Unified electric control method and device for turning and shimmy damping of front wheel of airplane

Abstract

The invention provides a unified electric control method and device for turning and shimmy damping of a front wheel of an airplane, and solves the technical problems of high complexity and poor adaptability. The device comprises a voltage sensor used for collecting a bus voltage value of a DC power supply loop of an inverter; the power switch device is used for controlling the switch-in and switch-out of the energy consumption resistor R1 in the power supply loop; the relay is used for controlling the on-off of a power supply loop between the direct-current power supply and the inverter; and the logic control module is used for responding to a control requirement, outputting a PWM signal according to a preset control strategy of the corresponding control mode and performing power supply loop control. A turning / shimmy damping unified electric control framework based on electric control is formed to be matched with a unified electric control strategy, a hydraulic shimmy damping device is simplified, and meanwhile the weight and cost of an undercarriage are reduced. Through control mode switching, a PWM technology is adopted to drive the front wheel to actively steer in a control state, and shimmy damping is provided in a non-control state.

Description

Technical Field

[0001] This invention relates to the field of motion motor control technology, specifically to a unified electric control method and device for aircraft nose wheel turning and yaw reduction. Background Technology

[0002] The aircraft's nose wheel possesses active steering capabilities. Sudden lateral disturbances during takeoff can sometimes cause nose wheel shimmy, jeopardizing aircraft safety. To prevent such incidents, the nose landing gear should be designed to reduce shimmy. In existing technologies, different actuators are often used for nose wheel steering and shimmy reduction. The nose wheel steering system can be electrically or hydraulically driven. Hydraulic shimmy reduction devices are most commonly used in aircraft shimmy reduction systems. These devices use hydraulic fluid passing through throttle orifices to generate damping, absorbing and dissipating the energy of shimmy, thus reducing landing gear shimmy. However, this method has drawbacks such as non-adjustable nose landing gear shimmy reduction parameters and inability to adapt to various runways and operating conditions.

[0003] With the development of fully electric small aircraft and drones, all-electric mechanisms are increasingly being used to achieve front-wheel steering. These all-electric mechanisms employ a DC power module (DC) to exchange energy with the front-wheel motor (M) via an inverter module. The type of front-wheel steering motor is not limited to brushed DC motors, brushless DC motors, or permanent magnet synchronous motors. Summary of the Invention

[0004] In view of the above problems, embodiments of the present invention provide a unified electric control method and device for aircraft nose wheel turning and sway reduction, solving the technical problems of high complexity and poor adaptability of existing aircraft nose wheel sway reduction technology solutions.

[0005] The unified electric control device for aircraft nose wheel steering and yaw reduction according to an embodiment of the present invention includes:

[0006] Voltage sensor V1 is used to collect the bus voltage value of the DC power supply circuit of the inverter;

[0007] The power switching device Q1 is used to control the switching in and out of the energy-consuming resistor R1 in the power supply circuit;

[0008] Relay S1 is used to control the on / off state of the power supply circuit between the DC power supply and the inverter;

[0009] The logic control module is used to respond to control requirements, output PWM signals according to the preset control strategy of the corresponding control mode, and perform power supply circuit control. The power supply circuit control includes:

[0010] Voltage sensor V1 is used to sense changes in voltage on the DC bus. The voltage threshold range is set accordingly.

[0011] The power switching device Q1 is used to control the power consumption resistor R1. The connection of the power consumption resistor R1 consumes regenerated electrical energy and suppresses the rise of DC bus voltage.

[0012] The control mode is switched using relay S1. The control modes include turning control mode, active sway reduction control mode, and passive sway reduction control mode. The power supply circuit needs to be disconnected when in passive sway reduction control mode.

[0013] In one embodiment of the present invention, the preset control strategy includes an algorithm and data calibration for controlling, calculating and adjusting the process by sensing the DC bus, motor current and front wheel angle.

[0014] In one embodiment of the present invention, the logic control module uses a relay S1 to switch control modes, including a turning control mode, an active sway reduction control mode, and a passive sway reduction control mode.

[0015] The unified electric control method for aircraft nose wheel steering and yaw reduction according to an embodiment of the present invention includes:

[0016] The control mode is switched according to the flight control requirements. The control modes include turn control mode and yaw reduction control mode.

[0017] Real-time sensing parameters are obtained based on the control mode, and the real-time sensing parameters are processed by a unified control strategy to form a PWM signal sequence, which controls the power signal output of the front wheel motor.

[0018] During the power signal output process, the motor current and the target current are compared in real time, and a PWM signal sequence is formed according to the following strategy to control the motor output current to follow the target current.

[0019] Based on the relevant operating status feedback from the sensing sensors and combined with flight control requirements, an emergency control process is formed to develop a corresponding control mode.

[0020] In one embodiment of the present invention, the step of acquiring real-time sensing parameters according to the control mode, processing the real-time sensing parameters through a unified control strategy to form a PWM signal sequence, and controlling the power signal output of the front wheel motor includes:

[0021] In the turning control mode, the target turning angle value and the real-time angle value of the front wheel are obtained, and a PWM signal sequence is formed through unified control strategy to control the power signal output of the motor driving the front wheel.

[0022] In the sway reduction control mode, the real-time angular velocity value of the front wheel is obtained and processed by a unified control strategy to form a PWM signal sequence, which controls the power signal output of the front wheel motor. At the same time, the voltage change of the DC bus in the power supply circuit is detected, and the energy-consuming resistor function is enabled according to the voltage change.

[0023] In one embodiment of the present invention, the unified control strategy includes:

[0024]

[0025] Where, θ T Target front wheel angle, θ is the actual front wheel angle, K p K is the proportional gain parameter. i K is the integral gain coefficient. d1 K is the angular velocity damping parameter. d2 Here, represents the squared angular velocity damping parameter, and sign() is the sign function, as shown in the following formula:

[0026]

[0027] In one embodiment of the present invention, the function of enabling the energy-consuming resistor based on voltage changes includes:

[0028] The system senses the voltage value of the DC bus. When the voltage value is higher than the upper limit of the DC power supply voltage threshold, it controls the power switch Q1 to close and cut into the energy-consuming resistor R1. This allows the current generated by the motor to flow through the energy-consuming resistor R1, reducing the bus voltage and generating a damping torque to consume the sway energy of the front wheel, thus assisting in sway reduction control.

[0029] When the voltage value is lower than the lower limit of the DC power supply voltage threshold, the control switch Q1 disconnects the energy-consuming resistor R1 and turns off the energy-consuming braking function.

[0030] In one embodiment of the present invention, the following strategy includes:

[0031] d pwm =PI(i r -i)

[0032] Where PI stands for proportional-integral control algorithm, i r Let i be the target current, d be the motor current, and i be the motor current. pwm This is for outputting the PWM duty cycle signal.

[0033] In one embodiment of the present invention, the emergency control process for forming the corresponding control mode includes:

[0034] When the relevant sensor fails, the power supply circuit between the control power module DC and the inverter module is disconnected, and the power switch Q1 is closed to cut into the energy-consuming resistor R1, automatically switching to the passive slew rate reduction control mode with pure resistive consumption.

[0035] The unified electric control device for aircraft nose wheel steering and yaw reduction according to an embodiment of the present invention includes:

[0036] The demand response module is used to switch control modes according to flight control requirements. The control modes include turn control mode and yaw reduction control mode.

[0037] The unified strategy processing module is used to obtain real-time sensing parameters according to the control mode, process the real-time sensing parameters through a unified control strategy to form a PWM signal sequence, and control the power signal output of the front wheel motor.

[0038] The current control module is used to compare the motor current and the target current in real time during the power signal output process, and form a PWM signal sequence according to the following strategy to control the motor output current to follow the target current.

[0039] The emergency control module is used to form an emergency control process with corresponding control modes based on the relevant working status feedback from the sensing sensors and the flight control requirements.

[0040] The unified electric control method and apparatus for aircraft nose wheel steering and yaw reduction in this invention are based on a unified control strategy, differentiating control modes to form nose wheel motor control tailored to specific control scenarios. This eliminates the need for hydraulic yaw reduction devices, using a fully electric mechanism to achieve nose wheel steering and yaw reduction functions. In maneuvering mode, the nose wheel can actively steer; in non-maneuvering mode, it provides yaw reduction damping. While effectively reducing the weight and cost of the landing gear, it provides fully electric control, with convenient adjustment of electronic control parameters without modifying mechanical structure parameters. It enables efficient yaw reduction control and is suitable for various runways and operating conditions. Attached Figure Description

[0041] Figure 1 The diagram shown is a structural schematic of a unified electric control device for aircraft nose wheel turning and yaw reduction according to an embodiment of the present invention.

[0042] Figure 2 The diagram shown is a schematic representation of the control strategy in a unified electric control method for aircraft nose wheel turning and yaw reduction according to an embodiment of the present invention.

[0043] Figure 3 The diagram shown is a flowchart illustrating a unified electric control method for aircraft nose wheel turning and yaw reduction according to an embodiment of the present invention.

[0044] Figure 4 The diagram shown is a schematic representation of the architecture of a unified electric control device for front wheel steering and sway reduction according to an embodiment of the present invention. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this invention clearer and more understandable, the invention will be further described below in conjunction with the accompanying drawings and specific embodiments. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0046] An embodiment of the present invention provides a unified electric control device for aircraft nose wheel steering and yaw reduction, such as... Figure 1 As shown. In Figure 1 In this embodiment, the following are included:

[0047] - Voltage sensor V1 is used to collect the bus voltage value of the DC power supply circuit of the inverter.

[0048] The logic control module uses voltage sensor V1 to sense changes in voltage on the DC bus and determines the state of rising voltage by setting a voltage threshold range.

[0049] - Power switching device Q1 is used to control the switching in and out of the power consumption resistor R1 in the power supply circuit.

[0050] The logic control module uses power switching device Q1 to control the enable of energy-consuming resistor R1. By connecting energy-consuming resistor R1, regenerated electrical energy is consumed to suppress the rise of DC bus voltage.

[0051] In one embodiment of the present invention, the power switching device may be a power transistor, such as a MOSFET or other power switching device.

[0052] - Relay S1 is used to control the on / off of the power supply circuit between the DC power supply and the inverter.

[0053] The logic control module uses relay S1 to switch control modes. The control modes include turning control mode, active sway reduction control mode, and passive sway reduction control mode. In passive sway reduction control mode, the power supply circuit needs to be disconnected.

[0054] - The logic control module is used to respond to control requirements, output PWM signals and control the power supply circuit according to the preset control strategy of the corresponding control mode.

[0055] Those skilled in the art will understand that power supply circuit control includes controlling active devices in the power supply circuit, including but not limited to power switching device Q1 and relay S1. Control requirements are typically generated by the host flight control system based on system sensing. Control modes include turning control mode and (active) sway reduction control mode. Each control mode calculates and generates a corresponding PWM (Pulse Width Modulation) signal sequence through a corresponding preset control strategy. The preset control strategy includes algorithms and data calibration for calculating and adjusting the control process by sensing the DC bus, motor current, and front wheel angle. The PWM signal outputs a corresponding power signal through the inverter module to drive the front wheel motor. The front wheel motor controls the motion angle of the front wheel through electromechanical transmission with the front wheel turning mechanism (e.g., steering knuckle). The front wheel turning angle sensor and the motor current sensor are general parameter sensing technologies and will not be described in detail here.

[0056] In one embodiment of the present invention, the logic control module may be a DSP (Digital Signal Processor), an FPGA (Field-Programmable Gate Array), an MCU (Microcontroller Unit) system board, a SoC (System on a Chip) system board, or a PLC (Programmable Logic Controller) minimum system including I / O.

[0057] The unified electric control device for aircraft nose wheel steering and yaw reduction in this embodiment of the invention forms an electronically controlled unified electric control architecture for steering / yaw reduction, coupled with a unified electric control strategy. This simplifies the hydraulic yaw reduction device, optimizes the mechanical structure, and reduces the weight and cost of the landing gear. Through control mode switching, PWM technology is used to drive the nose wheel to actively steer in the control state (steering mode) and provide yaw reduction damping in the non-control state (yaw reduction mode). The unified electric control device for aircraft nose wheel steering and yaw reduction in this embodiment of the invention, combined with an inverter module, can function as a logically independent steering / yaw reduction controller.

[0058] In practical applications, the unified electric control device for aircraft nose wheel steering and yaw reduction according to embodiments of the present invention forms a basic control process for a steering / yaw reduction controller based on the unified electric control device for aircraft nose wheel steering and yaw reduction described above, as follows: Figure 2 As shown. In Figure 2In this system, the controller employs a unified electric control strategy. In turning control mode, it compares the target front wheel angle with the actual front wheel angle and performs angle position tracking control based on the angle error. In yaw reduction control mode, it performs angular velocity damping control based on changes in the front wheel angle. Both control modes output a target current and employ a current closed-loop control algorithm to generate a PWM signal. This signal is then used by a motor drive unit containing an inverter module to output a power signal to control the motor rotation, achieving the purpose of turning or yaw reduction. Simultaneously, a feedback control process is formed by comparing the feedback motor current value with the target current value to stabilize the motor phase current.

[0059] A unified electric control method for aircraft nose wheel steering and yaw reduction, such as Figure 3 As shown. In Figure 3 In this embodiment, the following are included:

[0060] Step 100: Switch the control mode according to the flight control requirements. The control modes include turn control mode and yaw reduction control mode.

[0061] Those skilled in the art will understand that the flight control system can identify or initiate aircraft states, such as high-speed taxiing, landing, or low-speed turning. The flight control system triggers nose wheel steering and yaw reduction control modes based on the aircraft's state requirements. That is, it switches between nose wheel steering and yaw reduction control modes based on the control data required by the flight control system.

[0062] Step 200: Obtain real-time sensing parameters according to the control mode, process the real-time sensing parameters through a unified control strategy to form a PWM signal sequence, and control the power signal output of the front wheel motor.

[0063] Based on the control mode, corresponding real-time sensing data is acquired through dedicated sensors to form corresponding sensing parameters. After processing by a unified control strategy, the sensing parameters are converted into a PWM signal sequence output by the inverter module. The PWM signal sequence controls the inverter module to output a corresponding power signal, which drives the front wheel motor to complete steering or sway reduction actions.

[0064] Step 300: During the power signal output process, compare the motor current and the target current in real time, form a PWM signal sequence according to the following strategy, and control the motor output current to follow the target current.

[0065] During the process of driving the front wheel motor with a power signal, the motor current and the target current are compared in real time through a following strategy to form a PWM signal sequence that eliminates current error. The inverter module is then controlled to output the corresponding power signal through the PWM signal sequence.

[0066] Step 400: Based on the relevant working status feedback from the sensing sensors and combined with flight control requirements, form an emergency control process for the corresponding control mode.

[0067] The operation of the turning control mode and the sway reduction control mode requires the relevant operating conditions to be in a normal state. For example, failures of the motor current sensor, turning angle sensor, or DC power supply will affect the relevant operating conditions. An emergency control process is established to address any abnormalities in the relevant operating conditions.

[0068] The unified electric control method for aircraft nose wheel steering and yaw reduction in this invention is based on a unified control strategy that differentiates control modes to form nose wheel motor control tailored to specific control scenarios. It eliminates the need for hydraulic yaw reduction devices, using a fully electric mechanism to achieve nose wheel steering and yaw reduction functions. In maneuvering mode, the nose wheel can actively steer, while in non-maneuvering mode, it provides yaw reduction damping. While effectively reducing the weight and cost of the landing gear, it provides fully electric control, with convenient adjustment of electronic control parameters without requiring modification of mechanical structure parameters. It enables efficient yaw reduction control and is suitable for various runways and operating conditions.

[0069] like Figure 3 As shown, in one embodiment of the present invention, step 200 includes:

[0070] Step 210: In the turning control mode, obtain the target turning angle value and the real-time angle value of the front wheel, process them through a unified control strategy to form a PWM signal sequence, and control the power signal output of the front wheel motor.

[0071] The main function of the turning control mode is to achieve error-free tracking of the target turning angle.

[0072] In one embodiment of the present invention, the unified control strategy adds an angular velocity squared damping term to the PID control algorithm, with the input being the target front wheel angle θ. T Calculate the target output current i based on the actual front wheel angle θ. r The specific algorithm includes:

[0073]

[0074] Among them, K p K is the proportional gain parameter. i K is the integral gain coefficient. d1 K is the angular velocity damping parameter. d2 Here, represents the squared angular velocity damping parameter, and sign() is the sign function, as shown in the following formula:

[0075]

[0076] In one embodiment of the present invention, in the turning control mode, the angular velocity square damping parameter K d2 =0, strategy comparison target front wheel angle θ TThe algorithm performs proportional, integral, and derivative control based on the actual front wheel angle θ. The integral component enables error-free angle tracking, while the derivative component prevents overshoot in the angle control. The algorithm enables the front wheels to rotate quickly and without overshoot to the target position.

[0077] In one embodiment of the present invention, the proportional parameter Kp and integral parameter Ki in the control algorithm are determined based on the turning time requirement, the PI parameter tuning method, and the turning test results.

[0078] Based on the aircraft weight, nose landing gear stiffness, runway conditions, and the test results of the nose landing gear anti-sway test, the angular velocity damping coefficient K in the unified control strategy is determined. d1 and the square damping coefficient K of angular velocity d2 These two parameters.

[0079] The specific process includes:

[0080] After parameter adjustment, the front wheel oscillation was eventually reduced to a quarter or less of the initial disturbance after three cycles during the sway reduction test.

[0081] First, set the square damping coefficient of the angular velocity to K. d2 =0, adjust the angular velocity damping coefficient K d1 Adjust the parameters from small to large to meet one of the operating conditions.

[0082] After adjusting the rear angular velocity damping coefficient K d1 If the angular velocity square damping coefficient Kd2 cannot meet the requirements of multiple operating conditions, adjust it from small to large to meet the requirements of the operating conditions.

[0083] Step 220: In the sway reduction control mode, the real-time angular velocity value of the front wheel is obtained and processed by a unified control strategy to form a PWM signal sequence, which controls the power signal output of the front wheel motor. At the same time, the voltage change of the DC bus in the power supply circuit is detected, and the energy-consuming resistor R1 is enabled according to the voltage change.

[0084] The main function of the yaw reduction control mode is to suppress changes in angular velocity caused by disturbances.

[0085] In one embodiment of the present invention, based on the unified control strategy of the above embodiments, in the sway reduction control mode, the integral parameter K i =0, the strategy cancels the integral phase and mainly focuses on angular velocity. The damping control suppresses angular velocity and the square of angular velocity, which can actively reduce the sway of the front wheel; the algorithm adds a trivial angular velocity damping term, which can adapt to various road surfaces, has stronger anti-interference ability, faster response frequency, and significantly improved convergence speed compared with traditional sway dampers.

[0086] In one embodiment of the present invention, the oscillation of the front wheel drives the front wheel motor to rotate. The motor is in a generating state, and the motor phase current flows in reverse through the diodes in the full-bridge inverter module into the DC bus, increasing the DC bus voltage. The control process for enabling the energy-consuming resistor R1 includes:

[0087] The system senses the voltage value of the DC bus. When the voltage value is higher than 1.2 times the DC power supply voltage value (the upper limit of this threshold can be adjusted according to the actual situation), it controls the power switch device Q1 to close and cut into the energy-consuming resistor R1. This allows the current generated by the motor to flow through the energy-consuming resistor R1 to reduce the bus voltage and generate a damping torque to consume the sway energy of the front wheel, thus assisting in sway reduction control.

[0088] When the voltage value is lower than 1.1 times the DC power supply voltage value (this lower limit can be adjusted according to the actual situation), the control switch Q1 disconnects the energy-consuming resistor R1 and turns off the energy-consuming braking function.

[0089] like Figure 3 As shown, in one embodiment of the present invention, step 300, the specific algorithm for the following strategy includes:

[0090] d pwm =PI(i r -i)

[0091] The motor current control uses a proportional-integral (PI) control algorithm, comparing the target current i r And the (real-time) motor current i, output PWM duty cycle signal d pwm The system outputs a PWM signal sequence based on the PWM duty cycle signal, and controls the output current through the inverter module to follow the target current to control the front wheel motor rotation, thus achieving the sway reduction function.

[0092] like Figure 3 As shown, in one embodiment of the present invention, step 400 includes:

[0093] Step 410: When the relevant sensor fails, disconnect the power supply circuit between the control power module DC and the inverter module, and control the power switch Q1 to close and cut into the energy consumption resistor R1, automatically switching to the passive slew rate reduction control mode of pure resistance consumption.

[0094] At this time, the oscillation of the front wheel will drive the front wheel motor to rotate. The motor is in generator mode, and the motor phase current flows in reverse through the diode in the inverter module, consuming the oscillation energy of the front wheel through the energy-dissipating resistor R1, generating a damping torque, and realizing the oscillation reduction function. In the passive oscillation reduction control mode, the rate of oscillation energy consumption and the damping coefficient depend on the resistance value of the energy-dissipating resistor R1. After the controller is designed, this resistance value cannot be adjusted. Therefore, the efficiency of passive oscillation reduction control is lower than that of active oscillation reduction control.

[0095] Step 420: When switching to the turning control mode and the relevant sensor fails, automatically switch to the passive sway control mode.

[0096] Turning control is only permitted when there are no faults, further improving safety.

[0097] The unified electric control method for aircraft nose wheel steering and yaw reduction in this invention employs a unified control strategy in practical applications to achieve rapid, overshoot-free steering control and high-frequency response yaw reduction control. It can also detect bus voltage and control the on / off state of the energy-consuming resistor in real time to assist in yaw reduction control. Active motor-assisted yaw reduction control and resistor-assisted yaw reduction control can operate simultaneously, improving efficiency and significantly increasing convergence speed compared to traditional yaw reducers. Furthermore, the parameters are easily adjustable, making it suitable for various runways and operating conditions. If the controller malfunctions, passive yaw reduction can be achieved using resistor energy consumption, improving system safety to a certain extent.

[0098] An embodiment of the present invention provides a unified electric control device for front wheel steering and sway reduction, such as... Figure 4 As shown. In Figure 4 In this embodiment, the following are included:

[0099] Demand response module 10 is used to switch control modes according to flight control requirements. The control modes include turn control mode and yaw reduction control mode.

[0100] The strategy unified processing module 20 is used to obtain real-time sensing parameters according to the control mode, process the real-time sensing parameters through a unified control strategy to form a PWM signal sequence, and control the power signal output of the front wheel motor.

[0101] The current control module 30 is used to compare the motor current and the target current in real time during the power signal output process, form a PWM signal sequence according to the following strategy, and control the motor output current to follow the target current.

[0102] The emergency control module 40 is used to form an emergency control process that combines the relevant working status feedback from the sensing sensors with the flight control requirements to form a corresponding control mode.

[0103] like Figure 4 As shown, in one embodiment of the present invention, the policy unification processing module 20 includes:

[0104] The turning signal processing unit 21 is used to acquire the target turning angle value and the real-time angle value of the front wheel in the turning control mode, and process them into a PWM signal sequence through a unified control strategy to control the power signal output of the motor driving the front wheel.

[0105] The sway reduction signal processing unit 22 is used to acquire the real-time angular velocity value of the front wheel in the sway reduction control mode, process it through a unified control strategy to form a PWM signal sequence, control the power signal output of the front wheel motor, and at the same time detect the voltage change of the DC bus in the power supply circuit, and enable the energy-consuming resistor R1 according to the voltage change.

[0106] like Figure 4 As shown, in one embodiment of the present invention, the emergency control module 40 includes:

[0107] The passive emergency unit 41 is used to disconnect the power supply circuit between the control power module DC and the inverter module when switching to the slew rate reduction control mode and the relevant sensor fails, and to control the power switch device Q1 to close and cut into the energy consumption resistor R1, automatically switching to the passive slew rate reduction control mode with pure resistance consumption.

[0108] The forced emergency unit 42 is used to automatically switch to the passive sway control mode when the steering control mode is switched to and the relevant sensor fails.

[0109] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A unified electric control device for aircraft nose wheel steering and yaw reduction, characterized in that, include: Voltage sensor V1 is used to collect the bus voltage value of the DC power supply circuit of the inverter; The power switching device Q1 is used to control the switching in and out of the energy-consuming resistor R1 in the power supply circuit; Relay S1 is used to control the on / off state of the power supply circuit between the DC power supply and the inverter; The logic control module is used to respond to control requirements, output PWM signals according to the preset control strategy of the corresponding control mode, and control the power supply circuit, including: Voltage sensor V1 is used to sense changes in voltage on the DC bus. The voltage threshold range is set accordingly. The power switching device Q1 is used to control the power consumption resistor R1. The connection of the power consumption resistor R1 consumes regenerated electrical energy and suppresses the rise of DC bus voltage. The control mode is switched using relay S1. The control modes include turning control mode, active sway reduction control mode, and passive sway reduction control mode. The power supply circuit needs to be disconnected when in passive sway reduction control mode.

2. The unified electric control device for aircraft nose wheel steering and yaw reduction as described in claim 1, characterized in that, The preset control strategy includes algorithms and data calibration for control, process calculation, and adjustment based on the sensing of DC bus, motor current, and front wheel angle.

3. The unified electric control device for aircraft nose wheel steering and yaw reduction as described in claim 1, characterized in that, The logic control module uses relay S1 to switch control modes, which include turning control mode, active sway reduction control mode and passive sway reduction control mode.

4. A unified electric control method for aircraft nose wheel steering and yaw reduction, characterized in that, include: The control mode is switched according to the flight control requirements. The control modes include turn control mode and yaw reduction control mode. Real-time sensing parameters are obtained based on the control mode, and the real-time sensing parameters are processed by a unified control strategy to form a PWM signal sequence, which controls the power signal output of the front wheel motor. During the power signal output process, the motor current and the target current are compared in real time, and a PWM signal sequence is formed according to the following strategy to control the motor output current to follow the target current. Based on the relevant operating status feedback from the sensing sensors and combined with flight control requirements, an emergency control process is formed to develop a corresponding control mode.

5. The unified electric control method for aircraft nose wheel steering and yaw reduction as described in claim 4, characterized in that, The process of acquiring real-time sensing parameters based on the control mode, processing these parameters through a unified control strategy to form a PWM signal sequence, and controlling the power signal output of the front wheel motor includes: In the turning control mode, the target turning angle value and the real-time angle value of the front wheel are obtained, and a PWM signal sequence is formed through unified control strategy to control the power signal output of the motor driving the front wheel. In the sway reduction control mode, the real-time angular velocity value of the front wheel is obtained and processed by a unified control strategy to form a PWM signal sequence, which controls the power signal output of the front wheel motor. At the same time, the voltage change of the DC bus in the power supply circuit is detected, and the energy-consuming resistor function is enabled according to the voltage change.

6. The unified electric control method for aircraft nose wheel steering and yaw reduction as described in claim 4, characterized in that, The unified control strategy includes: Where, θ T Target front wheel angle, θ is the actual front wheel angle, K p K is the proportional gain parameter. i K is the integral gain coefficient. d1 K is the angular velocity damping parameter. d2 Here, represents the squared angular velocity damping parameter, and sign() is the sign function, as shown in the following formula:

7. The unified electric control method for aircraft nose wheel steering and yaw reduction as described in claim 4, characterized in that, The energy-consuming resistor function based on voltage changes includes: The system senses the voltage value of the DC bus. When the voltage value is higher than the upper limit of the DC power supply voltage threshold, it controls the power switch Q1 to close and cut into the energy-consuming resistor R1. This allows the current generated by the motor to flow through the energy-consuming resistor R1, reducing the bus voltage and generating a damping torque to consume the sway energy of the front wheel, thus assisting in sway reduction control. When the voltage value is lower than the lower limit of the DC power supply voltage threshold, the control switch Q1 disconnects the energy-consuming resistor R1 and turns off the energy-consuming braking function.

8. The unified electric control method for aircraft nose wheel steering and yaw reduction as described in claim 4, characterized in that, The following strategy includes: d pwm =PI(i r -in) Where PI stands for proportional-integral control algorithm, i r Let i be the target current, d be the motor current, and i be the motor current. pwm This is for outputting the PWM duty cycle signal.

9. The unified electric control method for aircraft nose wheel steering and yaw reduction as described in claim 4, characterized in that, The emergency control process for forming the corresponding control mode includes: When the relevant sensor fails, the power supply circuit between the control power module DC and the inverter module is disconnected, and the power switch Q1 is closed to cut into the energy-consuming resistor R1, automatically switching to the passive slew rate reduction control mode with pure resistive consumption.

10. A unified electric control device for aircraft nose wheel steering and yaw reduction, characterized in that, include: The demand response module is used to switch control modes according to flight control requirements. The control modes include turn control mode and yaw reduction control mode. The unified strategy processing module is used to obtain real-time sensing parameters according to the control mode, process the real-time sensing parameters through a unified control strategy to form a PWM signal sequence, and control the power signal output of the front wheel motor. The current control module is used to compare the motor current and the target current in real time during the power signal output process, and form a PWM signal sequence according to the following strategy to control the motor output current to follow the target current. The emergency control module is used to form an emergency control process with corresponding control modes based on the relevant working status feedback from the sensing sensors and the flight control requirements.

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