Control method and system of aircraft braking system

Abstract

The invention relates to the technical field of airplane braking, in particular to a control method and system for an airplane braking system, and the method comprises the steps: obtaining a first braking instruction signal and a second braking instruction signal corresponding to each pedal; outputting a pedal instruction signal of each pedal; the cut-off valve is controlled to be opened, and the servo valve outputs hydraulic pressure; and outputting brake pressure, and controlling a hydraulic system of the main engine wheel to brake the main engine wheel. When the braking system breaks down, 50% braking capacity can still be maintained under a single fault, emergency braking is carried out under double faults, and therefore the safety of the braking system is remarkably improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft brake technology, in particular to a control method and system of an aircraft brake system. BACKGROUND

[0002] The aircraft wheel brake system is a key component to ensure the safe landing and taxiing of the aircraft. During braking, the system structure is single, and when the key components (such as the hydraulic source and control valve) fail, there is a lack of effective backup switching mechanism, which poses a safety hazard. The single control mode may result in complete loss of braking ability in the event of a failure, which poses a safety hazard.

[0003] In the prior art, the aircraft brake system uses a fly-by-wire brake control method, which is supplied by a hydraulic source. When the hydraulic source fails, the brake ability is lost. Some brake systems use a single cut-off valve, and when the cut-off valve fails, the brake ability is lost.

[0004] Therefore, it is necessary to provide a control method and system of an aircraft brake system to solve the above problems. SUMMARY

[0005] In view of the problem of the current brake system lacking a backup system and the single-point failure causing loss of brake function, the present application provides a control method and system of an aircraft brake system to solve the existing problems.

[0006] The first aspect of the present application provides a control method and system of an aircraft brake system, which adopts the following technical scheme, comprising: A footrest displacement detection module for detecting brake command signals corresponding to the left footrest of the main pilot, the right footrest of the main pilot, the left footrest of the copilot and the right footrest of the copilot; A brake control valve module for controlling the on-off of the hydraulic oil of the hydraulic system of the main wheels on both sides of the aircraft and outputting hydraulic pressure; A manual brake drive module for driving the opening of the parking emergency brake valve; A pressure supply module for providing hydraulic oil for the brake control valve module and the parking emergency brake valve; A brake control module for controlling the on-off of the brake control valve module and outputting hydraulic pressure according to the brake command signals of the left footrest of the main pilot, the brake command signals of the right footrest of the main pilot, the brake command signals of the left footrest of the copilot and the brake command signals of the right footrest of the copilot; An automatic brake selection switch for inputting the position signal of the automatic brake selection switch to the brake control module, wherein the brake control module is configured to provide a locking voltage for the automatic brake selection switch; And a pressure conversion module is configured to output brake pressure according to preset conversion pressure of hydraulic pressure output by the brake control valve and the emergency brake valve, and provide the brake pressure to the hydraulic system of the main wheel to brake the main wheel.

[0007] The further technical solution of the present application comprises: The first footrest sensor unit is configured to detect brake instruction signals of the left footrest of the main driver. The second footrest sensor unit is configured to detect brake instruction signals of the right footrest of the main driver. The third footrest sensor unit is configured to detect brake instruction signals of the left footrest of the co-driver. The fourth footrest sensor unit is configured to detect brake instruction signals of the right footrest of the co-driver. The brake instruction signals comprise first brake instruction signals and second brake instruction signals.

[0008] The further technical solution of the present application comprises: The first brake controller is configured to receive the first brake instruction signals detected by the first displacement sensors of the first footrest sensor unit, the second footrest sensor unit, the third footrest sensor unit and the fourth footrest sensor unit. The second brake controller is configured to receive the second brake instruction signals detected by the second displacement sensors of the first footrest sensor unit, the second footrest sensor unit, the third footrest sensor unit and the fourth footrest sensor unit. The first brake controller and the second brake controller are in communication connection.

[0009] The further technical solution of the present application comprises: the brake control valve module comprises a first brake control valve unit and a second brake control valve unit. The cut-off valve of the first brake control valve unit is configured to control the on-off of the hydraulic oil of the hydraulic system of the left main wheel. The servo valve of the first brake control valve unit is configured to output hydraulic pressure. When the brake control module receives the first brake instruction signal or the second brake instruction signal, the brake control module controls the opening of the corresponding cut-off valve of the first brake control valve unit and the second brake control valve unit, and controls the output of the corresponding hydraulic pressure of the corresponding servo valve of the first brake control valve unit and the second brake control valve unit.

[0010] The further technical solution of the present application provides a pressure supply module, which comprises a first pressure supply unit and a second pressure supply unit. The first pressure supply unit and the second pressure supply unit each comprise a hydraulic source, a check valve and an accumulator connected in sequence, and the hydraulic source provides hydraulic oil to the accumulator through the check valve; the output end of the accumulator of the first pressure supply unit is in communication with the first brake control valve unit and the emergency stop brake valve respectively; and the output end of the accumulator of the second pressure supply unit is in communication with the second brake control valve unit and the emergency stop brake valve respectively. The first brake controller is configured to control the accumulator of the first pressure supply unit to provide hydraulic oil to the first brake control valve unit and the emergency stop brake valve when the pressure signal of the hydraulic source of the first pressure supply unit is less than or equal to a brake pressure threshold value, and to control the hydraulic source of the first pressure supply unit to provide hydraulic oil to the first brake control valve unit and the emergency stop brake valve when the pressure signal of the hydraulic source of the first pressure supply unit is greater than the brake pressure threshold value; and the second brake controller is configured to control the accumulator of the second pressure supply unit to provide hydraulic oil to the second brake control valve unit and the emergency stop brake valve when the pressure signal of the hydraulic source of the second pressure supply unit is less than or equal to the brake pressure threshold value, and to control the hydraulic source of the second pressure supply unit to provide hydraulic oil to the second brake control valve unit and the emergency stop brake valve when the pressure signal of the hydraulic source of the second pressure supply unit is greater than the brake pressure threshold value.

[0011] The further technical solution of the present application provides a pressure conversion module, which comprises a plurality of pressure conversion valves, the outlet of each pressure conversion valve is in communication with the hydraulic oil inlet of the hydraulic system of one main wheel, and the inlet of each pressure conversion valve is in communication with the outlet of the brake control valve module and the emergency stop brake valve respectively.

[0012] The further technical solution of the present application provides a manual brake driving module, which comprises a brake handle connected with the emergency stop brake valve through a steel cable, wherein the emergency stop brake valve is configured to output hydraulic pressure according to the displacement of the steel cable.

[0013] The second aspect of the present application provides a control method of an aircraft brake system, which adopts the following technical solution, comprising: According to the landing gear signal input by the automatic brake switch, the automatic brake selection switch is locked in the landing gear position until the aircraft is on the ground, and the aircraft is controlled to enter the automatic brake. respectively obtain a first brake instruction signal corresponding to the left foot pedal of the main driver, a second brake instruction signal corresponding to the right foot pedal of the main driver, a third brake instruction signal corresponding to the left foot pedal of the deputy driver, and a fourth brake instruction signal corresponding to the right foot pedal of the deputy driver; The maximum value in the first instruction signal corresponding to the left foot pedal of the main driver and the left foot pedal of the deputy driver is taken as a first foot pedal instruction signal; the maximum value in the first instruction signal corresponding to the right foot pedal of the main driver and the right foot pedal of the deputy driver is taken as a second foot pedal instruction signal; the maximum value in the second instruction signal corresponding to the left foot pedal of the main driver and the left foot pedal of the deputy driver is taken as a third foot pedal instruction signal; and the maximum value in the second instruction signal corresponding to the right foot pedal of the main driver and the right foot pedal of the deputy driver is taken as a fourth foot pedal instruction signal; The first brake controller and the second brake controller judge the state of each foot pedal according to the corresponding foot pedal instruction signal and the foot pedal depression threshold value, share the foot pedal state between the first brake controller and the second brake controller, output the corresponding foot pedal instruction signal value, control the on-off of the cut-off valve of the corresponding brake control valve unit according to the foot pedal instruction signal value, control the automatic brake release, and control the hydraulic pressure output by the corresponding servo valve of the first brake control valve unit and the second brake control valve unit; Detect the fault state of the brake system, and the fault state includes: the brake system not losing braking capability, losing less than half of the braking capability, the brake system losing half of the braking capability, and the brake system losing more than half of the braking capability; when the brake system loses more than half of the braking capability, the emergency brake is performed using the brake handle; Output the brake pressure according to the hydraulic pressure output by the servo valve, the hydraulic pressure output by the emergency brake valve, and the preset conversion pressure, and control the main wheel hydraulic system to brake the main wheel according to the brake pressure.

[0014] According to the further technical scheme of the application, the first brake controller and the second brake controller judge the state of each foot pedal according to the corresponding foot pedal instruction signal and the foot pedal depression threshold value, share the foot pedal state between the first brake controller and the second brake controller, output the corresponding foot pedal instruction signal value, control the on-off of the cut-off valve of the corresponding brake control valve unit according to the foot pedal instruction signal value, control the automatic brake release, and control the hydraulic pressure output by the corresponding servo valve of the first brake control valve unit and the second brake control valve unit. The first brake controller judges the foot pedal state of the main driver corresponding to the first foot pedal instruction signal and the second foot pedal instruction signal according to the first foot pedal instruction signal, the second foot pedal instruction signal, and the corresponding foot pedal depression threshold value, and the second brake controller judges the foot pedal state of the deputy driver corresponding to the third foot pedal instruction signal and the fourth foot pedal instruction signal according to the third foot pedal instruction signal, the fourth foot pedal instruction signal, and the corresponding foot pedal depression threshold value, and the foot pedal state includes depression and non-depression. The first brake controller and the second brake controller share information of the acquired foot pedal state of the main driver and the foot pedal state of the co-driver; the first brake controller outputs a signal value of a foot pedal instruction signal of the foot pedal of the main driver according to the foot pedal state of the co-driver, and the second brake controller outputs a signal value of a foot pedal instruction signal of the foot pedal of the co-driver according to the foot pedal state of the main driver; When at least one foot pedal state is stepped on, the first brake controller controls the automatic brake to be released; According to the signal value of the foot pedal instruction signal of the foot pedal of the main driver, the on-off of the cut-off valve of the first brake control valve unit is controlled; according to the signal value of the foot pedal instruction signal of the foot pedal of the co-driver, the on-off of the cut-off valve of the second brake control valve unit is controlled, and the hydraulic pressure output by the corresponding servo valve of the first brake control valve unit and the second brake control valve unit is controlled.

[0015] According to the further technical scheme of the application, the step of outputting the brake pressure according to the hydraulic pressure output by the servo valve, the hydraulic pressure output by the emergency stop brake valve and the preset conversion pressure is: If the difference between the hydraulic pressure output by the servo valve and the hydraulic pressure output by the emergency stop brake valve is greater than or equal to the preset conversion pressure, the hydraulic pressure output by the servo valve is taken as the brake pressure; If the difference between the hydraulic pressure output by the emergency stop brake valve and the hydraulic pressure output by the servo valve is greater than or equal to the preset conversion pressure, the hydraulic pressure output by the emergency stop brake valve is taken as the brake pressure; If the absolute value of the difference between the hydraulic pressure output by the servo valve and the hydraulic pressure output by the emergency stop brake valve is less than the conversion pressure, the brake pressure output at the previous moment is taken as the current brake pressure.

[0016] The application has the following beneficial effects: 1. Through signal fusion of the multiple displacement sensors of the foot pedal displacement detection module and the redundant design of the double brake controllers, millisecond-level response of the brake instruction is realized; through the design of the pressure supply unit in the form of a hydraulic source, a one-way valve and an accumulator, automatic switching of the hydraulic source and the accumulator to provide hydraulic oil for the brake control valve unit is realized; through the design of the brake control module as the first brake controller and the second brake controller, cross verification between the first brake controller and the second brake controller is realized; through the manual brake driving module, the system has a mechanical emergency backup, i.e. a triple redundant mechanism is formed, so that the system can still maintain 50% brake capacity under single failure, and the emergency braking function is reserved under double failure, which significantly improves the safety.

[0017] 3. Through the design of the automatic brake selection switch and the manual brake driving module, the system supports seamless switching between the automatic brake mode and the manual emergency mode, and the mechanical emergency channel does not need power support, which meets the braking demand under extreme failure scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description 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 work.

[0019] Figure 1 A system block diagram of a control system for an aircraft braking system according to the present invention; Figure 2 Schematic diagram of the connection between the pedal displacement detection module and the brake control module in an embodiment of the present invention; Figure 3 A schematic diagram of a brake control valve unit according to an embodiment of the present invention; Figure 4 is a flow chart of a method for controlling an aircraft braking system in an embodiment of the present invention; Figure 5 is a specific flow chart of a method for controlling an aircraft braking system in an embodiment of the present invention; Figure 6 Schematic diagram of cable displacement and hydraulic pressure curve.

[0020] In the figure: 1. Automatic brake selection switch; 2. First pedal sensor unit; 3. Second pedal sensor unit; 4. Third pedal sensor unit; 5. Fourth pedal sensor unit; 6. First hydraulic source; 7. Second hydraulic source; 8. Brake handle; 9. Brake cable; 10. Second one-way valve; 11. First one-way valve; 12. Brake control module; 13. Second accumulator; 14. First accumulator; 15. Shutdown emergency brake valve; 16. Second brake control valve unit; 17. First brake control valve unit; 18. Fourth conversion valve; 19. Third conversion valve; 20. Second conversion valve; 21. First conversion valve; 22. Fourth main wheel; 23. Third main wheel; 24. Second main wheel; 25. First main wheel; 26. First brake controller; 27. Second brake controller; 28. Cut-off valve; 29. ​​First servo valve; 30. Second servo valve. DETAILED DESCRIPTION

[0021] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0022] An embodiment of a control system for an aircraft braking system of the present invention is as follows: Figure 1 As shown, it includes: a pedal displacement detection module, a brake control valve module 12, a manual brake drive module, a pressure supply module, a brake control module, an automatic brake selection switch 1 and a pressure conversion module. The pedal displacement detection module is used to detect the brake command signals corresponding to the main pilot's left pedal, the main pilot's right pedal, the co-pilot's left pedal and the co-pilot's right pedal; the brake control valve module is used to control the on-off of the hydraulic oil of the hydraulic system of the main wheels on both sides of the aircraft and output hydraulic pressure; the manual brake drive module is used to drive the shutdown emergency brake valve to open; the pressure supply module is used to provide hydraulic oil to the brake control valve module and the shutdown emergency brake valve; the brake control module 12 is used to According to the brake command signal of the main driver's left foot pedal, the brake command signal of the main driver's right foot pedal, the brake command signal of the co-pilot's left foot pedal and the brake command signal of the co-pilot's right foot pedal, the on and off of the brake control valve module is controlled, and hydraulic pressure is output. The automatic brake selection switch 1 is used to input the position signal of the automatic brake selection switch 1 to the brake control module, wherein the brake control module is used to provide a locking voltage for the automatic brake selection switch 1; the pressure conversion module is used to output the brake pressure according to the preset conversion pressure, the hydraulic pressure output by the brake control valve and the shutdown emergency brake valve, and provide the brake pressure to the hydraulic system of the main wheel to brake the main wheel.

[0023] For example, Figure 1 As shown, in a specific embodiment, the pedal displacement detection module includes: a first pedal sensor unit 2, a second pedal sensor unit 3, a third pedal sensor unit 4 and a fourth pedal sensor unit 5. The first pedal sensor unit 2 is used to detect the brake command signal of the main driver's left pedal; the second pedal sensor unit 3 is used to detect the brake command signal of the main driver's right pedal; the third pedal sensor unit 4 is used to detect the brake command signal of the co-pilot's left pedal; the fourth pedal sensor unit 5 is used to detect the brake command signal of the co-pilot's right pedal; wherein, the brake command signal includes a first brake command signal and a second brake command signal, the first pedal sensor unit 2, the second pedal sensor unit 3, the third pedal sensor unit 4 and the fourth pedal sensor unit 5 all include a first displacement sensor and a second displacement sensor, the first displacement sensor is used to detect the first brake command signal corresponding to the pedal, and the second displacement sensor is used to detect the second brake command signal corresponding to the pedal.

[0024] For example, Figure 1 and Figure 2As shown in the figure, in one embodiment, the brake control module 12 comprises a first brake controller 26 and a second brake controller 27, which are connected by hardwire or bus communication, wherein the first brake controller 26 is configured to receive the first brake instruction signals detected by the first displacement sensor corresponding to the first footrest sensor unit 2, the second footrest sensor unit 3, the third footrest sensor unit 4 and the fourth footrest sensor unit 5; and the second brake controller 27 is configured to receive the second brake instruction signals detected by the second displacement sensor corresponding to the first footrest sensor unit 2, the second footrest sensor unit 3, the third footrest sensor unit 4 and the fourth footrest sensor unit 5.

[0025] As shown in the figure, in one embodiment, the brake control module 12 comprises a first brake controller 26 and a second brake controller 27, which are connected by hardwire or bus communication, wherein the first brake controller 26 is configured to receive the first brake instruction signals detected by the first displacement sensor corresponding to the first footrest sensor unit 2, the second footrest sensor unit 3, the third footrest sensor unit 4 and the fourth footrest sensor unit 5; and the second brake controller 27 is configured to receive the second brake instruction signals detected by the second displacement sensor corresponding to the first footrest sensor unit 2, the second footrest sensor unit 3, the third footrest sensor unit 4 and the fourth footrest sensor unit 5. Figure 1 As shown in the figure, in one embodiment, the brake control valve module comprises a first brake control valve unit 17 and a second brake control valve unit 16, which are the same in structure, as shown in the figure. Figure 3 As shown in the figure, the first brake control valve unit 17 and the second brake control valve unit 16 each comprise a cut-off valve 28, a first servo valve 29 and a second servo valve 30; the cut-off valve 28 of the first brake control valve unit 17 is configured to control the on-off of the hydraulic oil of the hydraulic system of the left main wheel, and the first servo valve 29 and the second servo valve 30 of the first brake control valve unit 17 are configured to output hydraulic pressure; the cut-off valve 28 of the second brake control valve unit 16 is configured to control the on-off of the hydraulic oil of the hydraulic system of the right main wheel, and the first servo valve 29 and the second servo valve 30 of the second brake control valve unit 16 are configured to output hydraulic pressure; wherein when the brake control module 12 receives the first brake instruction signal or the second brake instruction signal, the brake control module 12 controls the corresponding cut-off valve of the first brake control valve unit 17 and the second brake control valve unit 16 to open, and controls the corresponding servo valve of the first brake control valve unit 17 and the second brake control valve unit 16 to output the corresponding hydraulic pressure.

[0026] As shown in the figure, in one embodiment, the brake control module 12 comprises a first brake controller 26 and a second brake controller 27, which are connected by hardwire or bus communication, wherein the first brake controller 26 is configured to receive the first brake instruction signals detected by the first displacement sensor corresponding to the first footrest sensor unit 2, the second footrest sensor unit 3, the third footrest sensor unit 4 and the fourth footrest sensor unit 5; and the second brake controller 27 is configured to receive the second brake instruction signals detected by the second displacement sensor corresponding to the first footrest sensor unit 2, the second footrest sensor unit 3, the third footrest sensor unit 4 and the fourth footrest sensor unit 5. Figure 1As shown, in one specific embodiment, the pressure supply module comprises: a first pressure supply unit and a second pressure supply unit, the first pressure supply unit comprises: a first hydraulic source 6, a first check valve 11 and a first accumulator 14 connected in sequence, the first hydraulic source 6 provides hydraulic oil to the first accumulator 14 through the first check valve 11; the output end of the first accumulator 14 is respectively communicated with a first brake control unit 17 and a parking emergency brake valve 15, the second pressure supply unit comprises: a second hydraulic source 7, a second check valve 10 and a second accumulator 13 connected in sequence, the second hydraulic source 7 provides hydraulic oil to the second accumulator 13 through the second check valve 10, the output end of the second accumulator 13 is respectively communicated with a second brake control unit 16 and the parking emergency brake valve 15, wherein, the first brake controller 26 is used for controlling the first accumulator 14 of the first pressure supply unit to provide hydraulic oil for the first brake control valve unit 17 and the parking emergency brake valve when the pressure signal of the first hydraulic source 6 of the first pressure supply unit is less than or equal to a brake pressure threshold value; for controlling the first hydraulic source 6 to provide hydraulic oil for the first brake control valve unit 17 and the parking emergency brake valve when the pressure signal of the first hydraulic source 6 is greater than the brake pressure threshold value; the second brake controller 27 is used for controlling the second accumulator 13 of the second pressure supply unit to provide hydraulic oil for the second brake control valve unit 16 and the parking emergency brake valve when the pressure signal of the second hydraulic source 7 of the second pressure supply unit is less than or equal to the brake pressure threshold value; for controlling the second hydraulic source 7 of the second pressure supply unit to provide hydraulic oil for the second brake control valve unit 16 and the parking emergency brake valve when the pressure signal of the second hydraulic source 7 of the second pressure supply unit is greater than the brake pressure threshold value, in the embodiment, the brake pressure threshold value is 2000 psi.

[0027] As an example, Figure 1As shown, in one embodiment, the pressure conversion module comprises: four pressure conversion valves, the four pressure conversion valves are in turn the first conversion valve 21, the second conversion valve 20, the third conversion valve 19 and the fourth conversion valve 18, the inlet of the first conversion valve 21 is communicated with the outlet of the first servo valve 29 corresponding to the first brake control unit 17, the outlet of the emergency brake valve 15, the inlet of the second conversion valve 20 is communicated with the outlet of the second servo valve 30 corresponding to the first brake control unit 17, the outlet of the emergency brake valve 15, the inlet of the third conversion valve 19 is communicated with the outlet of the first servo valve 29 corresponding to the second brake control unit 16, the outlet of the emergency brake valve 15, the inlet of the fourth conversion valve 18 is communicated with the outlet of the second servo valve 30 corresponding to the second brake control unit 16, the outlet of the emergency brake valve 15, the outlet of each pressure conversion valve is communicated with the hydraulic oil inlet of the hydraulic system of one main wheel, that is, the outlet of the first conversion valve 21 is communicated with the hydraulic oil inlet of the hydraulic system of the first main wheel 25, the outlet of the second conversion valve 20 is communicated with the hydraulic oil inlet of the hydraulic system of the second main wheel 24, the outlet of the third conversion valve 19 is communicated with the hydraulic oil inlet of the hydraulic system of the third main wheel 23, and the outlet of the fourth conversion valve 18 is communicated with the hydraulic oil inlet of the hydraulic system of the fourth main wheel 22.

[0028] As shown, in one embodiment, the manual brake driving module comprises: a brake handle 8 connected with the emergency brake valve 15 through a brake cable 9, wherein the emergency brake valve 15 is used to output hydraulic pressure according to the displacement of the brake cable 9. Figure 1

[0029] Working principle of automatic brake The automatic brake selection switch 1 is electrically connected with the brake control module. After the aircraft slides out, the pilot selects to turn on the automatic brake selection switch 1 to the RTO gear position, the brake control module receives the RTO gear position signal of the automatic brake selection switch 1, the brake control module judges that the aircraft is on the ground and provides the lock position voltage of the automatic brake selection switch 1 to lock in the RTO gear position. When the aircraft takes off and leaves the ground, the brake control module judges that the aircraft is in the air, the brake control module disconnects the lock position voltage, and the automatic brake selection switch 1 returns to the OFF gear position. When the aircraft is in the air, the pilot selects the automatic brake selection switch 1 to the landing gear position, the brake control module judges that the aircraft is in the air and provides the lock position voltage of the automatic brake selection switch 1 to lock in the landing gear position. When the aircraft lands, the wheel speed is the same as the aircraft speed, and the constant deceleration rate brake is implemented according to the deceleration rate of the landing gear position. During the automatic brake process, when the pilot steps on the rudder, the brake control module judges that the rudder is stepped on, the brake control module disconnects the lock position voltage, and the automatic brake selection switch 1 returns to the OFF gear position.

[0030] A control method of an aircraft brake system, as shown in Figure 4 and​Figure 5 As shown, comprising: S1, control the aircraft into automatic braking; Specifically, according to the landing gear signal input by the automatic brake selection switch 1, the automatic brake selection switch 1 is locked in the landing gear position until the aircraft is on the ground, and the aircraft is controlled to enter the automatic braking.

[0031] Exemplarily, in a specific embodiment, after the first brake controller of the brake control module receives the landing gear signal input by the automatic brake selection switch 1, the first brake controller of the brake control module provides a lock voltage to lock the automatic brake selection switch 1 in the landing gear position until the aircraft is on the ground, and the aircraft is controlled to brake at a constant deceleration rate to realize the aircraft entering the automatic braking.

[0032] S2, obtain the first brake instruction signal and the second brake instruction signal corresponding to each foot pedal; Specifically, the first brake instruction signal and the second brake instruction signal corresponding to the left foot pedal of the main pilot, the right foot pedal of the main pilot, the left foot pedal of the copilot and the right foot pedal of the copilot are obtained respectively.

[0033] Exemplarily, in a specific embodiment, the first brake instruction signal of the left foot pedal of the main pilot is detected by the first displacement sensor of the first foot pedal sensor unit 2; the first brake instruction signal of the right foot pedal of the main pilot is detected by the first displacement sensor of the second foot pedal sensor unit 3; the first brake instruction signal of the left foot pedal of the copilot is detected by the first displacement sensor of the third foot pedal sensor unit 4; the first brake instruction signal of the right foot pedal of the copilot is detected by the first displacement sensor of the fourth foot pedal sensor unit 5; the second brake instruction signal of the left foot pedal of the main pilot is detected by the second displacement sensor of the first foot pedal sensor unit 2; the second brake instruction signal of the right foot pedal of the main pilot is detected by the second displacement sensor of the second foot pedal sensor unit 3; the second brake instruction signal of the left foot pedal of the copilot is detected by the second displacement sensor of the third foot pedal sensor unit 4; the second brake instruction signal of the right foot pedal of the copilot is detected by the second displacement sensor of the fourth foot pedal sensor unit 5.

[0034] At this point, the first brake instruction signal and the second brake instruction signal corresponding to the left foot pedal of the main pilot, the right foot pedal of the main pilot, the left foot pedal of the copilot and the right foot pedal of the copilot can be obtained.

[0035] S3, output the foot pedal instruction signal of each foot pedal; Specifically, the maximum value in the first instruction signals corresponding to the left foot pedals of the main driver and the left foot pedals of the deputy driver is taken as the first foot pedal instruction signal; the maximum value in the first instruction signals corresponding to the right foot pedals of the main driver and the right foot pedals of the deputy driver is taken as the second foot pedal instruction signal; the maximum value in the second instruction signals corresponding to the left foot pedals of the main driver and the left foot pedals of the deputy driver is taken as the third foot pedal instruction signal; and the maximum value in the second instruction signals corresponding to the right foot pedals of the main driver and the right foot pedals of the deputy driver is taken as the fourth foot pedal instruction signal.

[0036] Specifically, in one specific embodiment, the first brake controller 26 compares the received first instruction signals corresponding to the left foot pedals of the main driver and the left foot pedals of the deputy driver, and takes the maximum value in the first instruction signals as the first foot pedal instruction signal; the first brake controller 26 compares the received first instruction signals corresponding to the right foot pedals of the main driver and the right foot pedals of the deputy driver, and takes the maximum value in the first instruction signals as the second foot pedal instruction signal.

[0037] Specifically, in one specific embodiment, the second brake controller 27 compares the received second instruction signals corresponding to the left foot pedals of the main driver and the left foot pedals of the deputy driver, and takes the maximum value in the second instruction signals as the third foot pedal instruction signal; the second brake controller 27 compares the received second instruction signals corresponding to the right foot pedals of the main driver and the right foot pedals of the deputy driver, and takes the maximum value in the second instruction signals as the fourth foot pedal instruction signal.

[0038] S4, control the opening of the cut-off valve, the automatic brake release and the output hydraulic pressure of the servo valve; Specifically, the first brake controller and the second brake controller judge the state of each foot pedal according to the corresponding foot pedal instruction signal and the foot pedal depression threshold value, share the foot pedal state between the first brake controller and the second brake controller, and output the corresponding foot pedal instruction signal value; the opening and closing of the cut-off valve of the corresponding brake control valve unit is controlled according to the foot pedal instruction signal value, the automatic brake release is controlled; and the hydraulic pressure output by the corresponding servo valve of the first brake control valve unit and the second brake control valve unit is controlled.

[0039] Specifically, in one specific embodiment, the specific steps of S4 are as follows: Step S41: The first brake controller determines the pedal status of the driver corresponding to the first pedal command signal, the second pedal command signal, and the corresponding pedal depression threshold value. The second brake controller determines the pedal status of the passenger corresponding to the third pedal command signal, the fourth pedal command signal, and the corresponding pedal depression threshold value. The pedal status includes depressed and not depressed. In one embodiment, the specific steps of step S41 are as follows: the first brake controller 26 determines whether the driver's left pedal corresponding to the first pedal command signal is depressed based on the first pedal command signal and the pedal depression threshold value. If the first pedal command signal is greater than or equal to the pedal depression threshold value, then it is determined that the driver's left pedal corresponding to the first pedal command signal is depressed; otherwise, if the first pedal command signal is less than the pedal depression threshold value, then it is determined that the driver's left pedal corresponding to the first pedal command signal is not depressed. The first brake controller 26 determines whether the right foot pedal of the main driver corresponding to the second foot pedal command signal is stepped on according to the second foot pedal command signal and the foot pedal depression threshold value. If the second foot pedal command signal is greater than or equal to the foot pedal depression threshold value, then it is determined that the right foot pedal of the main driver corresponding to the second foot pedal command signal is stepped on; if the second foot pedal command signal is less than the foot pedal depression threshold value, then it is determined that the right foot pedal of the main driver corresponding to the second foot pedal command signal is not stepped on. The second brake controller 27 determines whether the passenger's left foot pedal corresponding to the third pedal command signal is stepped on according to the third pedal command signal and the pedal depression threshold value. If the third pedal command signal is greater than or equal to the pedal depression threshold value, then it is determined that the passenger's left foot pedal corresponding to the third pedal command signal is stepped on; otherwise, if the third pedal command signal is less than the pedal depression threshold value, then it is determined that the passenger's left foot pedal corresponding to the third pedal command signal is not stepped on; the second brake controller 27 determines whether the passenger's right foot pedal corresponding to the fourth pedal command signal is stepped on according to the fourth pedal command signal and the pedal depression threshold value. If the fourth pedal command signal is greater than or equal to the pedal depression threshold value, then it is determined that the passenger's right foot pedal corresponding to the fourth pedal command signal is stepped on; otherwise, if the fourth pedal command signal is less than the pedal depression threshold value, then it is determined that the passenger's right foot pedal corresponding to the fourth pedal command signal is not stepped on.

[0040] Step S42, the first brake controller and the second brake controller share the acquired main driver's foot pedal state and the copilot's foot pedal state; the first brake controller outputs the signal value of the main driver's foot pedal instruction signal according to the copilot's foot pedal state, and the second brake controller outputs the signal value of the copilot's foot pedal instruction signal according to the main driver's foot pedal state. In a specific implementation, the specific steps of step S42 are: the first brake controller 26 sends the main driver's left foot pedal down / unpressed signal corresponding to the first foot pedal instruction signal and the main driver's right foot pedal down / unpressed signal corresponding to the second foot pedal instruction signal to the second brake controller 27; the second brake controller 27 sends the copilot's left foot pedal down / unpressed signal corresponding to the third foot pedal instruction signal and the copilot's right foot pedal down / unpressed signal corresponding to the fourth foot pedal instruction signal to the first brake controller 26. If the copilot's left foot pedal corresponding to the third foot pedal instruction signal received by the first brake controller 26 is pressed, the first brake controller 26 outputs the first foot pedal instruction signal; otherwise, if the copilot's left foot pedal corresponding to the third foot pedal instruction signal received by the first brake controller 26 is unpressed, the first brake controller 26 outputs the first foot pedal instruction signal as 0; if the copilot's right foot pedal corresponding to the fourth foot pedal instruction signal received by the first brake controller 26 is pressed, the first brake controller 26 outputs the second foot pedal instruction signal; otherwise, if the copilot's right foot pedal corresponding to the fourth foot pedal instruction signal received by the first brake controller 26 is unpressed, the first brake controller 26 outputs the second foot pedal instruction signal as 0; if the main driver's left foot pedal corresponding to the first foot pedal instruction signal received by the second brake controller 27 is pressed, the second brake controller 27 outputs the third foot pedal instruction signal; otherwise, if the main driver's left foot pedal corresponding to the first foot pedal instruction signal received by the second brake controller 27 is unpressed, the second brake controller 27 outputs the third foot pedal instruction signal as 0; if the main driver's right foot pedal corresponding to the second foot pedal instruction signal received by the second brake controller 27 is pressed, the second brake controller 27 outputs the fourth foot pedal instruction signal; if the main driver's right foot pedal corresponding to the second foot pedal instruction signal received by the second brake controller 27 is unpressed, the second brake controller 27 outputs the fourth foot pedal instruction signal as 0.

[0041] Step S43, when at least one foot pedal state is pressed, the first brake controller controls the automatic brake to be released.

[0042] Step S44, according to the signal value of the foot pedal instruction signal of the main driver foot pedal, control the on-off of the cut-off valve of the first brake control valve unit; according to the signal value of the foot pedal instruction signal of the auxiliary driver foot pedal, control the on-off of the cut-off valve of the second brake control valve unit, and control the hydraulic pressure output by the corresponding servo valve of the first brake control valve unit and the second brake control valve unit; the specific steps of step S44 are as follows: if the first foot pedal instruction signal or the second foot pedal instruction signal calculated by the first brake controller 26 is not 0, then the first brake controller 26 controls the cut-off valve 28 of the first brake control valve unit 17 to open; otherwise, if the first foot pedal instruction signal or the second foot pedal instruction signal calculated by the first brake controller 26 is 0, then the first brake controller 26 controls the cut-off valve 28 of the first brake control valve unit 17 to close. The first foot pedal instruction signal controls the first servo valve 29 of the first brake control valve unit 17, and the second foot pedal instruction signal controls the second servo valve 30 of the first brake control valve unit 17 to output corresponding hydraulic pressure; if the third foot pedal instruction signal or the fourth foot pedal instruction signal calculated by the second brake controller 27 is not 0, then the second brake controller 27 controls the cut-off valve 28 of the second brake control valve unit 16 to open; otherwise, if the third foot pedal instruction signal and the fourth foot pedal instruction signal calculated by the second brake controller 27 are both 0, then the second brake controller 27 controls the cut-off valve 28 of the second brake control valve unit 16 to close. The third foot pedal instruction signal controls the first servo valve 29 of the second brake control valve unit 16, and the fourth foot pedal instruction signal controls the second servo valve 30 of the second brake control valve unit 16 to output corresponding hydraulic pressure.

[0043] In one specific embodiment, the foot pedal depression threshold value in the present embodiment is defined as 10% of the total displacement of the foot pedal.

[0044] S5, output the brake pressure, and control the hydraulic system of the main machine wheel to brake the main machine wheel; Specifically, the fault state of the brake system is detected, and the fault state includes: the brake system has not lost braking ability, has lost less than half of the braking ability, has lost half of the braking ability, and has lost more than half of the braking ability; when the brake system loses half or more of the braking ability, the emergency brake is performed using the brake handle 8, the brake pressure is output according to the hydraulic pressure output by the servo valve, the hydraulic pressure output by the emergency stop brake valve, and the preset conversion pressure, and the hydraulic system of the main machine wheel is controlled to brake the main machine wheel according to the brake pressure.

[0045] For example, in a specific embodiment, if the difference between the hydraulic pressure output by the servo valve and the hydraulic pressure output by the emergency brake valve 15 is greater than or equal to the preset conversion pressure, the hydraulic pressure output by the servo valve is used as the brake pressure; if the difference between the hydraulic pressure output by the emergency brake valve 15 and the hydraulic pressure output by the servo valve is greater than or equal to the preset conversion pressure, the hydraulic pressure output by the emergency brake valve 15 is used as the brake pressure; if the absolute value of the difference between the hydraulic pressure output by the servo valve and the hydraulic pressure output by the emergency brake valve 15 is less than the conversion pressure, the brake pressure output at the previous moment is used as the current brake pressure, wherein the conversion pressure is 100psi.

[0046] It should be noted that the emergency brake valve 15 outputs the corresponding hydraulic pressure according to the displacement of the brake cable 9. The corresponding relationship between the displacement of the cable 9 and the hydraulic pressure is as follows: Figure 6 As shown, the correspondence between the displacement of the brake cable 9 and the hydraulic pressure output by the emergency brake valve 15 is a three-stage relationship: the first stage is 0% to 10%, the second stage is 10% to 50%, the third stage is 50% to 75%, the fourth stage is 75% to 90%, and the fifth stage is 90% to 100%. In this embodiment, the hydraulic pressure output by the emergency brake valve 15 in the first stage is 0; in the second stage, the hydraulic pressure output by the emergency brake valve 15 is linear, with 10% corresponding to a hydraulic pressure of 300 psi and 50% corresponding to a hydraulic pressure of 750 psi; in the third stage, the hydraulic pressure output by the emergency brake valve 15 is linear, with 50% corresponding to a hydraulic pressure of 750 psi and 75% corresponding to a hydraulic pressure of 1500 psi; the fourth stage outputs a hydraulic pressure of 1500 psi; and the fifth stage outputs a hydraulic pressure of 3000 psi.

[0047] Taking the first main wheel 25 as an example, if the difference between the hydraulic pressure output by the first servo valve 29 corresponding to the first brake control unit 17 and the hydraulic pressure output by the parking emergency brake valve 15 is greater than or equal to the preset conversion pressure, the hydraulic pressure output by the first servo valve 29 of the first brake control unit 17 is used as the brake pressure of the first main wheel 25; if the difference between the hydraulic pressure output by the hydraulic pressure output by the parking emergency brake valve 15 and the hydraulic pressure output by the first servo valve 29 of the first brake control unit 17 is greater than or equal to the preset conversion pressure, the hydraulic pressure output by the parking emergency brake valve 15 is used as the brake pressure of the first main wheel 25; if the absolute value of the difference between the hydraulic pressure output by the first servo valve 29 of the first brake control unit 17 and the hydraulic pressure output by the parking emergency brake valve 15 is less than the conversion pressure, the brake pressure output at the previous moment is used as the current brake pressure of the first main wheel 25.

[0048] For example, if the difference between the hydraulic pressure output by the second servo valve 30 corresponding to the first brake control unit 17 and the hydraulic pressure output by the emergency stop brake valve 15 is greater than or equal to a preset switching pressure, the hydraulic pressure output by the second servo valve 30 corresponding to the first brake control unit 17 is taken as the brake pressure of the second host wheel 24. If the difference between the hydraulic pressure output by the emergency stop brake valve 15 and the hydraulic pressure output by the second servo valve 30 is greater than or equal to a preset switching pressure, the hydraulic pressure output by the emergency stop brake valve 15 is taken as the brake pressure of the second host wheel 24. If the absolute value of the difference between the hydraulic pressure output by the second servo valve 30 corresponding to the first brake control unit 17 and the hydraulic pressure output by the emergency stop brake valve 15 is less than the switching pressure, the brake pressure output at the previous time is taken as the current brake pressure of the second host wheel 24.

[0049] For example, if the difference between the hydraulic pressure output by the second servo valve 30 corresponding to the first brake control unit 17 and the hydraulic pressure output by the emergency stop brake valve 15 is greater than or equal to a preset switching pressure, the hydraulic pressure output by the second servo valve 30 corresponding to the first brake control unit 17 is taken as the brake pressure of the second host wheel 24. If the difference between the hydraulic pressure output by the emergency stop brake valve 15 and the hydraulic pressure output by the second servo valve 30 is greater than or equal to a preset switching pressure, the hydraulic pressure output by the emergency stop brake valve 15 is taken as the brake pressure of the second host wheel 24. If the absolute value of the difference between the hydraulic pressure output by the second servo valve 30 corresponding to the first brake control unit 17 and the hydraulic pressure output by the emergency stop brake valve 15 is less than the switching pressure, the brake pressure output at the previous time is taken as the current brake pressure of the second host wheel 24.

[0050] For example, if the difference between the hydraulic pressure output by the second servo valve 30 corresponding to the first brake control unit 17 and the hydraulic pressure output by the emergency stop brake valve 15 is greater than or equal to a preset switching pressure, the hydraulic pressure output by the second servo valve 30 corresponding to the first brake control unit 17 is taken as the brake pressure of the second host wheel 24. If the difference between the hydraulic pressure output by the emergency stop brake valve 15 and the hydraulic pressure output by the second servo valve 30 is greater than or equal to a preset switching pressure, the hydraulic pressure output by the emergency stop brake valve 15 is taken as the brake pressure of the second host wheel 24. If the absolute value of the difference between the hydraulic pressure output by the second servo valve 30 corresponding to the first brake control unit 17 and the hydraulic pressure output by the emergency stop brake valve 15 is less than the switching pressure, the brake pressure output at the previous time is taken as the current brake pressure of the second host wheel 24.

[0051] Also included are brake control steps when the aircraft brake system fails: when the first brake controller or the second brake controller fails, then determine that the brake system has lost half of its braking ability; when the shutoff valve of the first brake control valve or the shutoff valve of the second brake control valve fails, then determine that the brake system has lost half of its braking ability; when there are two or more servo valves inside the first brake control valve and the second brake control valve fail, then determine that the brake system has lost half of its braking ability; when all four displacement sensors received by the first brake controller fail, or when all four displacement sensors received by the second first brake controller fail, then determine that the brake system has lost half of its braking ability; when the brake system has lost half or more of its braking ability, then use the brake handle 8 to perform emergency braking; when the brake system has not lost braking ability, or has lost less than half of its braking ability, then use the rudder brake.

[0052] When the aircraft is in a stopped state, the pilot operates the brake handle 8 to the maximum position, the brake handle 8 is mechanically locked, locking the brake handle 8 in the maximum position, the parking emergency brake valve 15 outputs 3000 psi to the corresponding switching valve, and finally to the main wheel, stopping the aircraft.

[0053] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A control system for an aircraft braking system, characterized in that: include: The pedal displacement detection module is used to detect the brake command signals corresponding to the main driver's left pedal, the main driver's right pedal, the co-pilot's left pedal and the co-pilot's right pedal; The brake control valve module is used to control the on / off flow of hydraulic oil in the hydraulic system of the main wheels on both sides of the aircraft and output hydraulic pressure; Manual brake drive module, used to drive the shutdown emergency brake valve to open; The pressure supply module is used to provide hydraulic oil to the brake control valve module and the shutdown emergency brake valve; The brake control module is used to control the on / off of the brake control valve module and output hydraulic pressure according to the brake command signal of the main driver's left foot pedal, the main driver's right foot pedal, the co-pilot's left foot pedal and the co-pilot's right foot pedal; An automatic brake selection switch, used to input a position signal of the automatic brake selection switch to the brake control module, wherein the brake control module is used to provide a locking voltage for the automatic brake selection switch; And a pressure conversion module is used to output brake pressure according to the preset conversion pressure, the hydraulic pressure output by the brake control valve and the shutdown emergency brake valve, and provide the brake pressure to the hydraulic system of the main wheel to brake the main wheel.

2. The control system of an aircraft braking system according to claim 1, characterized in that: The pedal displacement detection module includes: The first pedal sensor unit is used to detect the brake command signal of the driver's left pedal; The second pedal sensor unit is used to detect the brake command signal of the driver's right pedal; The third pedal sensor unit is used to detect the brake command signal of the co-pilot's left pedal; and a fourth pedal sensor unit for detecting a brake command signal from the co-pilot's right pedal; Among them, the brake command signal includes a first brake command signal and a second brake command signal, the first pedal sensor unit, the second pedal sensor unit, the third pedal sensor unit and the third pedal sensor unit all include a first displacement sensor and a second displacement sensor, the first displacement sensor is used to detect the first brake command signal corresponding to the pedal, and the second displacement sensor is used to detect the second brake command signal corresponding to the pedal.

3. The control system of an aircraft braking system according to claim 2, characterized in that: The brake control module includes: a first brake controller, configured to receive a first brake command signal detected by the first pedal sensor unit, the second pedal sensor unit, the third pedal sensor unit, and a first displacement sensor corresponding to the third pedal sensor unit; a second brake controller for receiving a second brake command signal detected by the first pedal sensor unit, the second pedal sensor unit, the third pedal sensor unit, and a second displacement sensor corresponding to the third pedal sensor unit; The first brake controller and the second brake controller are communicatively connected.

4. The control system of an aircraft braking system according to claim 3, characterized in that: The brake control valve module includes: a first brake control valve unit and a second brake control valve unit. The first brake control valve unit and the second brake control valve unit have the same structure and both include a cut-off valve and a servo valve. The cut-off valve of the first brake control valve unit is used to control the on-off of the hydraulic oil of the hydraulic system of the left main engine wheel, and the servo valve of the first brake control valve unit is used to output the hydraulic pressure; The cut-off valve of the second brake control valve unit is used to control the on-off of the hydraulic oil of the hydraulic system of the right main engine wheel, and the servo valve of the second brake control valve unit is used to output the hydraulic pressure; Among them, when the brake control module receives the first brake command signal or the second brake command signal, the brake control module controls the shut-off valves corresponding to the first brake control valve unit and the second brake control valve unit to open, and controls the servo valves corresponding to the first brake control valve unit and the second brake control valve unit to output the corresponding hydraulic pressure.

5. The control system of an aircraft braking system according to claim 3, characterized in that: The pressure supply module includes: a first pressure supply unit and a second pressure supply unit; The first pressure supply unit and the second pressure supply unit each include: a hydraulic source, a one-way valve, and an accumulator connected in sequence, the hydraulic source providing hydraulic oil to the accumulator through the one-way valve; the output end of the accumulator of the first pressure supply unit is respectively connected to the first brake control valve unit and the shutdown emergency brake valve; the output end of the accumulator of the second pressure supply unit is respectively connected to the second brake control valve unit and the shutdown emergency brake valve; Among them, the first brake controller is used to control the accumulator of the first pressure supply unit to provide hydraulic oil to the first brake control valve unit and the shutdown emergency brake valve when the pressure signal of the hydraulic source of the first pressure supply unit is less than or equal to the brake pressure threshold value; control the hydraulic source of the first pressure supply unit to provide hydraulic oil to the first brake control valve unit and the shutdown emergency brake valve when the pressure signal of the hydraulic source of the first pressure supply unit is greater than the brake pressure threshold value; the second brake controller is used to control the accumulator of the second pressure supply unit to provide hydraulic oil to the second brake control valve unit and the shutdown emergency brake valve when the pressure signal of the hydraulic source of the second pressure supply unit is less than or equal to the brake pressure threshold value; control the hydraulic source of the second pressure supply unit to provide hydraulic oil to the second brake control valve unit and the shutdown emergency brake valve when the pressure signal of the hydraulic source of the second pressure supply unit is greater than the brake pressure threshold value.

6. The control system of an aircraft braking system according to claim 1, characterized in that: The pressure conversion module includes: multiple pressure conversion valves, the outlet of each pressure conversion valve is connected to the hydraulic oil inlet of the hydraulic system of a main wheel, and the inlet of each pressure conversion valve is connected to the outlet of the brake control valve module and the shutdown emergency brake valve respectively.

7. The control system of an aircraft braking system according to claim 1, characterized in that: The manual brake drive module includes a brake handle connected to a shutdown emergency brake valve via a steel cable, wherein the shutdown emergency brake valve is used to output hydraulic pressure according to the displacement of the steel cable.

8. A method for controlling an aircraft braking system, characterized in that: include: According to the landing gear signal input by the automatic brake switch, the automatic brake selector switch is locked in the landing gear until the aircraft is on the ground, and the aircraft is controlled to enter the automatic brake; respectively obtaining a first brake command signal and a second brake command signal corresponding to the driver's left foot pedal, the driver's right foot pedal, the co-pilot's left foot pedal, and the co-pilot's right foot pedal; The maximum value of the first command signals corresponding to the driver's left pedal and the co-driver's left pedal is used as the first pedal command signal; The maximum value of the first command signals corresponding to the driver's right pedal and the co-pilot's right pedal is used as the second pedal command signal; The maximum value of the second command signals corresponding to the driver's left pedal and the co-driver's left pedal is used as the third pedal command signal; the maximum value of the second command signals corresponding to the driver's right pedal and the co-driver's right pedal is used as the fourth pedal command signal; The first brake controller and the second brake controller determine the status of each pedal according to the corresponding pedal command signal and the pedal depression threshold value, share the pedal status between the first brake controller and the second brake controller, and output the corresponding pedal command signal value, and control the opening and closing of the cut-off valve of the corresponding brake control valve unit according to the pedal command signal value to control the automatic brake release; and controlling the hydraulic pressure output by the servo valves corresponding to the first brake control valve unit and the second brake control valve unit; Detect the fault status of the brake system, which includes: the brake system has not lost its braking ability, has lost less than half of its braking ability, has lost half of its braking ability, and has lost more than half of its braking ability; When the brake system loses half or more of its braking capacity, use the brake handle for emergency braking; According to the hydraulic pressure output by the servo valve, the hydraulic pressure output by the shutdown emergency brake valve and the preset conversion pressure, the brake pressure is output, and the hydraulic system of the main wheel is controlled according to the brake pressure to brake the main wheel.

9. The method for controlling an aircraft braking system according to claim 8, characterized in that: The first brake controller and the second brake controller determine the status of each pedal according to the corresponding pedal command signal and the pedal depression threshold value, share the pedal status between the first brake controller and the second brake controller, and output the corresponding pedal command signal value, and control the opening and closing of the cut-off valve of the corresponding brake control valve unit according to the pedal command signal value to control the automatic brake release; The step of controlling the hydraulic pressure output by the servo valves corresponding to the first brake control valve unit and the second brake control valve unit includes: The first brake controller determines the pedal status of the driver corresponding to the first pedal command signal, the second pedal command signal and the corresponding pedal depression threshold value according to the first pedal command signal, the second pedal command signal and the corresponding pedal depression threshold value, and the second brake controller determines the pedal status of the passenger corresponding to the third pedal command signal, the fourth pedal command signal and the corresponding pedal depression threshold value according to the third pedal command signal, the fourth pedal command signal and the corresponding pedal depression threshold value, where the pedal status includes depressed and not depressed; The first brake controller and the second brake controller share information about the pedal status of the main driver and the pedal status of the co-pilot; the first brake controller outputs a signal value of a pedal command signal of the main driver's pedal according to the pedal status of the co-pilot, and the second brake controller outputs a signal value of a pedal command signal of the co-pilot according to the pedal status of the main driver; When at least one pedal is in the depressed state, the first brake controller controls the automatic brake release; According to the signal value of the pedal command signal of the main driver's pedal, the on-off of the shut-off valve of the first brake control valve unit is controlled; according to the signal value of the pedal command signal of the co-driver's pedal, the on-off of the shut-off valve of the second brake control valve unit is controlled, and the hydraulic pressure output by the servo valve corresponding to the first brake control valve unit and the second brake control valve unit is controlled.

10. The method for controlling an aircraft braking system according to claim 8, characterized in that: Based on the hydraulic pressure output by the servo valve, the hydraulic pressure output by the emergency brake valve, and the preset conversion pressure, the steps for outputting the brake pressure are as follows: If the difference between the hydraulic pressure output by the servo valve and the hydraulic pressure output by the emergency brake valve is greater than or equal to the preset conversion pressure, the hydraulic pressure of the servo valve is used as the brake pressure; If the difference between the hydraulic pressure output by the emergency brake valve and the hydraulic pressure output by the servo valve is greater than or equal to the preset conversion pressure, the hydraulic pressure output by the emergency brake valve is used as the brake pressure; If the absolute value of the difference between the hydraulic pressure output by the servo valve and the hydraulic pressure output by the shutdown emergency brake valve is less than the conversion pressure, the brake pressure output at the previous moment is used as the current brake pressure.

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