Brake early warning method, device, equipment and medium

Abstract

The invention relates to the field of brake early warning, in particular to a brake early warning method, device and equipment and a medium. According to the brake disc temperature, the brake disc thickness and the set temperature, the first residual heat capacity is determined, and the set temperature is the temperature for guaranteeing the braking efficiency; acquiring data corresponding to the unmanned aerial vehicle task, and calculating braking energy according to the data corresponding to the unmanned aerial vehicle task; brake early warning information is determined according to the first residual heat capacity and the brake energy, and the brake early warning information is used for conducting brake warning. The first residual heat capacity is determined according to the brake disc temperature, the brake disc thickness and the set temperature; according to the data corresponding to the unmanned aerial vehicle task, brake energy is calculated; brake early warning information is determined according to the first residual heat capacity and the brake energy; the multi-dimensional real-time evaluation of the brake disc state, the task parameters and the brake efficiency is integrated; the thermal risk is pre-judged through the task parameters, and accurate brake early warning information is determined.

Description

Technical Field

[0001] This application relates to the field of brake warning, and in particular to a brake warning method, device, equipment and medium. Background Technology

[0002] With the rapid development of the air transport industry and drone operations, thermal safety issues for aircraft under conditions of rapid sorties, continuous taxiing, and repeated takeoffs and landings are becoming increasingly prominent. Traditional braking systems rely solely on real-time temperature monitoring, comparing it to fixed, conservative static temperature thresholds to trigger over-limit alarms. Specifically, thresholds are often set too conservatively, wasting valuable re-scramble time, while thresholds that are too high can lead to frequent accidents such as tire blowouts and brake failures caused by overheating of the brake discs. Especially in scenarios such as drone swarm operations and continuous sorties of carrier-based aircraft, the short mission intervals and rapid energy accumulation severely restrict the efficient and safe operation of aircraft. Summary of the Invention

[0003] The purpose of this application is to provide a brake warning method, device, equipment, and medium that can improve the accuracy of brake warning.

[0004] In a first aspect, a braking warning method is provided, comprising: acquiring brake disc temperature and brake disc thickness; determining a first remaining heat capacity based on the brake disc temperature, brake disc thickness, and a set temperature, wherein the set temperature is a temperature that ensures braking performance; acquiring data corresponding to a UAV mission, and calculating braking energy based on the data corresponding to the UAV mission; and determining braking warning information based on the first remaining heat capacity and braking energy, wherein the braking warning information is used to issue a braking warning.

[0005] In a preferred embodiment, this application may be further configured to: acquire brake disc temperature, including: acquiring the temperature collected by multiple sensors on a single-sided wheel brake disc; determining the single-sided brake disc temperature based on the temperature collected by the multiple sensors on the single-sided wheel brake disc; the brake disc temperature includes two single-sided brake disc temperatures, which represent the temperature of the left brake disc and the temperature of the right brake disc.

[0006] In a preferred embodiment, this application can be further configured as follows: the brake disc thickness includes the thickness of the left brake disc and the thickness of the right brake disc; determining the first residual heat capacity based on the brake disc temperature and the brake disc thickness includes: determining the first sub-residual heat capacity of the left brake disc based on the left brake disc thickness, the left brake disc temperature and a set temperature; determining the first sub-residual heat capacity of the right brake disc based on the right brake disc thickness, the right brake disc temperature and a set temperature; and selecting the minimum residual heat capacity between the first sub-residual heat capacity of the left brake disc and the first sub-residual heat capacity of the right brake disc as the first residual heat capacity.

[0007] In a preferred embodiment, this application may be further configured to include: obtaining the brake disc temperature when the fusible plug melts, and determining a second remaining heat capacity to ensure braking performance based on the brake disc temperature when the fusible plug melts, the brake disc temperature, and the brake disc thickness; correspondingly, determining the brake warning information based on the first remaining heat capacity and the braking energy includes: determining the brake warning information based on the first remaining heat capacity, the second remaining heat capacity, and the braking energy.

[0008] In a preferred embodiment, this application can be further configured to: determine a second residual heat capacity to ensure braking performance based on the brake disc temperature when the fusible plug melts, including: determining a second sub-residual heat capacity on the left side based on the thickness of the left brake disc, the temperature of the left brake disc, and the temperature of the brake disc when the fusible plug melts; determining a second sub-residual heat capacity on the right side based on the thickness of the right brake disc, the temperature of the right brake disc, and the temperature of the brake disc when the fusible plug melts; and selecting the minimum residual heat capacity between the second sub-residual heat capacity on the left side and the second sub-residual heat capacity on the right side as the second residual heat capacity.

[0009] In a preferred embodiment, this application can be further configured to: determine braking warning information based on the first remaining heat capacity, the second remaining heat capacity, and the braking energy, including: determining a first value based on the braking energy and the second remaining heat capacity; determining a second value based on the second remaining heat capacity and the first remaining heat capacity; and determining braking warning information based on the first value and the second value.

[0010] In a preferred embodiment, this application can be further configured to: determine braking warning information based on a first value and a second value, including: if the first value is less than the second value, then determine the braking warning information as permissible information; if the second value is less than the first value and the first value is less than a first threshold, then determine the braking warning information as a warning information; if the first value is between the first threshold and the second threshold, then determine the braking warning information as a cooling delay information; the second threshold is greater than the first threshold.

[0011] Secondly, a brake warning device is provided, comprising: a first remaining heat capacity determining module, used to acquire brake disc temperature and brake disc thickness; and to determine the first remaining heat capacity based on the brake disc temperature, brake disc thickness, and a set temperature, wherein the set temperature is a temperature that ensures braking performance; a brake energy determining module, used to acquire data corresponding to a UAV mission, and to calculate the brake energy based on the data corresponding to the UAV mission; and a brake warning information determining module, used to determine brake warning information based on the first remaining heat capacity and brake energy, wherein the brake warning information is used to issue a brake warning.

[0012] Thirdly, an electronic device is provided, the electronic device including a memory and a processor, the memory storing a computer program, the processor executing the brake warning method according to any one of the first aspects when running the computer program.

[0013] Fourthly, a computer-readable storage medium is provided, wherein at least one piece of program code is stored therein, the program code being loaded and executed by a processor to implement the brake warning method as described in any of the first aspects.

[0014] Fifthly, a computer program product is provided, including a computer program or instructions that, when executed by a processor, implement the brake warning method as described in any of the first aspects.

[0015] In summary, the braking warning method provided in this application has the following beneficial technical effects: determining the first remaining heat capacity based on the brake disc temperature, brake disc thickness, and set temperature; calculating braking energy based on data corresponding to the UAV mission; determining braking warning information based on the first remaining heat capacity and braking energy; integrating multi-dimensional real-time evaluation of brake disc status, mission parameters, and braking performance; and predicting thermal risks through mission parameters, replacing traditional passive temperature monitoring, and achieving accurate determination of braking warning information.

[0016] In addition, this application also provides a brake warning device, equipment and medium, all of which have the above-mentioned beneficial technical effects. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application or the prior art, 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic flowchart of a brake warning method provided in an embodiment of this application;

[0019] Figure 2 This is a schematic diagram of another braking warning method provided in an embodiment of this application;

[0020] Figure 3 This is a schematic diagram of a brake disc residual heat capacity alarm display bar provided in an embodiment of this application;

[0021] Figure 4 This is a schematic diagram of the structure of a brake warning device provided in an embodiment of this application;

[0022] Figure 5This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0023] This specific embodiment is merely an explanation of this application and is not intended to limit it. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they are within the scope of this application.

[0024] It should be noted that, in the optional embodiments of this application, the data related to object information, when applied to specific products or technologies, requires the permission or consent of the object. Furthermore, the collection, use, and processing of this data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. In other words, if the embodiments of this application involve data related to an object, it must be obtained with the permission and consent of the object, the permission and consent of relevant departments, and in accordance with the relevant laws, regulations, and standards of the country and region. If the embodiments involve personal information, the acquisition of all personal information requires the consent of the individual. If sensitive information is involved, the separate consent of the information subject is required. The embodiments also need to be implemented with the permission and consent of the object.

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] Furthermore, the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article, unless otherwise specified, generally indicates that the preceding and following related objects have an "or" relationship.

[0027] Traditional braking systems only monitor the temperature in real time and compare it with a fixed, conservative static temperature threshold to issue an over-limit alarm. They do not consider the impact of brake disc wear and task type on the remaining heat capacity of the braking device, nor do they provide dynamic prediction.

[0028] This application addresses the braking thermal safety management problem under aircraft restart and continuous taxiing conditions by proposing a braking energy safety early warning system based on dynamic heat capacity prediction. By real-time acquisition of multi-dimensional state parameters such as brake disc temperature field distribution and wear thickness, combined with a material thermodynamic model, the remaining heat capacity is accurately calculated. Simultaneously, dynamic parameters such as flight weight and takeoff speed from the mission planning system are integrated to construct a real-time mapping relationship between braking energy and heat capacity, enabling prediction of energy absorption capacity during the next braking process. Compared to related technologies, this application is the first to introduce mission-level parameters into the thermal safety assessment system, proactively avoiding heat accumulation risks through a feedforward early warning mechanism, and providing operators with real-time graded decision suggestions such as "deployment permitted" and "cooling delay required."

[0029] To facilitate understanding, the architecture of the brake energy safety warning system will now be described. The brake energy safety warning system architecture includes: a temperature sensor, a thickness sensor, a brake controller, a mission planning system, and a ground warning display module.

[0030] Among them, the temperature sensor is used to collect the temperature of the brake disc. Three infrared sensors are installed on the brake disc of a single wheel, and the real-time temperatures measured are Tbrk1, Tbrk2 and Tbrk3 respectively.

[0031] Thickness sensors are used to collect the thickness of the left brake disc (dbrkL) and the thickness of the right brake disc (dbrkR).

[0032] The mission planning system is used to obtain mission types; among them, UAV missions generally include three working conditions: driving in and out, taxiing, and flight missions.

[0033] The brake controller is used to calculate the average temperature of a single brake disc. That is, TbulkL on the left and TbulkR on the right; it is also used to obtain the thickness of the left brake disc dbrkL and the thickness of the right brake disc dbrkR; and then to obtain the remaining heat capacity of the two wheels QresMaxL / QresMaxR, QresMaxA=min(QresMaxL; QresMaxR).

[0034] The brake controller is also used to calculate the temperature Ta under the required deceleration rate a to ensure braking performance (verified by the wheel manufacturer through inertial table testing), and obtain the remaining heat capacity QresaA to ensure braking performance.

[0035] The brake controller is also used to acquire the mission type sent by the mission planning system; furthermore, for entry and exit missions, it acquires the aircraft mass and taxi distance, and calculates the braking energy; for taxiing and flight missions, it acquires the aircraft mass and initial braking speed / termination takeoff speed, and calculates the braking energy Etask; based on QresaA and Etask, early warning calculations can be performed. Furthermore, early warning calculations can be performed based on QresaA, QresMaxA, and Etask.

[0036] Specifically, embodiments of this application provide a braking warning method, such as... Figure 1 As shown, the method provided in this application embodiment can be executed by an electronic device, which is a server. The server can be an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device can be a smartphone, tablet computer, laptop computer, desktop computer, etc., but is not limited to these. The terminal device and the electronic device can be directly or indirectly connected through wired or wireless communication. This application embodiment does not impose any limitations on this. The method includes: S101, obtaining the brake disc temperature and brake disc thickness; and determining the first residual heat capacity based on the brake disc temperature, brake disc thickness and a set temperature, wherein the set temperature is the temperature that ensures braking performance.

[0037] At least one sensor is installed on each brake disc of the single-sided wheel to obtain the temperature of that disc. In this embodiment, the temperature sensor can be installed on only one side, or on both sides; the sensor can be an infrared sensor. The number of sensors on one side is not limited in this embodiment; it can be one, two, or three. Furthermore, the average temperature of the sensors on one side can be used as the sensor temperature on that side.

[0038] Furthermore, the brake disc thickness is measured by a brake disc thickness sensor. Similarly, at least one sensor is installed on each side of the brake disc to obtain the thickness of the brake disc on that side. For details, please refer to the process of obtaining the brake disc temperature, which will not be described in the embodiments of this application.

[0039] Furthermore, the first residual heat capacity is determined based on the brake disc temperature, brake disc thickness, and set temperature. The temperature Ta, calculated under the required deceleration rate 'a' to ensure braking performance, is verified by the wheel manufacturer through inertial table testing.

[0040] In one possible scenario, if the obtained brake disc temperature and thickness information only pertains to one side of the brake disc, then according to Let QresaA be the first residual heat capacity, where cp is the specific heat capacity of the brake disc material; m is the effective mass of the brake disc; Ta is the temperature Ta under the deceleration rate a required to ensure braking performance; ρ is the density of the brake disc material; A is the effective friction area of ​​the brake disc; Tbulk is the brake disc temperature; and dbrk is the brake disc thickness.

[0041] In another possible scenario, if the obtained brake disc temperature and brake disc thickness include information from both sides, then after calculating the first sub-remaining heat capacity on each side, the smallest heat capacity is selected as the first remaining heat capacity.

[0042] S102. Obtain the data corresponding to the UAV mission, and calculate the braking energy based on the data corresponding to the UAV mission.

[0043] In the case of unmanned aerial vehicle (UAV) missions, when the ground command and control station has completed the mission loading, the braking energy safety warning system reads the mission type from the mission planning system. The mission type includes, but is not limited to, entry and exit, taxiing, or flight missions.

[0044] Each type of drone corresponds to different data. For example, the data for entering and exiting includes the aircraft mass and taxiing distance; the data for taxiing includes the aircraft mass and initial braking speed; and the data for flight missions includes the aircraft mass and takeoff speed.

[0045] Furthermore, the appropriate braking energy is determined for different drone missions. In one possible scenario, if the drone mission is a drive-in / drive-out operation, the braking energy... Where Fthrust is the engine thrust (generally, UAVs use braking speed control priority when entering and exiting the aircraft, with the engine at idle and the propeller in positive position, so the thrust is known); K is the main wheel load distribution coefficient (generally 0.85~0.92 for tricycle aircraft); Croll is the wheel rolling resistance coefficient (generally 0.02~0.05); L is the taxiing distance when entering and exiting the aircraft; m is the current mass of the aircraft; and g is the acceleration due to gravity. In another possible scenario, if the UAV mission is a taxiing or flying mission, then the braking energy... Where m is the current mass of the aircraft; g is the gravitational acceleration; ηbrk is the braking energy distribution ratio (usually 0.7~0.9, with some energy borne by reverse thrust, aerodynamic drag, and rolling drag); and v is the initial braking velocity or the final takeoff velocity.

[0046] S103. Based on the first remaining heat capacity and braking energy, determine the braking warning information, which is used to provide braking warning.

[0047] In this embodiment, braking warning information is determined based on the first remaining heat capacity QresaA and the braking energy Fthrust, thereby realizing braking warning.

[0048] As can be seen, in this embodiment, the first remaining heat capacity is determined based on the brake disc temperature, brake disc thickness, and set temperature; braking energy is calculated based on the data corresponding to the UAV mission; braking warning information is determined based on the first remaining heat capacity and braking energy; multi-dimensional real-time evaluation of brake disc status, mission parameters, and braking performance is integrated; and thermal risk is predicted through mission parameters, replacing traditional passive temperature monitoring, thereby realizing the determination of braking warning information.

[0049] One possible implementation of this application embodiment is to obtain the brake disc temperature, including: obtaining the temperature collected by multiple sensors on a single-sided wheel brake disc; determining the single-sided brake disc temperature based on the temperature collected by the multiple sensors on the single-sided wheel brake disc; the brake disc temperature includes two single-sided brake disc temperatures, which represent the left brake disc temperature and the right brake disc temperature.

[0050] The number of sensors can be 2, 3, or 4, and the user can customize the setting. After obtaining the temperatures from multiple sensors, the average value is calculated as the temperature of a single brake disc. Understandably, if there are temperatures with large deviations, they can be discarded before averaging, or the temperatures can be re-collected to improve the accuracy of the temperature acquisition.

[0051] As can be seen, in this embodiment of the application, by setting multiple sensors to collect the temperature of the brake disc on one side of the wheel, the accuracy of obtaining the brake disc temperature can be improved.

[0052] Similarly, one possible implementation of this application embodiment is to obtain the brake disc thickness, including: obtaining the thickness collected by multiple sensors of a single-sided wheel brake disc; determining the single-sided brake disc thickness based on the thickness collected by the multiple sensors of the single-sided wheel brake disc; the brake disc thickness includes two single-sided brake disc thicknesses, which represent the thickness of the left brake disc and the thickness of the right brake disc.

[0053] The number of sensors can be 2, 3, or 4, which can be customized by the user. After obtaining the thickness from multiple sensors, the average value is calculated as the thickness of a single brake disc. Understandably, if there are thicknesses with large deviations, they can be discarded before averaging, or the thickness can be re-acquired to improve the accuracy of the thickness acquisition.

[0054] As can be seen, in this embodiment of the application, by setting multiple sensors to collect the thickness of the brake disc on one side of the wheel, the accuracy of obtaining the brake disc thickness can be improved.

[0055] Furthermore, following the previous embodiment, one possible implementation of this application embodiment is as follows: the brake disc thickness includes the thickness of the left brake disc and the thickness of the right brake disc; determining the first residual heat capacity based on the brake disc temperature and the brake disc thickness includes: determining the first sub-residual heat capacity of the left side based on the left brake disc thickness, the left brake disc temperature, and the brake disc temperature when the fusible plug melts; determining the first sub-residual heat capacity of the right side based on the right brake disc thickness, the right brake disc temperature, and the brake disc temperature when the fusible plug melts; and selecting the minimum residual heat capacity between the first sub-residual heat capacity of the left side and the first sub-residual heat capacity of the right side as the first residual heat capacity.

[0056] according to Determine the first residual heat capacity QresaA on the left side, where TbulkL is the temperature of the left brake disc, dbrkL is the thickness of the left brake disc, cp is the specific heat capacity of the brake disc material; m is the effective mass of the brake disc; ρ is the density of the brake disc material; and A is the effective friction area of ​​the brake disc. Based on... Determine the first residual heat capacity on the right side, QresaAR, where TbulkR is the temperature of the right brake disc and dbrkR is the thickness of the right brake disc. Select the minimum residual heat capacity between the first residual heat capacity on the left and the first residual heat capacity on the right as the first residual heat capacity, i.e., QresaA = min(QresaAL; QresaAR).

[0057] As can be seen, in this embodiment of the application, in order to ensure braking safety, the smaller of the remaining heat capacities of the two wheels is used to accurately obtain the first remaining heat capacity. Regarding the determination of the braking warning information, after obtaining the first remaining heat capacity QresaA and the braking energy Etask, one possible implementation of this embodiment is to determine the magnitudes of QresaA and Etask. If QresaA is greater than (or equal to) Etask, the braking warning information is "flight permitted". If Etask is greater than QresaA, then based on the brake disc temperature when the fusible plug melts, the brake disc temperature, and the brake disc thickness, a second remaining heat capacity to ensure braking performance is determined. If the value of the first remaining heat capacity / the second remaining heat capacity is less than a first threshold (e.g., 95%), the braking warning information is a remaining heat capacity warning, at which point the pilot can be advised to proceed with caution. If Etask is greater than QresaA, the value of the first remaining heat capacity / the second remaining heat capacity is greater than the first threshold but less than the second threshold, then the braking warning information is determined to be "cooling delay required," indicating to the pilot that the loaded task is likely to cause the brake disc fusible plug to melt, and they should wait for the brake disc to cool down. Another possible implementation of this application includes: obtaining the brake disc temperature when the hot melt plug melts, and determining the second remaining heat capacity to ensure braking performance based on the brake disc temperature when the hot melt plug melts, the brake disc temperature, and the brake disc thickness.

[0058] One possible implementation of this application embodiment specifically involves determining the second residual heat capacity to ensure braking performance based on the brake disc temperature when the fusible plug melts. This includes: determining the second sub-residual heat capacity of the left brake disc based on the thickness of the left brake disc, the temperature of the left brake disc, and the temperature of the brake disc when the fusible plug melts; determining the second sub-residual heat capacity of the right brake disc based on the thickness of the right brake disc, the temperature of the right brake disc, and the temperature of the brake disc when the fusible plug melts; and selecting the minimum residual heat capacity between the second sub-residual heat capacity of the left brake disc and the second sub-residual heat capacity of the right brake disc as the second residual heat capacity.

[0059] The expression for the remaining heat capacity of a single-sided brake disc is as follows: Tmax is the brake disc temperature when the fusible plug melts. For safety, the smaller of the remaining heat capacities of the two wheels is used, i.e., QresMaxA = min(QresMaxL; QresMaxR). QresMaxL is the second sub-remaining heat capacity on the left, QresMaxR is the second sub-remaining heat capacity on the right, and QresMaxA is the second remaining heat capacity.

[0060] Accordingly, braking warning information is determined based on the first remaining heat capacity and braking energy, including: determining braking warning information based on the first remaining heat capacity, the second remaining heat capacity, and braking energy.

[0061] As can be seen, in this embodiment, the first and second residual heat capacities are accurately calculated by combining the material thermodynamic model; at the same time, dynamic parameters such as flight weight and takeoff speed of the mission planning system are integrated to determine the braking energy. Then, based on the first and second residual heat capacities and the braking energy, braking warning information is determined, so as to predict the energy absorption capacity in the next braking process and actively avoid the risk of heat accumulation through the feedforward warning mechanism.

[0062] One possible implementation of this application embodiment is to determine braking warning information based on a first remaining heat capacity, a second remaining heat capacity, and braking energy, including: determining a first value based on braking energy and a second remaining heat capacity; determining a second value based on the second remaining heat capacity and the first remaining heat capacity; and determining braking warning information based on the first value and the second value.

[0063] Among them, the first value ; where the second value .

[0064] Furthermore, according to the first value and the second value, brake warning information is determined, including: if the first value is less than the second value, the brake warning information is determined as permitted information; if the second value is less than the first value and the first value is less than the first threshold, the brake warning information is determined as warning information; if the first value is between the first threshold and the second threshold, the brake warning information is determined as cooling delay information; the second threshold is greater than the first threshold.

[0065] In an embodiment of the present application, an alarm message is generated, and then the alarm message is sent to the ground command station, so that the "permitted to take off" / "brake remaining heat capacity warning" / "brake disc needs cooling delay" prompt is displayed on the brake - energy safety warning system of the ground command and control station - monitoring interface. At the same time, the brake remaining heat capacity alarm display bar is displayed as a percentage according to the X1 value.

[0066] It can be understood that generally, X2 is within the range of 60% - 80%. The first threshold and the second threshold are set. Exemplarily, the first threshold is 95% and the second threshold is 100%. It can be understood that the first threshold is greater than the maximum value of the range of X2.

[0067] Specifically, permitted to take off: when X1 < X2, it is prompted that "permitted to take off", and the alarm display bar shows the first color, such as green.

[0068] Remaining heat capacity warning: when X2 < X1 < 95%, it is prompted that the pilot should take off carefully as the brake disc friction coefficient will decrease, and the alarm display bar shows the second color, such as orange.

[0069] Needs cooling delay: when 95% < X1 < 100%, X2 < X1, and X2 < 95%, it is prompted that the task loaded by the pilot is likely to cause the brake disc thermal fuse to melt, and the pilot should wait for the brake disc to cool down. The alarm display bar shows the third color, such as red.

[0070] It can be seen that in an embodiment of the present application, by determining the brake warning information according to the first value and the second value, the brake warning information can be effectively determined, and then brake warning can be achieved.

[0071] Based on any of the above embodiments, the application of the solution provided by the present application can significantly reduce the failure rates such as aircraft tire burst and friction coefficient attenuation caused by braking overheat, and is particularly suitable for extreme working conditions such as high - frequency take - off and landing of unmanned aerial vehicles and continuous catapulting of carrier - based aircraft. Moreover, through the intelligent coupling of the thermal safety boundary and mission planning, while ensuring the reliability of the braking system, the aircraft sortie efficiency is improved, which has significant military and economic value.

[0072] Specifically, taking the tricycle - type unmanned aerial vehicle as an example, see Figure 2 and Figure 3 , specifically, the brake warning method can include:

[0073] Step 1: Obtain brake disc temperature and thickness. Three infrared sensors are installed on the brake disc of one wheel, measuring real-time temperatures Tbrk1, Tbrk2, and Tbrk3. The average temperature of the brake disc on one side is then calculated by the brake controller. That is, TbulkL on the left and TbulkR on the right. The brake controller measures the thickness of the left brake disc, dbrkL and dbrkR, respectively, using a brake disc thickness sensor.

[0074] Step 2: Calculation of Remaining Heat Capacity. After the braking system is powered on, the remaining heat capacity QresMax of the brake disc is calculated and updated in real-time based on TbulkL, TbulkR, dbrkL, and dbrkR. This remaining heat capacity is determined by the brake disc temperature Tmax when the fusible plug melts. The expression for the remaining heat capacity of a single-sided brake disc is: (1); (2); For safety reasons, the smaller of the remaining heat capacity of the two turbines should be used, that is: QresMaxA=min(QresMaxL; QresMaxR) (3).

[0075] Where cp is the specific heat capacity of the brake disc material; m is the effective mass of the brake disc; Tmax is the brake disc temperature when the fusible plug melts; ρ is the density of the brake disc material; and A is the effective friction area of ​​the brake disc.

[0076] Simultaneously, the temperature Ta is calculated under the required deceleration rate a to ensure braking performance (verified by the wheel manufacturer through inertial bench testing). Substituting this into (1)-(3), the remaining heat capacity QresaA to ensure braking performance can be obtained. Then, the brake controller transmits the remaining heat capacity QresMaxA and QresaA to the brake energy safety early warning system at the ground command and control station through the aircraft management computer and the link system.

[0077] Step 3: Task coupling warning.

[0078] Unmanned aerial vehicle (UAV) missions generally include three scenarios: arrival / departure, taxiing, and flight. When the ground command and control station completes the mission loading, the braking energy safety warning system retrieves the mission type from the mission planning system. This includes the aircraft mass and taxiing distance for arrival / departure missions; the aircraft mass and initial braking speed for taxiing missions; and the aircraft mass and final takeoff speed for flight missions. The braking energy (Etask) is calculated as follows: (4); (5); where m is the current mass of the aircraft; g is the acceleration due to gravity; v is the initial braking speed or the takeoff abort speed; ηbrk is the braking energy distribution ratio (usually 0.7 - 0.9, and part of the energy is borne by reverse thrust, aerodynamic drag, and rolling resistance); Fthrust is the engine thrust (generally, when the UAV enters and exits, brake speed control is preferred, and the engine is in the idle speed and positive propeller state, and the thrust is known); K is the main wheel load distribution coefficient (generally 0.85 - 0.92 for a tricycle-type aircraft); Croll is the wheel rolling resistance coefficient (generally 0.02 - 0.05); L is the taxiing distance for entering and exiting.

[0079] Having obtained QresMaxA, QresaA, and Etask above, early warning calculations can be carried out: (6); (7).

[0080] At the same time, the ground command and control station - monitoring interface brake - energy safety early warning system displays corresponding "Takeoff allowed" / "Warning of remaining heat capacity of the brake" / "Brake disc cooling delay required" prompts, and at the same time, the warning display bar for the remaining heat capacity of the brake shows a percentage according to the X1 value.

[0081] Takeoff allowed: When X1 < X2, it prompts "Takeoff allowed", and the warning display bar shows green. Warning of remaining heat capacity: When X2 < X1 < 95%, it prompts the pilot to take off carefully as the friction coefficient of the brake disc will decrease, and the warning display bar shows orange. Cooling delay required: When 95% < X1 < 100%, X2 < X1, and X2 < 95%, it prompts the pilot that the loaded mission is likely to cause the melting of the brake disc thermal fuse, and please wait for the brake disc to cool down, and the warning display bar shows red.

[0082] For working conditions such as the reuse of UAVs and continuous taxiing, a brake energy safety early warning system based on dynamic heat capacity prediction is proposed. It can significantly reduce the failure rates such as aircraft tire burst and friction coefficient attenuation caused by overheating during braking, especially suitable for extreme working conditions such as high-frequency takeoffs and landings of UAVs and continuous catapults of carrier-based aircraft. Moreover, through the intelligent coupling of the thermal safety boundary and mission planning, while ensuring the reliability of the braking system, it improves the sortie efficiency of the aircraft, having significant military and economic value.

[0083] Specifically, the embodiment of the present application adopts a dynamic heat capacity prediction and hierarchical early warning mechanism. It collects the brake disc temperature (average value of multiple sensors) and wear thickness in real time, and calculates the remaining heat capacity in combination with the material thermodynamics model; dynamically predicts the energy demand for the next braking according to the mission parameters (aircraft mass, speed, taxiing distance, etc.), and realizes three-level early warning (takeoff allowed / take off carefully / cooling delay required) through system evaluation.

[0084] The embodiments of this application adopt multi-sensor data fusion and remaining heat capacity calculation. Multiple infrared temperature sensors are installed on a single-side wheel to calculate the average temperature. Furthermore, in combination with the brake disc thickness, specific heat capacity of the material, density, and effective friction area, the remaining heat capacity is calculated. Task parameter coupling and braking energy calculation. Specifically, the braking energy and the braking energy for entering / leaving are dynamically calculated according to the task type (taxiing, entering / leaving, flying); parameters such as the braking energy distribution ratio, main wheel load coefficient, and rolling resistance coefficient are introduced to improve the calculation accuracy. The heat capacity correction based on braking efficiency considers the temperature threshold under the deceleration requirement to calculate the minimum remaining heat capacity to ensure braking efficiency; when warning, the absolute heat capacity and the safety heat capacity are compared simultaneously to avoid a decline in braking performance. Real-time hierarchical warning and visual feedback are allowed for takeoff (X1 < X2, green): the heat capacity is sufficient and the task can be safely executed; cautious takeoff (X2 < X1 < 95%, orange): the friction coefficient may decrease, and it is recommended to check; cooling delay required (95% < X1 < 100%, red): the thermal fuse may melt and cooling must be waited for.

[0085] The implementation of this application is applicable to high-intensity scenarios such as high-frequency takeoffs and landings of unmanned aerial vehicles (UAVs) and continuous catapults of carrier-based aircraft, that is, it is applicable to short-interval and high-energy accumulation working conditions such as UAV clusters and continuous departures of carrier-based aircraft, and can significantly reduce failure rates such as aircraft tire bursts and friction coefficient attenuation caused by braking overheating. It solves the problems of efficiency waste or overheating risk caused by the traditional static temperature threshold method. Feedforward warning, predicting the heat risk through task parameters, replacing traditional passive temperature monitoring, and through the intelligent coupling of the thermal safety boundary and task planning, while ensuring the reliability of the braking system, improving the departure efficiency of the aircraft, which has significant value; dynamic threshold optimization, avoiding conservative restrictions, improving the departure efficiency while preventing overheating accidents; multi-source data fusion, integrating the multi-dimensional real-time evaluation of the brake disc state, task parameters, and braking efficiency for the first time. It can also display the percentage of the remaining heat capacity in real time and provide intuitive decision-making suggestions through colors (green / orange / red).

[0086] Next, a brake warning device provided by the embodiments of this application will be introduced. The device described below can be correspondingly referred to the method described above. The device of this embodiment is set in an electronic device. Refer to Figure 4 , Figure 4This is a structural block diagram of an apparatus according to one embodiment of this application, including: a first remaining heat capacity determination module 210, used to acquire brake disc temperature and brake disc thickness; and determine the first remaining heat capacity based on the brake disc temperature, brake disc thickness and a set temperature, wherein the set temperature is the temperature that ensures braking performance; a braking energy determination module 220, used to acquire data corresponding to the UAV mission and calculate braking energy based on the data corresponding to the UAV mission; and a braking warning information determination module 230, used to determine braking warning information based on the first remaining heat capacity and braking energy, wherein the braking warning information is used to provide braking warning.

[0087] In one possible implementation, the first residual heat capacity determination module 210 is used to: acquire the temperature collected by multiple sensors on the single-sided wheel brake disc; determine the temperature of the single-sided brake disc based on the temperature collected by the multiple sensors on the single-sided wheel brake disc; the brake disc temperature includes two single-sided brake disc temperatures, which represent the temperature of the left brake disc and the temperature of the right brake disc.

[0088] In one feasible approach, the brake disc thickness includes the thickness of the left brake disc and the thickness of the right brake disc; the first residual heat capacity determination module 210 is used to: determine the first sub-residual heat capacity of the left brake disc based on the thickness of the left brake disc, the temperature of the left brake disc, and a set temperature; determine the first sub-residual heat capacity of the right brake disc based on the thickness of the right brake disc, the temperature of the right brake disc, and a set temperature; and select the minimum residual heat capacity between the first sub-residual heat capacity of the left brake disc and the first sub-residual heat capacity of the right brake disc as the first residual heat capacity.

[0089] In one possible implementation, the system further includes: a second remaining heat capacity determination module, used to obtain the brake disc temperature when the fusible plug melts, and to determine the second remaining heat capacity to ensure braking performance based on the brake disc temperature when the fusible plug melts, the brake disc temperature, and the brake disc thickness; correspondingly, a brake warning information determination module 230 is used to determine brake warning information based on the first remaining heat capacity, the second remaining heat capacity, and the braking energy.

[0090] In one feasible manner, the second residual heat capacity determination module is used to: determine the second sub-residual heat capacity of the left brake disc based on the thickness of the left brake disc, the temperature of the left brake disc, and the brake disc temperature when the hot melt plug melts; determine the second sub-residual heat capacity of the right brake disc based on the thickness of the right brake disc, the temperature of the right brake disc, and the brake disc temperature when the hot melt plug melts; and select the minimum residual heat capacity between the second sub-residual heat capacity of the left brake disc and the second sub-residual heat capacity of the right brake disc as the second residual heat capacity.

[0091] In one possible implementation, the brake warning information determination module 230 is configured to: determine a first value based on braking energy and a second residual heat capacity; determine a second value based on the second residual heat capacity and the first residual heat capacity; and determine brake warning information based on the first value and the second value.

[0092] In one possible implementation, the brake warning information determination module 230 is configured to: determine the brake warning information as permissible information if the first value is less than the second value; determine the brake warning information as a warning information if the second value is less than the first value and the first value is less than a first threshold; determine the brake warning information as a cooling delay information if the first value is between the first threshold and the second threshold; and determine the brake warning information as a cooling delay information if the second threshold is greater than the first threshold.

[0093] This application provides an electronic device, such as... Figure 5 As shown, Figure 5 The illustrated electronic device 300 includes: at least one processor 301 ( Figure 5 The image shows one processor 301 and one memory 303. The processor 301 and memory 303 are connected, for example, via a bus 302. Optionally, the electronic device 300 may also include a transceiver 304. It should be noted that in practical applications, the transceiver 304 is not limited to one, and the structure of the electronic device 300 does not constitute a limitation on the embodiments of this application.

[0094] Processor 301 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 301 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0095] Bus 302 may include a pathway for transmitting information between the aforementioned components. Bus 302 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 302 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0096] The memory 303 may be a ROM (Read Only Memory) or other type of static storage device capable of storing static information and instructions, RAM (Random Access Memory) or other type of dynamic storage device capable of storing information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), CD-ROM (Compact Disc Read Only Memory) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but not limited thereto.

[0097] The memory 303 is used to store application code that executes the solution of this application, and its execution is controlled by the processor 301. The processor 301 is used to execute the application code stored in the memory 303 to implement the content shown in the foregoing method embodiments.

[0098] Figure 5 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0099] This application provides a computer-readable storage medium storing at least one line of program code that, when run on a computer, enables the computer to execute the corresponding content in the aforementioned method embodiments.

[0100] This application provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement the corresponding content in the aforementioned method embodiments.

[0101] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0102] The above are only some embodiments of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A brake warning method, characterized by, The method comprises: acquiring a brake disc temperature and a brake disc thickness; and determining a first residual heat capacity according to the brake disc temperature, the brake disc thickness, and a set temperature, the set temperature being a temperature for ensuring braking efficiency; acquiring data corresponding to a UAV task, and calculating braking energy according to the data corresponding to the UAV task; determining brake warning information according to the first residual heat capacity and the braking energy, the brake warning information being used for brake warning.

2. The brake warning method of claim 1, wherein, The acquiring of the brake disc temperature comprises: acquiring temperatures collected by multiple sensors of a single-side wheel brake disc; determining a single-side brake disc temperature according to the temperatures collected by the multiple sensors of the single-side wheel brake disc; The brake disc temperature comprises two single-side brake disc temperatures, which represent a left-side brake disc temperature and a right-side brake disc temperature.

3. The brake warning method of claim 2, wherein, The brake disc thickness comprises a left-side brake disc thickness and a right-side brake disc thickness; The determination of the first residual heat capacity according to the brake disc temperature and the brake disc thickness comprises: determining a first sub-residual heat capacity of the left side according to the left-side brake disc thickness, the left-side brake disc temperature, and the set temperature; determining a first sub-residual heat capacity of the right side according to the right-side brake disc thickness, the right-side brake disc temperature, and the set temperature; selecting the minimum residual heat capacity of the first sub-residual heat capacity of the left side and the first sub-residual heat capacity of the right side as the first residual heat capacity.

4. The brake warning method of claim 1, wherein, The method further comprises: acquiring a brake disc temperature when a thermal fuse melts corresponding to braking efficiency, and determining a second residual heat capacity for ensuring braking efficiency according to the brake disc temperature when the thermal fuse melts, the brake disc temperature, and the brake disc thickness; Correspondingly, the determination of the brake warning information according to the first residual heat capacity and the braking energy comprises: determining the brake warning information according to the first residual heat capacity, the second residual heat capacity, and the braking energy.

5. The brake warning method of claim 4, wherein, The determination of the second residual heat capacity for ensuring braking efficiency according to the brake disc temperature when the thermal fuse melts comprises: determining a second sub-residual heat capacity of the left side according to the left-side brake disc thickness, the left-side brake disc temperature, and the brake disc temperature when the thermal fuse melts; determining a second sub-residual heat capacity of the right side according to the right-side brake disc thickness, the right-side brake disc temperature, and the brake disc temperature when the thermal fuse melts; selecting the minimum residual heat capacity of the second sub-residual heat capacity of the left side and the second sub-residual heat capacity of the right side as the second residual heat capacity.

6. The brake warning method of claim 4, wherein, The determination of the brake warning information according to the first residual heat capacity, the second residual heat capacity, and the braking energy comprises: determining a first value according to the braking energy and the second residual heat capacity; determining a second value according to the second residual heat capacity and the first residual heat capacity; determining the brake warning information according to the first value and the second value.

7. The brake warning method of claim 6, wherein, The determination of the brake warning information according to the first value and the second value comprises: if the first value is less than the second value, determining that the brake warning information is permission information; if the second value is less than the first value, and the first value is less than a first threshold value, determining that the brake warning information is warning information; if the first value is between the first threshold value and a second threshold value, determining that the brake warning information is cooling delay information, the second threshold value being greater than the first threshold value.

8. A brake warning device, characterized by The method comprises: The first residual heat capacity determination module is configured to acquire a brake disc temperature and a brake disc thickness, and determine a first residual heat capacity according to the brake disc temperature, the brake disc thickness and a set temperature, the set temperature being a temperature for ensuring braking efficiency; The braking energy determination module is configured to acquire data corresponding to a UAV task, and calculate braking energy according to the data corresponding to the UAV task; The brake warning information determination module is configured to determine brake warning information according to the first residual heat capacity and the braking energy, the brake warning information being used for brake warning.

9. An electronic device, comprising: The electronic device comprises a memory and a processor, the memory stores a computer program, and the processor executes the brake warning method of any one of claims 1 to 7 when running the computer program.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores at least one program code, the program code is loaded and executed by the processor to realize the brake warning method of any one of claims 1 to 7.

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