a second slip rate threshold, wherein the first slip rate threshold is lower than the second slip rate threshold, and the first slip rate threshold and the second slip rate threshold are respectively determined based on the relationship between the wheel slip rate and the wheel coupling coefficient; then, a first slip speed range, a second slip speed range, and a third slip speed range are determined based on the machine speed, the first slip rate threshold, and the second slip rate threshold, and a bias modulation method is adjusted using a variable parameter adjustment method based on the wheel slip speed range and the wheel slip speed. The present invention controls the aircraft's braking according to a preset optimal slip ratio and dynamically adjusts the braking command control thresholds at different stages to ensure the aircraft achieves slip ratio following under various runway conditions. By setting an appropriate aircraft deceleration rate and adjusting the brake pressure, the wheel slip ratio is consistently near the preset optimal slip ratio, maximizing the optimal slip ratio target, increasing the coupling torque, improving anti-skid braking efficiency, and shortening the braking distance. The present invention obtains the aircraft's optimal slip ratio, multiplies the pre-set slip ratio threshold by the real-time aircraft speed, and generates a real-time speed threshold. The variable parameter integration stage calculates and outputs the brake pressure based on the threshold. The threshold value adjusts in real time with wheel speed, effectively improving the locking problem of traditional brakes at low and medium speeds. Based on the set optimal slip ratio, it actively searches for the maximum ground engagement torque, improving braking efficiency. The anti-skid threshold is also activated based on the rate of change of wheel speed and the error between wheel speed and a reference speed. When both are activated, an anti-skid command is output for rapid decompression, enhancing the adaptability and reliability of the anti-skid system and ensuring optimal braking performance and operational safety under varying speed conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0022] Figure 1 is a flow chart of an anti-skid brake control method provided by an embodiment of the present invention; Figure 2This is a schematic diagram of a brake closed-loop control system provided by an embodiment of the present invention; Figure 3 is a functional block diagram of an anti-skid brake control device provided by an embodiment of the present invention; Figure 4 This is a functional block diagram of an electronic device provided by an embodiment of the present invention; Figure 5 4 is a diagram showing the relationship between the wheel coupling coefficient and the slip rate according to an embodiment of the present invention. DETAILED DESCRIPTION

[0023] In the following description, specific details such as particular system structures and techniques are provided for purposes of illustration, not limitation, to facilitate a thorough understanding of the embodiments of the present invention. However, it will be apparent to those skilled in the art that the present invention may be practiced in alternative embodiments without these specific details. In other instances, detailed descriptions of well-known systems, devices, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.

[0024] In order to make the objectives, technical solutions and advantages of the present invention more clear, the following will be described through specific implementation methods in conjunction with the accompanying drawings.

[0025] The following is a detailed description of an embodiment of the present invention. This example is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiment.

[0026] Figure 1 This is a flow chart of the anti-skid brake control method provided in an embodiment of the present invention.

[0027] like Figure 1 , which shows a flowchart of an implementation of an anti-skid brake control method provided by an embodiment of the present invention, and is described in detail as follows: In step 101, a first slip rate threshold and a second slip rate threshold are obtained, wherein the first slip rate threshold is lower than the second slip rate threshold, and the first slip rate threshold and the second slip rate threshold are respectively determined according to a relationship between a wheel slip rate and a wheel coupling coefficient.

[0028] In step 102, a first slip speed range, a second slip speed range, and a third slip speed range are determined based on the aircraft speed, the first slip rate threshold, and the second slip rate threshold. A variable parameter adjustment method is used to adjust the bias modulation stage output based on the slip speed range and the wheel slip speed. The aircraft speed is the speed of the aircraft relative to the ground.

[0029] In some embodiments, the first slip ratio threshold and the second slip ratio threshold are respectively less than and greater than an optimal slip ratio, and determining the first slip speed range, the second slip speed range, and the third slip speed range according to the engine speed, the first slip ratio threshold, and the second slip ratio threshold includes: obtaining the machine speed; taking the product of the machine speed and the first slip ratio threshold as a first slip speed threshold; using the product of the machine speed and the second slip ratio threshold as a second slip speed threshold; taking an interval smaller than the first slip speed threshold as a first slip speed interval; using an interval between the first slip speed threshold and the second slip speed threshold as a second slip speed interval; An interval greater than the second slip speed threshold is used as a third slip speed interval.

[0030] In some embodiments, adjusting the bias modulation stage output using a variable parameter adjustment method according to the slip speed interval of the wheel and the slip speed of the wheel includes: The bias modulation stage output is adjusted using a variable parameter adjustment method according to a first formula, the range of the wheel slip speed, and the wheel slip speed, wherein the first formula is:

[0031] Where, is the total number of time periods currently experienced, is the total number of time periods experienced when entering the current interval for the first time, is the modulation level output of the current time period, is the maximum braking torque, For the The modulation level output of each time period, is the first proportionality constant, is the first exponential constant with a value greater than 1, is the slip speed of the wheel in the current time period, is the second proportional constant, is the first slip speed threshold, is the third proportional constant, is a second exponential constant greater than 1, is the first slip speed range, is the second slip speed range, It is the third slip speed range.

[0032] In some embodiments, the machine speed is determined based on the wheel speed, including: Get the wheel speed of the current period and the machine speed of the previous period; An estimated aircraft speed for the current period is obtained based on a fourth formula, the aircraft speed for the previous period, and the expected deceleration rate of the aircraft. The fourth formula is:

[0033] Where, is the total number of time periods currently experienced, is the estimated speed of the machine during the current period, is the machine speed of the previous period, is the desired deceleration rate of the aircraft, is the time period length; If the estimated engine speed value of the current period is greater than the wheel speed of the current period, the estimated engine speed value of the current period is used as the engine speed; Otherwise, the wheel speed of the current period is used as the engine speed.

[0034] For example, the real-time wheel speed of an aircraft is usually obtained by installing a wheel speed sensor in the main wheel axle of the aircraft. The main wheel speed collected by the wheel speed sensor is used as the initial wheel speed, and the wheel speed corresponding to each cycle is obtained. Since the wheels are stationary when the aircraft is in the air, they begin to rotate after landing, driven by the aircraft. Generally, after 2 seconds, the wheels can be considered to have fully rotated. This moment is defined as the first cycle of the aircraft's braking system starting to work, and each cycle is 2ms.

[0035] In practice, after the aircraft's wheels touch down and begin braking, there is a small speed difference between the wheel speed and the aircraft speed (the speed of the aircraft relative to the ground). This speed difference is referred to as the slip speed in this invention, and the ratio of the slip speed to the aircraft speed is the slip rate.

[0036] like Figure 2 As shown in FIG. 1 , the final signal output of the braking system of the present invention is as follows: the integrated output stage integrates the signal results of the two stages, namely the bias modulation stage and the threshold control stage. The purpose of the bias modulation stage is to always maintain the slip rate of the wheel at the optimal slip rate. Nearby, so as to achieve the best braking effect and prevent the aircraft wheels from losing control.

[0037] In order to achieve the above object, the present invention sets two thresholds based on the relationship between the slip rate and the combination coefficient of the wheel: a first slip rate threshold and a second slip rate threshold. Figure 5 , usually the two slip rates are located at the optimal slip rate On the left and right sides of the , the slip speed is divided into three intervals based on the two threshold bias modulation levels combined with the machine speed. The product of the machine speed and the first slip rate threshold is used as The product of the machine speed and the second slip ratio threshold is , then, lower than is the first slip speed range, between and The second slip speed range is between As the third slip speed range.

[0038] The bias modulation stage of the present invention adopts different control strategies for the three intervals, in order to control the slip rate as close to the optimal slip rate as possible while avoiding entering Figure 5 The unstable region shown, the transition from a lower slip ratio to an optimal slip ratio as quickly as possible, and the return to the stable region as quickly as possible after entering the unstable region.

[0039] In order to achieve the above effect, the present invention adopts different control strategies in combination with the above-mentioned divided intervals. The specific implementation refers to the first formula:

[0040] Where, is the total number of time periods currently experienced, is the total number of time periods experienced when entering the current interval for the first time, is the modulation level output of the current time period, is the maximum braking torque, For the The modulation level output of each time period, is the first proportionality constant, is the first exponential constant with a value greater than 1, is the slip speed of the wheel in the current time period, is the second proportional constant, is the first slip speed threshold, is the third proportional constant, is a second exponential constant greater than 1, is the first slip speed range, is the second slip speed range, It is the third slip speed range.

[0041] The above process uses the engine speed parameter multiple times. This parameter is obtained by calculating the wheel speed in the embodiment of the present invention. Specifically, the estimated engine speed of the current period is first calculated based on the engine speed of the previous period and the expected deceleration rate using the fourth formula:

[0042] Where, is the total number of time periods currently experienced, is the estimated speed of the machine during the current period, is the machine speed of the previous period, is the desired deceleration rate of the aircraft, is the length of the period.

[0043] If the estimated engine speed value obtained by the above formula is greater than the wheel speed of the current period, the estimated engine speed value is used as the engine speed of the current period; otherwise, the wheel speed of the current period is used as the engine speed.

[0044] After the machine speed is determined, the difference between the machine speed and the wheel speed is used to obtain the slip speed of the wheel.

[0045] In step 103 , the slip speed threshold output is adjusted according to the slip speed of the wheel and the third slip speed threshold, and the wheel speed change rate threshold output is adjusted according to the wheel speed change rate and the wheel speed change rate threshold.

[0046] In some embodiments, adjusting the slip speed threshold output according to the slip speed of the wheel and a third slip speed threshold comprises: The slip speed threshold output is adjusted according to a second formula, the slip speed of the wheel, and a third slip speed threshold, wherein the second formula is:

[0047] Where, is the total number of time periods currently experienced, is the slip speed threshold output of the current time period, is the slip speed of the wheel in the current time period, is the third slip speed threshold, is the fourth proportional constant.

[0048] In some embodiments, adjusting the wheel speed change rate threshold output according to the wheel speed change rate and the wheel speed change rate threshold includes: The wheel speed change rate threshold output is adjusted according to a third formula, the wheel speed change rate, and the wheel speed change rate threshold, wherein the third formula is:

[0049] Where, is the total number of time periods currently experienced, is the wheel speed change rate threshold output, is the wheel speed in the current time period, For the The wheel speed in each time period, is the fifth proportional constant, is the wheel speed change rate threshold.

[0050] In step 104 , the sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation level output is calculated, and the braking torque is controlled according to the obtained sum.

[0051] Exemplarily, the present invention includes two threshold output stages: a slip speed threshold output and a wheel speed change rate threshold. The former promptly and rapidly outputs a signal to suppress wheel slip when a large slip speed occurs. The present embodiment utilizes the second formula to generate the slip speed threshold output:

[0052] Where, is the total number of time periods currently experienced, is the slip speed threshold output of the current time period, is the slip speed of the wheel in the current time period, is the third slip speed threshold, is the fourth proportional constant.

[0053] The wheel speed change rate threshold controls the wheel speed change rate output according to the wheel speed change rate. Specifically, the third formula is applied:

[0054] Where, is the total number of time periods currently experienced, is the wheel speed change rate threshold output, is the wheel speed in the current time period, For the The wheel speed in each time period, is the fifth proportional constant, is the wheel speed change rate threshold.

[0055] like Figure 2 As shown, the slip speed threshold output, wheel speed change rate threshold output and bias modulation level output obtained through the above process are summed, and the obtained result is used as a control signal to control the electromechanical actuator to control the braking torque of the aircraft wheel.

[0056] In an embodiment of the anti-skid brake control method of the present invention, a first slip rate threshold and a second slip rate threshold are first obtained, wherein the first slip rate threshold is lower than the second slip rate threshold, and the first slip rate threshold and the second slip rate threshold are respectively determined based on the relationship between the wheel slip rate and the wheel coupling coefficient; a first slip speed range, a second slip speed range, and a third slip speed range are then determined based on the machine speed, the first slip rate threshold, and the second slip rate threshold; and a bias modulation stage output is adjusted using a variable parameter adjustment method based on the wheel slip speed range and the wheel slip speed. The aircraft speed is the speed of the aircraft relative to the ground. The slip speed threshold output is then adjusted based on the wheel slip speed and a third slip speed threshold, and the wheel speed change rate threshold output is adjusted based on the wheel speed change rate and the wheel speed change rate threshold. Finally, the sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation stage output is calculated. The braking torque is controlled based on the obtained sum. The present invention controls the aircraft to brake according to a preset optimal slip rate and dynamically adjusts the brake command control thresholds at different stages to ensure the aircraft achieves slip rate following under various runway conditions. By setting an appropriate aircraft deceleration rate and adjusting the brake pressure variation, the wheel slip rate is consistently near the preset optimal slip rate, maximizing the optimal slip rate target, increasing the coupling torque, improving anti-skid braking efficiency, and shortening the braking distance. The present invention obtains the aircraft's optimal slip rate, multiplies a pre-set slip rate threshold by the real-time aircraft speed, and obtains a real-time speed threshold. The brake pressure is then calculated and outputted at the variable parameter integration stage based on the threshold. At this time, the threshold value is adjusted in real time with the wheel speed, effectively improving the locking problem of traditional brakes in the medium and low speed sections. According to the set optimal slip rate, it actively searches for the maximum ground engagement torque, thereby improving braking efficiency.

[0057] At the same time, the opening of the anti-skid threshold is determined by the size of the wheel speed change rate and the error between the wheel speed and the reference speed. After both are opened, anti-skid instructions will be output for rapid decompression, which enhances the adaptability and reliability of the anti-skid system and ensures optimal braking performance and operational safety under different speed conditions.

[0058] It should be understood that the size of the serial numbers of each step in the above embodiment does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0059] The following is an embodiment of the device of the present invention. For details not described in detail, please refer to the corresponding method embodiment described above.

[0060] Figure 3 This is a functional block diagram of the anti-skid brake control device provided by an embodiment of the present invention, referring to Figure 3The anti-skid brake control device includes: a slip rate threshold acquisition module 301, a bias modulation level output module 302, a threshold control level module 303 and an anti-skid brake module 304, wherein: a slip rate threshold acquisition module 301, configured to acquire a first slip rate threshold and a second slip rate threshold, wherein the first slip rate threshold is lower than the second slip rate threshold, and the first slip rate threshold and the second slip rate threshold are respectively determined based on a relationship between a wheel slip rate and a wheel coupling coefficient; a bias voltage modulation stage output module 302, configured to determine a first slip speed range, a second slip speed range, and a third slip speed range based on the aircraft speed, the first slip rate threshold, and the second slip rate threshold, and to adjust the bias voltage modulation stage output using a variable parameter adjustment method based on the slip speed range and the slip speed of the wheel, wherein the aircraft speed is the speed of the aircraft relative to the ground; a threshold control stage module 303 for adjusting a slip speed threshold output according to the slip speed of the wheel and a third slip speed threshold, and adjusting a wheel speed change rate threshold output according to a wheel speed change rate and a wheel speed change rate threshold; The anti-skid braking module 304 is configured to calculate the sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation level output, and control the braking torque according to the obtained sum.

[0061] Figure 4 : is a functional block diagram of an electronic device provided by an embodiment of the present invention. Figure 4 As shown, the electronic device 4 of this embodiment includes: a processor 400 and a memory 401, wherein the memory 401 stores a computer program 402 that can be run on the processor 400. When the processor 400 executes the computer program 402, the steps in the above-mentioned anti-skid brake control method and embodiment are implemented, for example Figure 1 Steps 101 to 104 are shown.

[0062] Illustratively, the computer program 402 may be divided into one or more modules / units, and the one or more modules / units are stored in the memory 401 and executed by the processor 400 to implement the present invention.

[0063] The electronic device 4 may be a computing device such as a desktop computer, a notebook, a PDA, or a cloud server. The electronic device 4 may include, but is not limited to, a processor 400 and a memory 401. Those skilled in the art will understand that Figure 4It is only an example of the electronic device 4 and does not constitute a limitation of the electronic device 4. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the electronic device 4 may also include input and output devices, network access devices, buses, etc.

[0064] The processor 400 may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0065] The memory 401 may be an internal storage unit of the electronic device 4, such as a hard disk or memory of the electronic device 4. The memory 401 may also be an external storage device of the electronic device 4, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 4. Furthermore, the memory 401 may include both an internal storage unit of the electronic device 4 and an external storage device. The memory 401 is used to store the computer program 402 and other programs and data required by the electronic device 4. The memory 401 may also be used to temporarily store data that has been output or is about to be output.

[0066] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the implementation method can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method implementation method, and will not be repeated here.

[0067] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0068] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0069] In the embodiments provided by the present invention, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely illustrative. For example, the division of the modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0070] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of this embodiment.

[0071] In addition, the functional units in various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0072] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present invention implements all or part of the processes in the above-mentioned implementation method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and when the computer program is executed by the processor, it can implement the steps of the above-mentioned various methods and device implementation methods. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device that can carry the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0073] The above-described embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. An anti-skid brake control method, characterized in that: include: acquiring a first slip rate threshold and a second slip rate threshold, wherein the first slip rate threshold is lower than the second slip rate threshold, and the first slip rate threshold and the second slip rate threshold are respectively determined according to a relationship between a wheel slip rate and a wheel coupling coefficient; determining a first slip speed interval, a second slip speed interval, and a third slip speed interval based on the aircraft speed, the first slip rate threshold, and the second slip rate threshold, and adjusting the bias modulation stage output using a variable parameter adjustment method based on the slip speed interval and the slip speed of the wheel, wherein the aircraft speed is the speed of the aircraft relative to the ground; adjusting the slip speed threshold output according to the slip speed of the wheel and a third slip speed threshold, and adjusting the wheel speed change rate threshold output according to the wheel speed change rate and the wheel speed change rate threshold; The sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation level output is calculated, and the braking torque is controlled according to the obtained sum.

2. The anti-skid brake control method according to claim 1, characterized in that: The first slip ratio threshold and the second slip ratio threshold are respectively smaller than an optimal slip ratio and larger than an optimal slip ratio. Determining a first slip speed range, a second slip speed range, and a third slip speed range according to the engine speed, the first slip ratio threshold, and the second slip ratio threshold includes: obtaining the machine speed; taking the product of the machine speed and the first slip ratio threshold as a first slip speed threshold; using the product of the machine speed and the second slip ratio threshold as a second slip speed threshold; taking an interval smaller than the first slip speed threshold as a first slip speed interval; using an interval between the first slip speed threshold and the second slip speed threshold as a second slip speed interval; An interval greater than the second slip speed threshold is used as a third slip speed interval.

3. The anti-skid brake control method according to claim 2, characterized in that: The method of adjusting the bias modulation stage output by using a variable parameter adjustment method according to the slip speed interval of the wheel and the slip speed of the wheel includes: The bias modulation stage output is adjusted using a variable parameter adjustment method according to a first formula, the range of the wheel slip speed, and the wheel slip speed, wherein the first formula is: Where, is the total number of time periods currently experienced, is the total number of time periods experienced when entering the current interval for the first time, is the modulation level output of the current time period, is the maximum braking torque, For the The modulation level output of each time period, is the first proportionality constant, is the first exponential constant with a value greater than 1, is the slip speed of the wheel in the current time period, is the second proportional constant, is the first slip speed threshold, is the third proportional constant, is a second exponential constant greater than 1, is the first slip speed range, is the second slip speed range, It is the third slip speed range.

4. The anti-skid brake control method according to claim 1, characterized in that: The adjusting the slip speed threshold output according to the slip speed of the wheel and the third slip speed threshold includes: The slip speed threshold output is adjusted according to a second formula, the slip speed of the wheel, and a third slip speed threshold, wherein the second formula is: Where, is the total number of time periods currently experienced, is the slip speed threshold output of the current time period, is the slip speed of the wheel in the current time period, is the third slip speed threshold, is the fourth proportional constant.

5. The anti-skid brake control method according to claim 1, characterized in that: The adjusting the wheel speed change rate threshold output according to the wheel speed change rate and the wheel speed change rate threshold comprises: The wheel speed change rate threshold output is adjusted according to a third formula, the wheel speed change rate, and the wheel speed change rate threshold, wherein the third formula is: Where, is the total number of time periods currently experienced, is the wheel speed change rate threshold output, is the wheel speed in the current time period, For the The wheel speed in each time period, is the fifth proportional constant, is the wheel speed change rate threshold.

6. The anti-skid brake control method according to any one of claims 1 to 5, characterized in that: The machine speed is determined according to the wheel speed, including: Get the wheel speed of the current period and the machine speed of the previous period; An estimated aircraft speed for the current period is obtained based on a fourth formula, the aircraft speed for the previous period, and the expected deceleration rate of the aircraft. The fourth formula is: Where, is the total number of time periods currently experienced, is the estimated speed of the machine during the current period, is the machine speed of the previous period, is the desired deceleration rate of the aircraft, is the time period length; If the estimated engine speed value of the current period is greater than the wheel speed of the current period, the estimated engine speed value of the current period is used as the engine speed; Otherwise, the wheel speed of the current period is used as the engine speed.

7. The anti-skid brake control method according to claim 6, characterized in that: The slip speed of the wheel is determined according to the difference between the machine speed and the wheel speed.

8. An anti-skid brake control device, characterized in that: For implementing the anti-skid brake control method according to any one of claims 1 to 7, the anti-skid brake control device comprises: a slip rate threshold acquisition module, configured to acquire a first slip rate threshold and a second slip rate threshold, wherein the first slip rate threshold is lower than the second slip rate threshold, and the first slip rate threshold and the second slip rate threshold are respectively determined according to a relationship between a wheel slip rate and a wheel coupling coefficient; a bias voltage modulation stage output module, configured to determine a first slip speed interval, a second slip speed interval, and a third slip speed interval based on an aircraft speed, the first slip rate threshold, and the second slip rate threshold, and to adjust the bias voltage modulation stage output using a variable parameter adjustment method based on the slip speed interval and the slip speed of the wheel, wherein the aircraft speed is the speed of the aircraft relative to the ground; a threshold control stage module, configured to adjust a slip speed threshold output according to the slip speed of the wheel and a third slip speed threshold, and to adjust a wheel speed change rate threshold output according to a wheel speed change rate and a wheel speed change rate threshold; as well as, The anti-skid brake module is used to calculate the sum of the slip speed threshold output, the wheel speed change rate threshold output and the bias modulation level output, and control the braking torque according to the obtained sum.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program that can be run on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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