A method for detecting and handling a fault of a redundant wheel speed signal of a vehicle

Abstract

This invention discloses a method for detecting and handling faults in redundant wheel speed signals, specifically relating to methods for detecting and handling faults in aircraft anti-skid brakes. It addresses the problem of insufficient coverage of wheel speed sensor fault modes in existing aircraft braking systems. In this invention, valid aircraft taxiing speed signals and wheel speed signals are acquired. The difference between each wheel speed signal and the aircraft taxiing speed signal is calculated, and the aircraft taxiing speed signal is divided into speed signal intervals. Within each speed signal interval, the presence of a fault in the corresponding wheel is determined based on the difference between the wheel speed signal and the aircraft taxiing speed signal. By collecting redundant wheel speed signals from the aircraft braking system using wheel speed sensors and incorporating the aircraft taxiing speed signal, the status of redundant wheel speed signals can be comprehensively assessed, further improving the testability of the braking system and ensuring its safe operation.

Description

Technical Field

[0001] This invention relates to the field of aircraft anti-skid brake fault detection and fault handling methods, and particularly to a fault detection and fault handling method for redundant wheel speed signals. Background Technology

[0002] Wheel speed sensors are mainly used in aircraft wheel braking systems to collect wheel speed signals. Based on the wheel speed signals, anti-skid functions are implemented to avoid problems such as skidding, wear, and tire slippage during landing braking. Therefore, the reliability of wheel speed signals is crucial to the safety of aircraft braking systems.

[0003] When an abnormality is detected in the wheel speed signal, the anti-skid function is immediately deactivated. Braking safety can be ensured by limiting brake pressure and switching the hydraulic lock on and off. If the wheel speed signal changes abruptly, the system may not be able to detect the fault and may mistakenly interpret the abnormal change as an anti-skid input. This could lead to unilateral or bilateral brake pressure loss, or even malfunction of the anti-skid function, resulting in a tire blowout and seriously impacting aircraft safety.

[0004] Fault detection of wheel speed signals acquired by wheel speed sensors in existing aircraft braking systems mainly involves two aspects: detecting open and short circuits in the wheel speed sensor coils and testing the acquisition capability of the anti-skid circuit. Current detection methods have the following main drawbacks: (1) Insufficient detection coverage makes it impossible to detect fault modes where the wheel speed signal itself fluctuates significantly; (2) The redundant wheel speed signals of the wheel speed sensor were not compared; (3) The aircraft taxiing speed signal was not introduced, and the wheel speed signal was judged comprehensively.

[0005] In the existing technology, only open and short circuit faults of wheel speed sensor coils and anti-skid circuit faults in the current working channel can be detected. Some wheel speed signal jump faults caused by interference cannot be detected and isolated, which increases the probability of the system entering abnormal operation and poses a hidden danger to the safety and reliability of the aircraft braking system. Summary of the Invention

[0006] The purpose of this invention is to address the problem that existing aircraft braking systems, which use methods such as detecting open / short circuits of wheel speed sensor coils and testing the acquisition capability of anti-skid circuits to detect wheel speed signals have insufficient fault detection coverage. This invention provides a redundant wheel speed signal fault detection method and fault handling method.

[0007] To achieve the above objectives, the first technical solution adopted by the present invention is: A method for detecting faults in the speed signal of a redundant wheel includes the following steps: Step 1: Obtain valid aircraft taxiing speed signals and wheel speed signals; Step 2: Determine the magnitude of the aircraft taxiing speed signal and the speed signals of each wheel, and calculate the difference between the speed signals of each wheel and the aircraft taxiing speed signal based on the determination results; Step 3: Based on the influencing factors of the aircraft taxiing speed signal, divide the aircraft taxiing speed signal into speed signal intervals, and set the theoretical maximum dynamic difference between the aircraft taxiing speed signal and the wheel speed signal in each speed signal interval; Step 4: Determine the speed signal range to which the aircraft taxiing speed signal belongs, compare the difference between each wheel speed signal and the aircraft taxiing speed signal with the theoretical maximum dynamic difference, and determine whether the corresponding wheel is faulty.

[0008] Preferably, in step 1, the speed signals of each wheel include: the speed signal of the left wheel of the main channel. V L Main channel right wheel speed signal V R Backup channel left wheel speed signal V L0 Backup right wheel speed signal V R0 .

[0009] Preferably, step 2 specifically includes: The aircraft taxiing speed signal is represented as The wheel speed signal is represented as V N , N The range of values ​​for is ( L , R , L 0, R 0); like ≥ V N The difference between the aircraft taxiing speed signal and the wheel speed signal is... Represented as: = ; like < V N The difference between the aircraft taxiing speed signal and the wheel speed signal is... Represented as: = .

[0010] Preferably, the influencing factors of the aircraft taxiing speed signal in step 3 include aircraft aerodynamic drag, ground rolling resistance, ground impact on the wheels, tire deformation, small fluctuations in the ground friction coefficient, and speed coupling between the wheels and the aircraft. Step 3 specifically involves: aircraft taxiing speed signal When the influencing factors are aircraft aerodynamic drag and ground rolling resistance, the speed signal range of the aircraft taxiing speed signal is: greater than 250 km / h, and simultaneously meets the following conditions: ≥ V N The theoretical maximum dynamic difference is 110 km / h; or it satisfies... < V N The theoretical maximum dynamic difference is 80 km / h; aircraft taxiing speed signal The influencing factors are: when the wheels are impacted by the ground and the tires deform, the aircraft taxiing speed signal range is 120km / h to 250km / h, while simultaneously satisfying: ≥ V N The theoretical maximum dynamic difference is 80 km / h; or it satisfies... < V N The theoretical maximum dynamic difference is 80 km / h; aircraft taxiing speed signal When the influencing factor is a small fluctuation in the ground friction coefficient, the speed signal range of the aircraft taxiing speed signal is 50km / h to 120km / h, if the following conditions are met simultaneously: ≥ V N The theoretical maximum dynamic difference is 50 km / h; if the following conditions are met... < V N The theoretical maximum dynamic difference is 80 km / h; aircraft taxiing speed signal When the influencing factor is the speed coupling between the wheels and the aircraft, the speed signal range of the aircraft taxiing speed signal is less than 50 km / h, if the following conditions are met simultaneously: ≥ V N The theoretical maximum dynamic difference is 30 km / h; if the following conditions are met... < V N The theoretical maximum dynamic difference is 80 km / h.

[0011] Preferably, step 4 specifically includes: When the aircraft taxiing speed signal When the speed is greater than 250 km / h, the following conditions must be met simultaneously: ≥ V N and >110km / h, duration exceeding 1s, or meets the following conditions < V N and If the speed is greater than 80 km / h and the duration exceeds 1 second, then V N The corresponding wheel speed signal is malfunctioning; When the aircraft taxiing speed signal At speeds between 120 km / h and 250 km / h, the following conditions must be met simultaneously: ≥ V N and >80km / h, duration exceeding 1 second, or meets the following conditions < V N and If the speed is greater than 80 km / h for more than 1 second, then V N The corresponding wheel speed signal is malfunctioning; When the aircraft taxiing speed signal At speeds between 50 km / h and 120 km / h, the following conditions must be met simultaneously: ≥ V N and >50km / h, duration exceeding 1s, or meets the following conditions < V N and If the speed is greater than 80 km / h and the duration exceeds 1 second, then V N The corresponding wheel speed signal is malfunctioning; When the aircraft taxiing speed signal At speeds below 50 km / h, the following conditions must be met simultaneously: ≥ V N and >30km / h, duration exceeding 1s, or meets the following conditions < V N and If the speed is greater than 80 km / h and the duration exceeds 1 second, then V N The corresponding wheel speed signal is malfunctioning.

[0012] Preferably, the aircraft taxiing speed signal This information is obtained from the braking software via the flight control system. The speed signals of each wheel are acquired through multiple wheel speed sensors.

[0013] The second technical solution adopted in this invention is: A method for handling faults in redundant wheel speed signals involves processing the faults detected in the aforementioned method for detecting faults in redundant wheel speed signals as follows: If the main channel wheel speed signal fails, the backup channel wheel speed signal will be used for anti-slip control. If both the main channel wheel speed signal and the backup channel wheel speed signal fail, the system will disable the anti-skid function.

[0014] Preferably, the main channel wheel speed signal includes the main channel right wheel speed signal and the main channel right wheel speed signal; The backup lane wheel speed signal includes the backup lane left wheel speed signal and the backup lane right wheel speed signal.

[0015] Preferably, if the main channel wheel speed signal fails, the backup channel wheel speed signal is used for anti-slip control, specifically as follows: If the speed signal of the left wheel of the main channel fails, the speed signal of the left wheel of the backup channel will be used for anti-skid control. If the speed signal of the right wheel of the main channel fails, the speed signal of the right wheel of the backup channel will be used for anti-skid control.

[0016] Preferably, if both the main channel wheel speed signal and the backup channel wheel speed signal fail, the system will disable the anti-slip function as follows: If both the left wheel speed signal of the main channel and the left wheel speed signal of the backup channel are faulty, the anti-skid function will be disabled. If both the right wheel speed signal of the main channel and the right wheel speed signal of the backup channel are faulty, the system will disable the anti-skid function.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention provides a method for detecting faults in the speed signals of redundant aircraft wheels. Considering that under normal circumstances, the wheel speed signal is lower than the aircraft taxiing speed signal, especially during anti-skid operation, a significant instantaneous difference may occur. Therefore, if a large difference persists for an extended period without any reported faults related to the wheel speed signal, an abnormality in the wheel speed signal can be determined. Conversely, if the wheel speed signal is higher than the aircraft taxiing speed signal, an abnormality in the wheel speed signal is inevitable, with consistent fault differences. This invention collects the speed signals of redundant aircraft wheels in the aircraft braking system using wheel speed sensors and incorporates the aircraft taxiing speed signal. By comparing the magnitudes of the aircraft taxiing speed signal and the redundant wheel speed signal, and then setting different difference formulas, it can identify faults with large fluctuations, expanding the detection coverage and thus further improving the testability of the braking system, thereby ensuring the safe operation of the braking system.

[0018] This invention discloses a method for detecting faults in the speed signals of redundant aircraft wheels. Based on the factors influencing the magnitude of the aircraft's taxiing speed signal, different speed signal intervals are defined, and a theoretical maximum dynamic difference between the aircraft's taxiing speed signal and the wheel speed signal is set for each interval. The difference between each wheel speed signal and the aircraft's taxiing speed signal is used to determine whether the corresponding wheel is faulty. Using a speed interval division method for fault diagnosis allows for setting differentiated fault judgment thresholds based on the aircraft's motion characteristics at different speed stages, avoiding misjudgments or missed judgments due to speed differences. Each speed interval is configured with independent judgment conditions for two fault modes: under-speed and over-speed, enabling refined diagnosis of different types of faults and further improving the accuracy and reliability of fault detection.

[0019] This invention provides a method for handling faults in redundant wheel speed signals. It fully utilizes the advantages of redundant design in aircraft taxiing speed and braking system. When the main aisle wheel speed signal fails, the backup aisle wheel speed signal is automatically used to continue anti-skid control, ensuring the continuity of anti-skid function and braking safety. The anti-skid function is only disconnected when both the main and backup aisle wheel speed signals fail, significantly reducing the risk of anti-skid failure due to signal failure and improving the reliability and safety of the aircraft braking system. Attached Figure Description

[0020] Figure 1 This is a flowchart illustrating the fault detection and handling method for redundant wheel speed signals according to this application. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below in conjunction with the embodiments thereof. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. 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.

[0022] This embodiment provides a method for detecting faults in the speed signal of a redundant wheel, such as... Figure 1 As shown, it includes the following steps: The braking software obtains an effective aircraft taxi speed signal through the flight control system. The speed signals of each wheel are collected by multiple wheel speed sensors; among them, the speed signals of each wheel include: the speed signal of the left wheel of the main channel. V L Main channel right wheel speed signal V R Backup channel left wheel speed signal V L0 Backup right wheel speed signal V R0 .

[0023] The aircraft taxiing speed signal is represented as The wheel speed signal is represented as V N , N The range of values ​​for is ( L , R , L 0, R 0); like ≥ V N The difference between the aircraft taxiing speed signal and the wheel speed signal is... Represented as: = ; like < V N The difference between the aircraft taxiing speed signal and the wheel speed signal is... Represented as: = .

[0024] Based on the factors influencing aircraft taxi speed signals, aircraft taxi speed is divided into four speed segments: high-speed segment, landing phase V. 滑 >250km / h, V at the extreme braking stage of the medium speed range 滑120km / h<V 滑 At speeds ≤250km / h, during the steady-state braking phase at low and medium speeds, 50km / h < V 滑 At speeds ≤120km / h, the low-speed coasting phase V 滑 <50km / h.

[0025] During aircraft braking, if the wheel speed exceeds the aircraft's taxiing speed (V... 滑 ≥ V N ) ， The wheel speed signal will inevitably be abnormal, and regardless of the aircraft's taxiing speed, the fault condition difference will be consistent across all four speed segments. >80km / h.

[0026] If the wheel speed is less than the aircraft taxiing speed (V) 滑 < V N When skidding, anti-skid measures may be necessary, but the higher the aircraft's taxiing speed, the greater the wheel speed difference after skidding. Therefore, in case of an anomaly, V... 滑 The larger the value, the higher the fault threshold. The larger.

[0027] Based on the above analysis, the present invention determines whether the wheel is faulty as follows: When the aircraft taxiing speed signal At speeds exceeding 250 km / h, high-speed taxiing occurs. The combined effects of aircraft aerodynamic drag, ground rolling resistance, and the significant adjustments made by the anti-skid system increase the speed difference between the wheels and the aircraft. The maximum dynamic difference under normal operating conditions is approximately 110 km / h, which is the theoretical critical value for this speed range. Therefore, simultaneously satisfying: ≥ V N and >110km / h, duration exceeding 1s, or meets the following conditions < V N and If the speed is greater than 80 km / h and the duration exceeds 1 second, then V N The corresponding wheel speed signal is malfunctioning.

[0028] When the aircraft taxiing speed signal is 120 km / h < At speeds ≤250km / h, the aircraft is considered to be taxiing at medium to high speeds. During this time, the aircraft possesses significant inertia and kinetic energy, and the impact of ground impacts and tire deformation on the wheels is more pronounced. Under normal operating conditions (including anti-skid adjustment), the maximum dynamic difference between these factors is approximately 80km / h, which represents the upper limit of normal fluctuations in this speed range. Therefore, the following conditions must be met simultaneously: ≥ VN and >80km / h, duration exceeding 1 second, or meets the following conditions < V N and If the speed is greater than 80 km / h for more than 1 second, then V N The corresponding wheel speed signal is malfunctioning.

[0029] When the aircraft taxiing speed signal is 50km / h < At speeds ≤120 km / h, the aircraft is taxiing at low to medium speeds. Increased aircraft inertia and slight fluctuations in the ground friction coefficient can cause the wheels to briefly enter a non-pure rolling state. Under normal operating conditions, the maximum difference is approximately 50 km / h, which is the limit for non-fault-related dynamic fluctuations. Exceeding this value indicates an abnormal signal, not normal motion characteristics. Therefore, the following conditions must be met: ≥ V N and >50km / h, duration exceeding 1s, or meets the following conditions < V N and If the speed is greater than 80 km / h and the duration exceeds 1 second, then V N The corresponding wheel speed signal is malfunctioning.

[0030] When the aircraft taxiing speed signal At speeds <50 km / h, it is considered low-speed taxiing. The aircraft has low inertia, the anti-skid system responds quickly, and the speed coupling between the wheels and the aircraft is stronger. Under normal operating conditions, the difference between the two is extremely unlikely to exceed 30 km / h. If the difference is >30 km / h, it indicates that the wheel speed signal has deviated from the actual motion state, caused by sensor malfunctions such as sensor jamming or signal jumps. Therefore, simultaneously satisfying: ≥ V N and >30km / h, duration exceeding 1s, or meets the following conditions < V N and If the speed is greater than 80 km / h and the duration exceeds 1 second, then V N The corresponding wheel speed signal is malfunctioning.

[0031] This embodiment also provides a method for handling faults in redundant wheel speed signals, which processes the faults detected in the above-mentioned redundant wheel speed signal fault detection method as follows: If the speed signal of the left wheel of the main channel fails, the speed signal of the left wheel of the backup channel will be used for anti-skid control. If the speed signal of the right wheel of the main channel fails, the speed signal of the right wheel of the backup channel will be used for anti-skid control. If both the left wheel speed signal of the main channel and the left wheel speed signal of the backup channel are faulty, the anti-skid function will be disabled. If both the right wheel speed signal of the main channel and the right wheel speed signal of the backup channel are faulty, the system will disable the anti-skid function.

[0032] Compared to existing technologies that detect open or short circuits in wheel speed sensor coils and assess the acquisition capability of anti-skid circuits, this embodiment directly detects faults in redundant wheel speed signals. In addition to detecting open or short circuits in wheel speed sensor coils and assessing the acquisition capability of anti-skid circuits, it also includes periodic detection of electrical interference in wheel speed signals and detection of wheel speed sensor jamming. This effectively improves fault detection coverage and enhances the safety and reliability of the aircraft braking system.

[0033] To further verify the fault detection and fault handling methods of this embodiment, the following example is conducted, using a certain model of digital fly-by-wire hydraulic braking system equipped with aircraft taxiing speed signals. Specifically: The braking system can receive the aircraft's taxiing speed signal V through communication with the host computer. 滑 The corresponding speed range is -1000km / h to 1000km / h, and the controller can collect the speed signal of the left engine wheel of the main channel. V L Main channel right wheel speed signal V R Backup channel left wheel speed signal V L0 Backup right wheel speed signal V R0 The speed signals for all four wheels correspond to a range of 0–500 km / h.

[0034] At a certain moment during the aircraft's landing braking process, the aircraft's taxiing speed signal is valid and V 滑 =150km / h, the speed signal of the left engine wheel on the main channel is V L =30km / h, the speed signal of the right engine wheel on the main channel is V R =125km / h, left engine wheel speed signal on standby lane V L0 =128km / h, the right engine wheel speed signal of the backup lane is VR0=130km / h, and the state lasts for more than 1 second.

[0035] For the speed signal of the left engine wheel in the main channel, we have: V 滑 Greater than VL ,calculate V L With V 滑 The difference : =V 滑 - V L =150km / h-30km / h=120km / h (3) For the speed signal of the right engine wheel in the main channel, we have: V 滑 Greater than V R ,calculate V R With V 滑 The difference : =V 滑 - V R =150km / h-125km / h=25km / h (4) For the speed signal of the left engine wheel in the backup channel, we have: V 滑 Greater than V L0 ,calculate V L0 With V 滑 The difference : =V 滑 - V L0 =150km / h-128km / h=22km / h (5) For the right wheel speed signal of the backup channel, we have: V 滑 Greater than V R0 ,calculate V R0 With V 滑 The difference : =V 滑 - V R0 =150km / h-130km / h=20km / h (6) Aircraft taxiing speed V 滑 The speed range is 150 km / h, within the range of 120 km / h to 250 km / h. The speed was greater than 80 km / h at 120 km / h for more than 1 second, so the system determined that the speed signal of the left engine wheel of the main channel was faulty.

[0036] The speed signals of the right engine wheel in the main channel, the left engine wheel in the backup channel, and the right engine wheel in the backup channel are all normal.

[0037] In this embodiment, the method for handling the fault of the left wheel speed signal of the main channel is as follows: the aircraft braking system uses the left wheel speed signal of the backup channel for anti-skid control, thus ensuring the safety of the braking system.

[0038] The redundant wheel speed signal fault detection method in this embodiment can comprehensively judge the status of each wheel speed signal collected by the redundant wheel speed sensor based on the aircraft taxiing speed. It belongs to active fault prevention, detects signal abnormalities in advance and avoids the anti-skid system from malfunctioning through redundancy design, which can improve the testability of the braking system and ensure the safe operation of the braking system.

[0039] The above are merely preferred embodiments of the present invention and do not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made using the content of the present invention specification, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A method of excess- redundancy wheel speed signal fault detection, the method comprising: Includes the following steps: Step 1: Obtain valid aircraft taxiing speed signals and wheel speed signals; Step 2: Determine the magnitude of the aircraft taxiing speed signal and the speed signals of each wheel, and calculate the difference between the speed signals of each wheel and the aircraft taxiing speed signal based on the determination results; Step 3: Based on the influencing factors of the aircraft taxiing speed signal, divide the aircraft taxiing speed signal into speed signal intervals, and set the theoretical maximum dynamic difference between the aircraft taxiing speed signal and the wheel speed signal in each speed signal interval; Step 4: Determine the speed signal range to which the aircraft taxiing speed signal belongs, compare the difference between each wheel speed signal and the aircraft taxiing speed signal with the theoretical maximum dynamic difference, and determine whether the corresponding wheel is faulty.

2. The method for detecting faults in the speed signal of a redundant wheel according to claim 1, characterized in that, In step 1, the speed signals of each wheel include: the speed signal of the left wheel of the main channel. V L Main channel right wheel speed signal V R Backup channel left wheel speed signal V L0 Backup right wheel speed signal V R0 .

3. The method of claim 1, wherein: Step 2 is as follows: The aircraft taxiing speed signal is represented as The wheel speed signal is represented as V N , N The range of values ​​for is ( L , R , L 0, R 0); like ≥ V N The difference between the aircraft taxiing speed signal and the wheel speed signal is... Represented as: = ； like < V N The difference between the aircraft taxiing speed signal and the wheel speed signal is... Represented as: = 。 4. The method of claim 3, wherein, The factors affecting the aircraft taxiing speed signal mentioned in step 3 include aircraft aerodynamic drag, ground rolling resistance, ground impact on the wheels, tire deformation, small fluctuations in the ground friction coefficient, and speed coupling between the wheels and the aircraft. Step 3 specifically involves: Influencing factors of the aircraft taxiing speed signal The speed signal interval of the aircraft taxiing speed signal is greater than 250 km / h, while satisfying: ≥ V N The theoretical maximum kinetic difference is 110 km / h; or satisfying < V N The theoretical maximum kinetic difference is 80 km / h; aircraft taxiing speed signal The influencing factors are: when the wheels are impacted by the ground and the tires deform, the aircraft taxiing speed signal range is 120km / h to 250km / h, while simultaneously satisfying: ≥ V N The theoretical maximum dynamic difference is 80 km / h; or it satisfies... < V N The theoretical maximum dynamic difference is 80 km / h; aircraft taxiing speed signal When the influencing factor is a small fluctuation in the ground friction coefficient, the speed signal range of the aircraft taxiing speed signal is 50km / h to 120km / h, if the following conditions are met simultaneously: ≥ V N The theoretical maximum dynamic difference is 50 km / h; if the following conditions are met... < V N The theoretical maximum dynamic difference is 80 km / h; aircraft taxiing speed signal When the influencing factor is the speed coupling between the wheels and the aircraft, the speed signal range of the aircraft taxiing speed signal is less than 50 km / h, if the following conditions are met simultaneously: ≥ V N The theoretical maximum dynamic difference is 30 km / h; if the following conditions are met... < V N The theoretical maximum dynamic difference is 80 km / h.

5. The method for detecting faults in the speed signal of a redundant wheel according to claim 4, characterized in that, Step 4 is as follows: When the aircraft taxiing speed signal When the speed is greater than 250 km / h, the following conditions must be met simultaneously: ≥ V N and >110km / h, duration exceeding 1s, or meets the following conditions < V N and If the speed is greater than 80 km / h and the duration exceeds 1 second, then V N The corresponding wheel speed signal is malfunctioning; When the aircraft taxiing speed signal At speeds between 120 km / h and 250 km / h, the following conditions must be met simultaneously: ≥ V N and >80km / h, duration exceeding 1 second, or meets the following conditions < V N and If the speed is greater than 80 km / h for more than 1 second, then V N The corresponding wheel speed signal is malfunctioning; When the aircraft taxiing speed signal At speeds between 50 km / h and 120 km / h, the following conditions must be met simultaneously: ≥ V N and >50km / h, duration exceeding 1s, or meets the following conditions < V N and If the speed is greater than 80 km / h and the duration exceeds 1 second, then V N The corresponding wheel speed signal is malfunctioning; When the aircraft taxiing speed signal At speeds below 50 km / h, the following conditions must be met simultaneously: ≥ V N and >30km / h, duration exceeding 1s, or meets the following conditions < V N and If the speed is greater than 80 km / h and the duration exceeds 1 second, then V N The corresponding wheel speed signal is malfunctioning.

6. The method for detecting faults in the speed signal of a redundant wheel according to claim 1, characterized in that, The aircraft taxiing speed signal This information is obtained from the braking software via the flight control system. The speed signals of each wheel are acquired through multiple wheel speed sensors.

7. A method for handling faults in the speed signal of a redundant wheel, characterized in that, The following processing is performed on the faults detected in the redundancy wheel speed signal fault detection method according to any one of claims 1-6: If the main channel wheel speed signal fails, the backup channel wheel speed signal will be used for anti-slip control. If both the main channel wheel speed signal and the backup channel wheel speed signal fail, the system will disable the anti-skid function.

8. A method for handling faults in redundant wheel speed signals according to claim 7, characterized in that, The main channel wheel speed signal includes the main channel right wheel speed signal and the main channel right wheel speed signal; The backup lane wheel speed signal includes the backup lane left wheel speed signal and the backup lane right wheel speed signal.

9. A method for handling faults in redundant wheel speed signals according to claim 8, characterized in that, The specific steps for using the backup wheel speed signal for anti-slip control if the main channel wheel speed signal fails are as follows: If the speed signal of the left wheel of the main channel fails, the speed signal of the left wheel of the backup channel will be used for anti-skid control. If the speed signal of the right wheel of the main channel fails, the speed signal of the right wheel of the backup channel will be used for anti-skid control.

10. A method for handling faults in redundant wheel speed signals according to claim 8, characterized in that, If both the main channel wheel speed signal and the backup channel wheel speed signal fail, the system will disconnect the anti-skid function as follows: If both the left wheel speed signal of the main channel and the left wheel speed signal of the backup channel are faulty, the anti-skid function will be disabled. If both the right wheel speed signal of the main channel and the right wheel speed signal of the backup channel are faulty, the system will disable the anti-skid function.

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