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

Abstract

This invention relates to the field of aircraft braking control technology, and more particularly to an anti-skid braking control method, device, electronic device, and storage medium. The method first obtains a first slip ratio threshold and a second slip ratio threshold; then, based on the aircraft speed, the first slip ratio threshold, and the second slip ratio threshold, it determines a first slip speed range, a second slip speed range, and a third slip speed range. Based on the slip speed range of the aircraft wheels and the slip speed of the wheels, it adjusts the output of the bias modulation stage using a variable parameter adjustment method; next, it adjusts the slip speed threshold output based on the slip speed of the wheels and the third slip speed threshold, and adjusts the wheel speed change rate threshold output based on the wheel speed change rate and the wheel speed change rate threshold; finally, it calculates the sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation stage output, and controls the braking torque based on the obtained sum. This invention has the effect of improving braking efficiency.

Description

Technical Field

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

[0002] During the braking process after an aircraft lands, the wheels are subjected to the combined action of the contact torque between the runway and the tires, and the braking torque. The contact torque causes the wheels to roll, and the braking system generates braking torque by outputting braking pressure to stop the wheels from rotating, thereby converting landing kinetic energy into heat energy and achieving deceleration and braking. The magnitude of the contact torque depends on the wheel load and the contact coefficient between the runway and the tires, and the contact coefficient is directly related to the slip ratio. (See attached...) Figure 5 As shown, the optimal slip ratio corresponds to the maximum engagement coefficient, at which point the braking effect is best. 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, placing the system in a stable operating region. Conversely, when the slip ratio is to the right of the optimal slip ratio, the engagement coefficient decreases, and the system enters an unstable region, potentially leading to skidding or tire blowout. Therefore, the core of anti-skid braking control is to adjust the braking pressure to keep the slip ratio within the optimal range, ensuring stability and safety during braking.

[0003] Currently, the commonly used anti-skid braking control method is pressure offset control based on speed difference. This method uses a fixed speed difference threshold, which works well at high speeds but is prone to causing skidding at medium and low speeds. Furthermore, it is difficult to adapt to various runway conditions, resulting in poor anti-skid performance and an inability to effectively prevent skidding. Moreover, when the parameters are set improperly, the aircraft often stops at the reference airspeed and wheel speed, but the actual aircraft continues to taxi at a certain speed, causing severe wheel lock-up.

[0004] Therefore, it is necessary to develop and design an anti-skid braking control method. Summary of the Invention

[0005] The present invention provides an anti-skid braking control method, device, electronic device and storage medium to solve the problem of wheel slippage that easily occurs during the low-to-medium speed taxiing phase of aircraft in the prior art.

[0006] In a first aspect, embodiments of the present invention provide an anti-skid braking control method, comprising:

[0007] A first slip ratio threshold and a second slip ratio threshold are obtained, wherein the first slip ratio threshold is lower than the second slip ratio threshold, and the first slip ratio threshold and the second slip ratio threshold are determined based on the relationship between the wheel slip ratio and the wheel engagement coefficient.

[0008] The first slip speed range, the second slip speed range, and the third slip speed range are determined based on the aircraft speed, the first slip rate threshold, and the second slip rate threshold. The output of the bias modulation stage is adjusted using a variable parameter adjustment method based on the slip speed range of the aircraft wheels and the slip speed of the aircraft wheels. The aircraft speed is the speed of the aircraft relative to the ground.

[0009] The slip speed threshold output is adjusted based on the slip speed of the wheel and the 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.

[0010] The sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation stage output is calculated, and the braking torque is controlled based on the obtained sum.

[0011] In one possible implementation, the first slip ratio threshold and the second slip ratio threshold are less than and greater than the optimal slip ratio, respectively. The step of determining the first slip speed range, the second slip speed range, and the third slip speed range based on the aircraft speed, the first slip ratio threshold, and the second slip ratio threshold includes:

[0012] Obtain the machine speed;

[0013] The product of the machine speed and the first slip ratio threshold is used as the first slip speed threshold;

[0014] The product of the machine speed and the second slip ratio threshold is used as the second slip speed threshold;

[0015] The range less than the first slip speed threshold is defined as the first slip speed range;

[0016] The interval between the first slip speed threshold and the second slip speed threshold is defined as the second slip speed interval;

[0017] The range of slip speeds greater than the second slip speed threshold is defined as the third slip speed range.

[0018] In one possible implementation, the output of the bias modulation stage is adjusted using a variable parameter adjustment method based on the range of the wheel's slip speed and the slip speed of the wheel, including:

[0019] The bias modulation stage output is adjusted using a variable parameter adjustment method based on the first formula, the range of the wheel's slip speed, and the wheel's slip speed. The first formula is:

[0020]

[0021] In the formula, This represents the total number of time periods experienced so far. This represents the total number of time intervals elapsed since the earliest entry into the current interval. This is the modulation stage output for the current time period. For maximum braking torque, For the first The modulation stage output for each time period, The first proportionality constant, It is the first exponential constant with a value greater than 1. The slip speed of the wheels during the current time period. It is the second proportionality constant. The first slip velocity threshold, It is the third proportionality constant. It is a second exponential constant with a value greater than 1. This is the first slip velocity range. This is the second slip velocity range. This is the third slip velocity range.

[0022] In one possible implementation, adjusting the slip speed threshold output based on the wheel's slip speed and a third slip speed threshold includes:

[0023] The slip speed threshold output is adjusted based on the second formula, the slip speed of the wheel, and the third slip speed threshold, wherein the second formula is:

[0024]

[0025] In the formula, This represents the total number of time periods experienced so far. Output the sliding speed threshold for the current time period. The slip speed of the wheels during the current time period. The third slip velocity threshold, It is the fourth proportionality constant.

[0026] In one possible implementation, adjusting the wheel speed change rate threshold output based on the wheel speed change rate and a wheel speed change rate threshold includes:

[0027] The wheel speed change rate threshold output is adjusted based on the third formula, the wheel speed change rate, and the wheel speed change rate threshold. The third formula is:

[0028]

[0029] In the formula, This represents the total number of time periods experienced so far. This is the threshold output for the wheel speed change rate. The wheel speed for the current time period. For the first Wheel speed over a time period It is the fifth proportionality constant. This is the threshold for the rate of change of wheel speed.

[0030] In one possible implementation, the machine speed is determined based on the wheel speed, including:

[0031] Get the wheel speed for the current time period and the machine speed for the previous time period;

[0032] Based on the fourth formula, the aircraft speed in the previous time period, and the aircraft's expected deceleration rate, the estimated aircraft speed for the current time period is obtained. The fourth formula is:

[0033]

[0034] In the formula, This represents the total number of time periods experienced so far. This is the estimated speed for the current time period. This refers to the aircraft speed in the previous time period. Let be the aircraft's desired deceleration rate. The duration of the time period;

[0035] If the estimated machine speed for the current time period is greater than the wheel speed for the current time period, then the estimated machine speed for the current time period shall be used as the machine speed.

[0036] Otherwise, the wheel speed of the current time period shall be taken as the machine speed.

[0037] In one possible implementation, the slip speed of the wheel is determined based on the difference between the machine speed and the wheel speed.

[0038] Secondly, embodiments of the present invention provide an anti-skid braking control device for implementing the anti-skid braking control method as described in the first aspect or any possible implementation thereof, the anti-skid braking control device comprising:

[0039] A slip ratio threshold acquisition module is used to acquire a first slip ratio threshold and a second slip ratio threshold, wherein the first slip ratio threshold is lower than the second slip ratio threshold, and the first slip ratio threshold and the second slip ratio threshold are determined according to the relationship between the wheel slip ratio and the wheel engagement coefficient;

[0040] The bias modulation stage output module is used 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 modulation stage output using a variable parameter adjustment method based on the slip speed range of the aircraft wheels and the slip speed of the aircraft wheels. The aircraft speed is the speed of the aircraft relative to the ground.

[0041] The threshold control level module is used to adjust the slip speed threshold output according to the slip speed of the wheel and the third slip speed threshold, and to adjust the wheel speed change rate threshold output according to the wheel speed change rate and the wheel speed change rate threshold.

[0042] as well as,

[0043] The anti-skid braking module is used to calculate the sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation stage output, and control the braking torque based on the obtained sum.

[0044] Thirdly, embodiments of the present invention provide an electronic device, including a memory and a processor, wherein the memory stores a computer program executable on the processor, and the processor executes the computer program to implement the steps of the method as described in the first aspect or any possible implementation of the first aspect.

[0045] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method as described in the first aspect or any possible implementation thereof.

[0046] The beneficial effects of the embodiments of the present invention compared with the prior art are as follows:

[0047] This invention discloses an anti-skid braking control method. First, it obtains a first slip ratio threshold and a second slip ratio threshold, wherein the first slip ratio threshold is lower than the second slip ratio threshold. The first and second slip ratio thresholds are determined based on the relationship between the wheel slip ratio and the wheel engagement coefficient. Then, it determines a first slip speed range, a second slip speed range, and a third slip speed range based on the engine speed, the first slip ratio threshold, and the second slip ratio threshold. Finally, it adjusts the bias modulation using a variable parameter adjustment method based on the slip speed range of the wheel and the wheel slip speed. The invention employs a multi-stage output, where the aircraft speed is the speed of the aircraft relative to the ground. Next, it adjusts the taxi speed threshold output based on the wheel slip speed and a third taxi speed threshold, and adjusts the wheel speed change rate threshold output based on the wheel speed change rate and a wheel speed change rate threshold. Finally, it calculates the sum of the taxi speed threshold output, the wheel speed change rate threshold output, and the bias modulation stage output, and controls the braking torque based on the obtained sum. This invention controls the aircraft to brake according to a preset optimal taxi rate and dynamically adjusts the braking command control threshold at different stages to ensure the aircraft achieves taxi rate following under different runway conditions. By setting an appropriate aircraft deceleration rate and adjusting the brake pressure change, the wheel slip rate is always kept near the set optimal taxi rate, maximizing the utilization of the optimal taxi rate target, increasing the engagement torque, improving anti-skid braking efficiency, and shortening the braking distance. This invention obtains the aircraft's optimal taxi rate, multiplies the pre-set taxi rate threshold by the real-time aircraft speed to obtain a real-time changing speed threshold, and calculates and outputs the braking pressure based on the threshold at a variable parameter integral stage. At this point, the threshold value is adjusted in real time according to wheel speed, effectively improving the problem of traditional brakes locking up at low and medium speeds. Based on the set optimal slip ratio, it actively searches for the maximum ground contact torque, improving braking efficiency. Simultaneously, the opening of the anti-slip threshold is determined by the magnitude of the wheel speed change rate and the error between the wheel speed and the reference speed. Once both are activated, anti-slip commands are output for rapid pressure reduction, enhancing the adaptability and reliability of the anti-slip system and ensuring optimal braking performance and operational safety under different speed conditions. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a flowchart of the anti-skid braking control method provided in the embodiments of the present invention;

[0050] Figure 2This is a schematic diagram of the brake closed-loop control system provided in an embodiment of the present invention;

[0051] Figure 3 This is a functional block diagram of the anti-skid braking control device provided in the embodiments of the present invention;

[0052] Figure 4 This is a functional block diagram of an electronic device provided in an embodiment of the present invention;

[0053] Figure 5 This is a graph showing the relationship between the wheel engagement coefficient and the slip ratio provided in an embodiment of the present invention. Detailed Implementation

[0054] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, so as to provide a thorough understanding of embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0055] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0056] The embodiments of the present invention will be described in detail below. These examples are implemented based on the technical solutions of the present invention, and detailed implementation methods and specific operation processes are given. However, the scope of protection of the present invention is not limited to the following embodiments.

[0057] Figure 1 A flowchart of an anti-skid braking control method provided for an embodiment of the present invention.

[0058] like Figure 1 As shown, a flowchart illustrating the implementation of the anti-skid braking control method provided by an embodiment of the present invention is presented, and is described in detail below:

[0059] In step 101, a first slip ratio threshold and a second slip ratio threshold are obtained, wherein the first slip ratio threshold is lower than the second slip ratio threshold, and the first slip ratio threshold and the second slip ratio threshold are determined according to the relationship between the wheel slip ratio and the wheel engagement coefficient.

[0060] 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. The output of the bias modulation stage is adjusted using a variable parameter adjustment method based on the slip speed range of the aircraft wheels and the slip speed of the aircraft wheels. The aircraft speed is the speed of the aircraft relative to the ground.

[0061] In some embodiments, the first slip ratio threshold and the second slip ratio threshold are less than and greater than the optimal slip ratio, respectively. The step of determining the first slip speed range, the second slip speed range, and the third slip speed range based on the aircraft speed, the first slip ratio threshold, and the second slip ratio threshold includes:

[0062] Obtain the machine speed;

[0063] The product of the machine speed and the first slip ratio threshold is used as the first slip speed threshold;

[0064] The product of the machine speed and the second slip ratio threshold is used as the second slip speed threshold;

[0065] The range less than the first slip speed threshold is defined as the first slip speed range;

[0066] The interval between the first slip speed threshold and the second slip speed threshold is defined as the second slip speed interval;

[0067] The range of slip speeds greater than the second slip speed threshold is defined as the third slip speed range.

[0068] In some embodiments, adjusting the bias modulation stage output using a variable parameter adjustment method based on the range of the wheel's slip speed and the wheel's slip speed includes:

[0069] The bias modulation stage output is adjusted using a variable parameter adjustment method based on the first formula, the range of the wheel's slip speed, and the wheel's slip speed. The first formula is:

[0070]

[0071] In the formula, This represents the total number of time periods experienced so far. This represents the total number of time intervals elapsed since the earliest entry into the current interval. This is the modulation stage output for the current time period. For maximum braking torque, For the first The modulation stage output for each time period, The first proportionality constant, It is the first exponential constant with a value greater than 1. The slip speed of the wheels during the current time period. It is the second proportionality constant. The first slip velocity threshold, It is the third proportionality constant. It is a second exponential constant with a value greater than 1. This is the first slip velocity range. This is the second slip velocity range. This is the third slip velocity range.

[0072] In some embodiments, the machine speed is determined based on the wheel speed, including:

[0073] Get the wheel speed for the current time period and the machine speed for the previous time period;

[0074] Based on the fourth formula, the aircraft speed in the previous time period, and the aircraft's expected deceleration rate, the estimated aircraft speed for the current time period is obtained. The fourth formula is:

[0075]

[0076] In the formula, This represents the total number of time periods experienced so far. This is the estimated speed for the current time period. This refers to the aircraft speed in the previous time period. Let be the aircraft's desired deceleration rate. The duration of the time period;

[0077] If the estimated machine speed for the current time period is greater than the wheel speed for the current time period, then the estimated machine speed for the current time period shall be used as the machine speed.

[0078] Otherwise, the wheel speed of the current time period shall be taken as the machine speed.

[0079] For example, the real-time wheel speed of an aircraft is typically obtained by installing a wheel speed sensor inside the main wheel axle. 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 aircraft's wheels are stationary 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 started rotating. This moment is defined as the first cycle in which the aircraft's braking system begins to work, with each cycle lasting 2ms.

[0080] In reality, after the aircraft's wheels touch down and braking begins, there will be 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 called the skid speed in this invention, and the ratio of the skid speed to the aircraft speed is the skid ratio.

[0081] like Figure 2 As shown, the final signal output of the braking system of this invention is: the integrated output stage combines the signal results of two stages, namely the bias modulation stage and the threshold control stage. The purpose of the bias modulation stage is to ensure that the slip ratio of the wheel is always maintained at the optimal slip ratio. Nearby, thus achieving the best braking effect while preventing the aircraft wheels from going out of control.

[0082] To achieve the above objectives, this invention sets two thresholds based on the relationship between the slip ratio and the wheel engagement coefficient: a first slip ratio threshold and a second slip ratio threshold, referring to... Figure 5 Typically, the two slip ratios are located at the optimal slip ratio. On the left and right sides, the slip velocity is divided into three intervals based on the combination of two threshold bias modulation stages and the machine speed. The product of the machine speed and the first slip rate threshold is used as... The product of the aircraft speed and the second slip ratio threshold is used as So, below The first slip velocity range is between and The interval between these two values ​​is considered the second slip velocity range, which is greater than... This is the third slip velocity range.

[0083] The bias modulation stage of this invention employs different control strategies for three intervals, aiming to keep the slip ratio as close as possible to the optimal slip ratio while avoiding entering [the desired range]. Figure 5 The diagram illustrates the unstable region, the need to quickly shift from a lower slip ratio to an optimal slip ratio, and the importance of returning to a stable region as soon as possible when entering an unstable region.

[0084] To achieve the above effects, this invention combines the aforementioned divided intervals and adopts different control strategies, the specific implementation of which is described in the first formula:

[0085]

[0086] In the formula, This represents the total number of time periods experienced so far. This represents the total number of time intervals elapsed since the earliest entry into the current interval. This is the modulation stage output for the current time period. For maximum braking torque, For the first The modulation stage output for each time period, The first proportionality constant, It is the first exponential constant with a value greater than 1. The slip speed of the wheels during the current time period. It is the second proportionality constant. The first slip velocity threshold, It is the third proportionality constant. It is a second exponential constant with a value greater than 1. This is the first slip velocity range. This is the second slip velocity range. This is the third slip velocity range.

[0087] The above process uses the engine speed parameter multiple times. In this embodiment of the invention, this parameter is obtained through wheel speed calculation. Specifically, the estimated engine speed for the current period is first calculated using the fourth formula based on the engine speed of the previous period and the desired deceleration rate.

[0088]

[0089] In the formula, This represents the total number of time periods experienced so far. This is the estimated speed for the current time period. This refers to the aircraft speed in the previous time period. Let be the aircraft's desired deceleration rate. This represents the length of the time period.

[0090] If the estimated machine speed obtained by the above formula is greater than the wheel speed in the current time period, then the estimated machine speed is taken as the machine speed in the current time period; otherwise, the wheel speed in the current time period is taken as the machine speed.

[0091] After determining the machine speed, the difference between the machine speed and the wheel speed is used to obtain the slip speed of the machine wheel.

[0092] 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.

[0093] In some embodiments, adjusting the slip speed threshold output based on the wheel's slip speed and a third slip speed threshold includes:

[0094] The slip speed threshold output is adjusted based on the second formula, the slip speed of the wheel, and the third slip speed threshold, wherein the second formula is:

[0095]

[0096] In the formula, This represents the total number of time periods experienced so far. Output the sliding speed threshold for the current time period. The slip speed of the wheels during the current time period. The third slip velocity threshold, It is the fourth proportionality constant.

[0097] In some implementations, adjusting the wheel speed change rate threshold output based on the wheel speed change rate and a wheel speed change rate threshold includes:

[0098] The wheel speed change rate threshold output is adjusted based on the third formula, the wheel speed change rate, and the wheel speed change rate threshold. The third formula is:

[0099]

[0100] In the formula, This represents the total number of time periods experienced so far. This is the threshold output for the wheel speed change rate. The wheel speed for the current time period. For the first Wheel speed over a time period It is the fifth proportionality constant. This is the threshold for the rate of change of wheel speed.

[0101] In step 104, the sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation stage output is calculated, and the braking torque is controlled based on the obtained sum.

[0102] For example, the threshold output stage of the present invention includes two parts: a slip speed threshold output and a wheel speed change rate threshold. The former outputs a signal to suppress wheel slippage in a timely and rapid manner when a large slip speed is generated. The embodiment of the present invention uses a second formula to generate the slip speed threshold output:

[0103]

[0104] In the formula, This represents the total number of time periods experienced so far. Output the sliding speed threshold for the current time period. The slip speed of the wheels during the current time period. The third slip velocity threshold, It is the fourth proportionality constant.

[0105] The wheel speed change rate threshold controls the output of the wheel speed change rate based on the wheel speed change rate, specifically by applying the third formula:

[0106]

[0107] In the formula, This represents the total number of time periods experienced so far. This is the threshold output for the wheel speed change rate. The wheel speed for the current time period. For the first Wheel speed over a time period It is the fifth proportionality constant. This is the threshold for the rate of change of wheel speed.

[0108] like Figure 2 As shown, the slip speed threshold output, wheel speed change rate threshold output, and bias modulation stage output obtained through the above process are summed, and the result is used as the control signal to control the braking torque of the electromechanical actuator to control the wheel.

[0109] The embodiment of the anti-skid braking control method of the present invention first obtains a first slip ratio threshold and a second slip ratio threshold, wherein the first slip ratio threshold is lower than the second slip ratio threshold. The first slip ratio threshold and the second slip ratio threshold are determined according to the relationship between the wheel slip ratio and the wheel engagement coefficient, respectively. Then, a first slip speed range, a second slip speed range, and a third slip speed range are determined according to the engine speed, the first slip ratio threshold, and the second slip ratio threshold. Finally, the output of the bias modulation stage is adjusted using a variable parameter adjustment method according to the slip speed range of the wheel and the slip speed of the wheel. The invention relates to a method for controlling aircraft braking at a predetermined optimal slip ratio. This involves adjusting the slip ratio relative to the ground, adjusting the wheel speed threshold output based on the wheel slip ratio and a third slip ratio threshold, and adjusting the wheel speed change rate threshold output based on the wheel speed change rate and a wheel speed change rate threshold. Finally, the sum of the slip ratio threshold output, the wheel speed change rate threshold output, and the bias modulation stage output is calculated. Based on this sum, the braking torque is controlled. This invention ensures that the aircraft follows the slip ratio under different runway conditions by controlling the aircraft to brake at a preset optimal slip ratio and dynamically adjusting the braking command control threshold at different stages. By setting a suitable aircraft deceleration rate and adjusting the braking pressure change, the wheel slip ratio is always kept near the set optimal slip ratio, maximizing the utilization of the optimal slip ratio target, increasing the engagement torque, improving anti-skid braking efficiency, and shortening the braking distance. The invention obtains the aircraft's optimal slip ratio, multiplies the pre-set slip ratio threshold by the real-time aircraft speed to obtain a real-time changing speed threshold, and calculates and outputs the braking pressure based on the threshold at a variable parameter integral stage. At this time, the threshold value is adjusted in real time with the wheel speed, which effectively improves the problem of traditional brakes locking up at low and medium speeds. Based on the set optimal slip ratio, it actively searches for the maximum ground contact torque, thereby improving braking efficiency.

[0110] Simultaneously, the opening of the anti-slip threshold is determined based on the magnitude of the wheel speed change rate and the error between the wheel speed and the reference speed. Once both are activated, an anti-slip command will be output for rapid pressure reduction, enhancing the adaptability and reliability of the anti-slip system and ensuring optimal braking performance and operational safety under different speed conditions.

[0111] It should be understood that the sequence number of each step in the above embodiments does not imply 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 embodiments of the present invention.

[0112] The following are embodiments of the apparatus of the present invention. For details not described in detail, please refer to the corresponding method embodiments described above.

[0113] Figure 3This is a functional block diagram of the anti-skid braking control device provided in an embodiment of the present invention, with reference to... Figure 3 The anti-skid braking control device includes: a slip rate threshold acquisition module 301, a bias modulation stage output module 302, a threshold control stage module 303, and an anti-skid braking module 304, wherein:

[0114] The slip ratio threshold acquisition module 301 is used to acquire a first slip ratio threshold and a second slip ratio threshold, wherein the first slip ratio threshold is lower than the second slip ratio threshold, and the first slip ratio threshold and the second slip ratio threshold are determined according to the relationship between the wheel slip ratio and the wheel engagement coefficient.

[0115] The bias modulation stage output module 302 is used 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 output of the bias modulation stage using a variable parameter adjustment method based on the slip speed range of the aircraft wheels and the slip speed of the aircraft wheels. The aircraft speed is the speed of the aircraft relative to the ground.

[0116] The threshold control module 303 is used to adjust the slip speed threshold output according to the slip speed of the wheel and the third slip speed threshold, and to adjust the wheel speed change rate threshold output according to the wheel speed change rate and the wheel speed change rate threshold.

[0117] The anti-skid braking module 304 is used to calculate the sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation stage output, and control the braking torque based on the obtained sum.

[0118] Figure 4 This is a functional block diagram of the electronic device provided in an embodiment of the present invention. For example... 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 run on the processor 400. When the processor 400 executes the computer program 402, it implements the steps of the various anti-skid braking control methods and embodiments described above, for example... Figure 1 Steps 101 to 104 are shown.

[0119] For example, the computer program 402 may be divided into one or more modules / units, which are stored in the memory 401 and executed by the processor 400 to complete the present invention.

[0120] The electronic device 4 can be a desktop computer, laptop, handheld computer, cloud server, or other computing device. 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 4 This is merely an example of electronic device 4 and does not constitute a limitation on electronic device 4. It may include more or fewer components than shown, or combine certain components, or different components. For example, electronic device 4 may also include input / output devices, network access devices, buses, etc.

[0121] The processor 400 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or 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.

[0122] The memory 401 can be an internal storage unit of the electronic device 4, such as a hard disk or memory. The memory 401 can also be an external storage device of the electronic device 4, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, the memory 401 can include both internal and external storage units of the electronic device 4. 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 can also be used to temporarily store data that has been output or will be output.

[0123] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to 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 embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the aforementioned method embodiments, and will not be repeated here.

[0124] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0125] Those skilled in the art will recognize that the units and algorithm steps of the various examples 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 implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0126] In the embodiments provided by this 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 instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0127] The units described as separate components may or may not be physically separate. 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 can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0128] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0129] If the integrated module / unit is implemented as 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, all or part of the processes in the above-described embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various methods and apparatus embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0130] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for controlling anti-skid braking, characterized in that, include: A first slip ratio threshold and a second slip ratio threshold are obtained, wherein the first slip ratio threshold is lower than the second slip ratio threshold, and the first slip ratio threshold and the second slip ratio threshold are determined based on the relationship between the wheel slip ratio and the wheel engagement coefficient. Based on the engine speed, the first slip ratio threshold, and the second slip ratio threshold, a first slip speed range, a second slip speed range, and a third slip speed range are determined. Then, based on the slip speed range of the wheels and the slip speed of the wheels themselves, a variable parameter adjustment method is used to adjust the output of the bias modulation stage, including: The aircraft speed is obtained, wherein the aircraft speed is the speed of the aircraft relative to the ground; The product of the machine speed and the first slip ratio threshold is used as the first slip speed threshold; The product of the machine speed and the second slip ratio threshold is used as the second slip speed threshold, wherein the first slip ratio threshold and the second slip ratio threshold are respectively less than the optimal slip ratio and greater than the optimal slip ratio; The range less than the first slip speed threshold is defined as the first slip speed range; The interval between the first slip speed threshold and the second slip speed threshold is defined as the second slip speed interval; The range exceeding the second slip speed threshold is defined as the third slip speed range; The slip speed threshold output is adjusted based on the slip speed of the wheel and the 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. Calculate the sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation stage output, and control the braking torque based on the obtained sum; The machine speed is determined based on the wheel speed, including: Get the wheel speed for the current time period and the machine speed for the previous time period; Based on the fourth formula, the aircraft speed in the previous time period, and the aircraft's expected deceleration rate, the estimated aircraft speed for the current time period is obtained. The fourth formula is: In the formula, This represents the total number of time periods experienced so far. This is the estimated speed for the current time period. This refers to the aircraft speed in the previous time period. Let be the aircraft's desired deceleration rate. The duration of the time period; If the estimated machine speed for the current time period is greater than the wheel speed for the current time period, then the estimated machine speed for the current time period shall be used as the machine speed. Otherwise, the wheel speed of the current time period shall be taken as the machine speed; The slip speed of the wheel is determined based on the difference between the machine speed and the wheel speed.

2. The anti-skid braking control method according to claim 1, characterized in that, The method of adjusting the bias modulation stage output using a variable parameter adjustment method based on the range of the wheel's slip speed and the wheel's slip speed includes: The bias modulation stage output is adjusted using a variable parameter adjustment method based on the first formula, the range of the wheel's slip speed, and the wheel's slip speed. The first formula is: In the formula, This represents the total number of time periods experienced so far. This represents the total number of time intervals elapsed since the earliest entry into the current interval. This is the modulation stage output for the current time period. For maximum braking torque, For the first The modulation stage output for each time period, The first proportionality constant, It is the first exponential constant with a value greater than 1. The slip speed of the wheels during the current time period. It is the second proportionality constant. The first slip velocity threshold, It is the third proportionality constant. It is a second exponential constant with a value greater than 1. This is the first slip velocity range. This is the second slip velocity range. This is the third slip velocity range.

3. The anti-skid braking control method according to claim 1, characterized in that, The adjustment of the slip speed threshold output based on the slip speed of the wheel and the third slip speed threshold includes: The slip speed threshold output is adjusted based on the second formula, the slip speed of the wheel, and the third slip speed threshold, wherein the second formula is: In the formula, This represents the total number of time periods experienced so far. Output the sliding speed threshold for the current time period. The slip speed of the wheels during the current time period. The third slip velocity threshold, It is the fourth proportionality constant.

4. The anti-skid braking control method according to claim 1, characterized in that, The adjustment of the wheel speed change rate threshold output based on the wheel speed change rate and a wheel speed change rate threshold includes: The wheel speed change rate threshold output is adjusted based on the third formula, the wheel speed change rate, and the wheel speed change rate threshold. The third formula is: In the formula, This represents the total number of time periods experienced so far. This is the threshold output for the wheel speed change rate. The wheel speed for the current time period. For the first Wheel speed over a time period It is the fifth proportionality constant. This is the threshold for the rate of change of wheel speed.

5. An anti-skid braking control device, characterized in that, For implementing the anti-skid braking control method as described in any one of claims 1-4, the anti-skid braking control device comprises: A slip ratio threshold acquisition module is used to acquire a first slip ratio threshold and a second slip ratio threshold, wherein the first slip ratio threshold is lower than the second slip ratio threshold, and the first slip ratio threshold and the second slip ratio threshold are determined according to the relationship between the wheel slip ratio and the wheel engagement coefficient; The bias modulation stage output module is used 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 modulation stage output using a variable parameter adjustment method based on the slip speed range of the aircraft wheels and the slip speed of the aircraft wheels. The aircraft speed is the speed of the aircraft relative to the ground. The threshold control level module is used to adjust the slip speed threshold output according to the slip speed of the wheel and the third slip speed threshold, and to adjust the wheel speed change rate threshold output according to the wheel speed change rate and the wheel speed change rate threshold. as well as, The anti-skid braking module is used to calculate the sum of the slip speed threshold output, the wheel speed change rate threshold output, and the bias modulation stage output, and control the braking torque based on the obtained sum.

6. An electronic device comprising a memory and a processor, wherein the memory stores a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1 to 4 above.

7. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 4 above.

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