CN102602382B - Anti-skid braking controller for airplane - Google Patents
Anti-skid braking controller for airplane Download PDFInfo
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- CN102602382B CN102602382B CN201110093718.6A CN201110093718A CN102602382B CN 102602382 B CN102602382 B CN 102602382B CN 201110093718 A CN201110093718 A CN 201110093718A CN 102602382 B CN102602382 B CN 102602382B
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Abstract
The invention discloses an anti-skid braking controller for an airplane, which comprises a main control device, an auxiliary control device, a power source processing unit and a dual-computer communication unit, wherein the main control device with a major anti-skid braking function is used for acquiring braking command signal and airplane wheel speed signals, and automatically regulating braking pressure according to anti-skid signals and cockpit switch selection, so that safe, stable and efficient braking of the airplane is realized while an alarm is given by means of voice or light; and the auxiliary control device with an auxiliary communication detecting function is used for realizing state monitoring of the anti-skid braking controller and components of an anti-skid braking system and realizing coordinated concurrent working with the main control device. The anti-skid braking controller for the airplane is capable of effectively improving response time and control precision of the anti-skid braking system, decreasing false alarm rate of the system, and enhancing testability, maintainability, safety and reliability of the system.
Description
Technical field
The invention belongs to airplane antiskid braking control field, relate to a kind of Aircraft Anti-skid Braking Controller.
Background technology
Along with social development, people require more and more higher to aspects such as the safety of aircraft, reliability, testability, maintainability, traveling comforts.Brake system is the important system of aircraft, present generation aircraft adopts electronic type or STRATEGY FOR A TRIPLEX DFBW SYSTEM antiskid brake control system substantially, and controller is brake system core component, is responsible for whole aircraft brake braking procedure, and the condition monitoring of each annex of brake system, aircraft safety is played an important role.
At present, existing controller is owing to adopting the master mode of chip microprocessor (MCU), and the auxiliary functions such as the antiskid brake function of tonic chord and detection come timesharing to realize by a MCU, have following drawback:
1. the auxiliary function such as the antiskid brake function of tonic chord and detection is often seized CPU and memory source, affects system control response time and sampling precision.
2. detection algorithm is simple, diagnosis capability is poor, false alarm rate is high.Because the whole braking procedure of aircraft only had about 20 seconds, high especially to requirement of real-time, for guaranteeing the antiskid brake function of tonic chord, conventionally can sacrifice the functions such as detection, thereby affect the confidence level of the testing and diagnosing of system.
Summary of the invention
Technical matters to be solved by this invention is to propose a kind of Aircraft Anti-skid Braking Controller, there is dual micro processor MCU, control respectively the antiskid brake function of tonic chord and detect additional function, can improve anti-skid brake system (ABS) response time and control accuracy by actv., reduction system false alarm rate, testability, maintainability, the safety and reliability of raising system.
Technical scheme of the present invention is as follows:
An Aircraft Anti-skid Braking Controller, comprises and is responsible for the master control set of the antiskid brake function of tonic chord, responsible auxiliary control device, power supply processing unit, the dual-machine communication unit that detects communication additional function;
Described master control set comprises master microprocessor, brake instruction conditioning unit, wheel speed signal conditioning unit, passenger cabin on-off signal conditioning unit, control signal output conditioning unit and alarm conditioning unit, described brake instruction conditioning unit, wheel speed signal conditioning unit, passenger cabin on-off signal conditioning unit, power supply processing unit are connected with described master microprocessor, and described master microprocessor is connected with alarm conditioning unit input end with described control signal output conditioning unit input end;
Described auxiliary control device comprises auxiliary microprocessor and detecting signal unit, two-way connection between described detecting signal unit and described auxiliary microprocessor; The power input of described power supply processing unit and described auxiliary microprocessor joins;
Described master microprocessor is connected by described dual-machine communication unit communication with described auxiliary microprocessor.
Described detecting signal unit is comprised of the instruction detection unit that brakes, speed detection unit, power supply detecting unit, control signal output detections unit;
Described brake instruction conditioning unit is for nursing one's health into by aviator's pedal brake signal of brake instruction sensor transmission the voltage signal that master microprocessor can be identified;
Wheel speed signal conditioning unit is for nursing one's health into by the wheel tach signal of wheel spin-up transducer transmission the voltage signal that master microprocessor can be identified;
Described passenger cabin on-off signal conditioning unit is for obtaining aviator's brake operation type, and described brake operation type comprises shuts down brake, undercarriage stowage brake and without antiskid brake;
Control signal output conditioning unit is for nursing one's health into by the brake synthetical restraint signal IO digital quantity of master microprocessor output the analog quantity current signal that brake actuating mechanism electro-hydraulic pressure servovalve can be identified;
Alarm conditioning unit is for nursing one's health into the electric signal that can drive voice or light units by the warning signal of master microprocessor output, realizes low and high level amount and changes to the dress of analog quantity.[detecting signal unit is prior art by the realization of the instruction detection unit that brakes, speed detection unit, power supply detecting unit, control signal output detections unit]
Brake instruction detection unit is for converting the output signal of brake instruction sensor brake instruction digital signal to and output to auxiliary microprocessor, and by the thresholding [0 of brake instruction digital signal x1 and setting, A], [80, AA], [C8, FF] compare, when 0H≤x1≤0AH, be judged to be short trouble; When 80H≤x1≤0AAH, be judged to be sensor normal; When 0C8H≤x1≤0FFH, be judged to be open fault;
Speed detection unit is pressed the output signal of conversion and AD Acquisition Circuit picking rate sensor by frequency, formation speed digital signal outputs to auxiliary microprocessor, and by speed digital signal x2 and thresholding [0,8], [50,78], [A0, FF] compare: when 0H≤x2≤8H, be judged to be speed sensor short trouble; When 50H≤x2≤78H, be judged to be speed sensor normal; When 0A0H≤x2≤0FFH, be judged to be speed sensor open fault;
Power supply detecting unit by bleeder circuit and A/D convertor circuit checking system power supply in under-voltage fault, normal or overvoltage faulty condition;
Control signal output detections unit gathers the output signal of brake actuating mechanism servovalve and changes into servovalve digital signal and output to auxiliary microprocessor, and by the thresholding of servovalve digital signal x3 and setting [0,6], [1E, 46], [70, FF] compare, realize the state-detection such as the short trouble of servovalve, normal, open fault: when 0H≤x3≤06H, be judged to be servovalve short trouble; When 01EH≤x3≤46H, be judged to be servovalve normal; When 70H≤x3≤0FFH, be judged to be servovalve open fault.
Master microprocessor also comprises for according to actual brake signal I
b, anti-skidding signal I
fwith brake operation type brake type B
tcalculate aircraft brake speed-slackening signal I
ocomprehensive output unit; I
ofor hexadecimal system numerical value shape parameter:
Wherein, I
b=K
0* I
i, K
0for controlling parameter, I
ifor brake command signal, when S/Sa≤10%, I
i=125* (S/Sa), when 10% < S/Sa≤100%, I
i=264* (S/Sa)-14; S/Sa is the brake ratio of pedal displacement and pedal max die travel distance of aviator;
Anti-skidding signal I
f=min{I
b, k
1* (V
r-V
k), k wherein
1for internal control parameter, V
kfor k moment wheel real-time speed, aircraft reference velocity V
r=min{V
k, max{V
k-1-at, V
k/ (1-λ
p), wherein, a is expection moderating ratio, value is 2.5～3.5m/s
2; T is control cycle, and value is 10ms; V
k-1wheel real-time speed for k previous moment constantly;
B
tfor brake operation type, brake operation type comprises normal braking, shuts down brake, the brake of undercarriage stowage spline, without antiskid brake.[by passenger cabin on-off signal processing unit, by aviator's passenger cabin brake type (being brake operation type) switching value operation, send into master microprocessor, by master microprocessor, according to corresponding low and high level, determine B
tbrake type; Passenger cabin on-off signal processing unit is prior art]
A plurality of output ports of auxiliary microprocessor are as system failure flag output port, and system failure flag output port and master microprocessor join.
Described dual-machine communication unit is comprised of master microprocessor serial communication unit and auxiliary microprocessor serial communication unit.
Described master microprocessor serial communication unit and auxiliary microprocessor serial communication unit all adopt MAX485 chip.
The invention discloses a kind of Aircraft Anti-skid Braking Controller, comprise and be responsible for the master control set of the antiskid brake function of tonic chord, responsible auxiliary control device, power supply processing unit, the dual-machine communication unit that detects communication additional function.Master control set collection brake command signal and wheel wheel speed signal, select operation according to anti-skidding signal and pulpit switch, automatically regulates drag pressure, realize aircraft safety, steadily, efficiently braking, simultaneously with the mode alarm of voice or light.Auxiliary control device is realized the condition monitoring to antiskid brake controller and each parts of anti-skid brake system (ABS), coordinates concurrent working with master control set.
Beneficial effect:
The present invention is a kind of Aircraft Anti-skid Braking Controller, is digital anti-skid brake system (ABS), is also applicable to full electric brake system.Have the following advantages:
1. improve system response time and control accuracy.The antiskid brake of system is responsible for by special main MCU, lifting due to arithmetic capability, expert Intelligence Control algorithm, the control algorithm that the advanced persons such as fuzzy neural network are complicated is adopted, response time and the control accuracy of system improve greatly, make whole braking procedure more steadily, safely, reliably;
2. improve system test and maintainability.By special auxiliary MCU, be responsible for detection, realize the concurrent working of the main antiskid brake function of tonic chord, can accurately detect the fault of self and system, improve the selfdiagnosis Performance And Reliability of system;
Accompanying drawing explanation
Fig. 1 is the functional block diagram of Aircraft Anti-skid Braking Controller;
Fig. 2 is detecting signal unit structured flowchart;
Fig. 3 is master microprocessor and auxiliary microprocessor communication interface schematic diagram;
Fig. 4 is master microprocessor antiskid brake control logic figure;
Fig. 5 is antiskid brake control system workflow diagram.
Being labeled as in figure:
100-master microprocessor, 101-brake instruction conditioning unit, 102-wheel speed signal conditioning unit, 103-passenger cabin on-off signal processing unit, 104-power supply processing unit, 105-detecting signal unit, the auxiliary microprocessor of 106-, 107-alarm conditioning unit, 108-control signal output conditioning unit, 109-dual-machine communication unit, the 201-instruction detection unit that brakes, 202-speed detection unit, 203-power supply detecting unit, 204-control signal output detections unit inspection unit, 301-master microprocessor serial communication driver element, the auxiliary microprocessor serial communication of 302-driver element, the 401-comprehensive unit that brakes, 402-reference velocity unit, the anti-skidding comprehensive unit of 403-, 404-brakes comprehensive output unit.
The specific embodiment
Below with reference to the drawings and specific embodiments, the present invention is described in further details:
Embodiment 1:
Figure 1 shows that control system functional block diagram of the present invention, this system is by master microprocessor, brake instruction conditioning unit, wheel speed signal conditioning unit, passenger cabin on-off signal processing unit, power supply processing unit, detecting signal unit, auxiliary microprocessor, alarm conditioning unit, control signal output conditioning unit, the compositions such as dual-machine communication unit.This control system is airplane brake system core component, is responsible for whole aircraft brake braking procedure, and the condition monitoring of each annex of brake system, and aircraft safety is played an important role.
Master microprocessor is responsible for antiskid brake radical function, according to brake instruction process unit and wheel speed signal unit, by antiskid brake control logic algorithm, draws aircraft actual brake signal I
bwith anti-skidding signal I
f, according to passenger cabin on-off signal conditioning unit, obtain aviator's brake operation type B
t(as shut down brake, undercarriage stowage brake, without antiskid brake etc.), comprehensively go out thus drag signal I
ooutput brake pressure signal, makes wheel in best sliding mode (be the combination moment degree of utilization maximum that wheel and ground can provide, and wheel being in the sliding a kind of state of normal limit rolling), realize aircraft safety gradual braking, refer to antiskid brake control logic analysis hereinafter, and the testing result of sending here according to auxiliary microprocessor, and self detected state, the running state of decision systems, to judge whether anti-skid brake system (ABS) breaks down, and the system failure is divided into anti-skidding fault (comprising wheel spin-up transducer fault) brake fault (comprises brake instruction sensor, actuating unit servovalve, the faults such as power supply), when breaking down, control system can be sent voice or light warning signal by alarm conditioning unit automatically, prompting aviator or ground maintenance personnel, there is fault in anti-skid brake system (ABS), take corresponding emergent or solution.Master controller that the present invention adopts is 16 micro controller system 80C196KB.
Auxiliary microprocessor is realized the condition monitoring of antiskid brake controller and each parts of anti-skid brake system (ABS) by detecting signal unit, according to the instruction of master microprocessor, to master microprocessor, send testing result, according to testing result, and port P1.6～P1.7 is set to system failure flag, and (wherein P1.7 is anti-skidding failure identification position, while having fault, set high level " 1 ", when normal, be low level " 0 "; Wherein P1.7 is anti-skidding failure identification position, sets high level while having fault " 1 ", when normal, be low level " 0 ") and, so that master microprocessor inquiry.Assistant controller that the present invention adopts is 8 micro controller system 80C51.
Between master microprocessor and auxiliary microprocessor, by dual-machine communication unit and P1.4～P1.7 port separately, realize the information sharing between main auxiliary machine.Wherein P1.4～P1.7 port of main MCU is connected with P1.7～P1.4 of auxiliary MCU respectively, realizes the intercommunication of failure identification.P1.6 and P1.7 are anti-skidding and brake failure identification position output port separately, and P1.4 and P1.5 are respectively and read separately the other side's failure identification position input port.
Fig. 2 is the structured flowchart of control system detecting signal unit, and detecting signal unit is by the instruction detection unit that brakes, speed detection unit, and power supply detecting unit, control signal output detections unit forms.The present invention is mainly the detection that realizes the state of the system such as parts are normal, open circuit, short circuit.
Brake instruction detection unit, by auxiliary microprocessor simulation brake instruction, (mainly pass through the P1.2 mouth of 80C51, export the signal of a high level, pass through operational amplification circuit, the brake analog signal that forms 3V is applied to brake instruction sensor (what match with the present invention is differential transformer displace￣ ment transducer) two ends, then by AD Acquisition Circuit, again the output signal of this brake instruction sensor is collected in auxiliary microprocessor, then by the numerical value (hexadecimal system gathering, as be made as x) with the thresholding [0 arranging, A], [80, AA], [C8, FF] compare: when 0H≤x≤0AH, be judged to be short trouble, when 80H≤x≤0AAH, be judged to be sensor normal, when 0C8H≤x≤0FFH, be judged to be open fault.Thereby realize the state-detection such as the short trouble of brake instruction sensor, normal, open fault.
Speed detection unit, by the P1.3 mouth of auxiliary microprocessor 80C51, export the square-wave signal of a 2000Hz, pass through operational amplification circuit, the wheel speed analog signal that forms amplitude 2V frequency 2000Hz is applied to speed sensor (speed sensor matching with the present invention is permanent magnetism sourceless electromagnetic type speed sensor) input end, then by frequency press conversion and AD Acquisition Circuit again by this wheel speed collection of simulant signal in auxiliary microprocessor, then by the numerical value (hexadecimal system gathering, as be made as x) thresholding [0 that arranges, 8], [50, 78], [A0, FF] compare: when 0H≤x≤8H, be judged to be short trouble, when 50H≤x≤78H, be judged to be sensor normal, when 0A0H≤x≤0FFH, be judged to be open fault.Thereby realize the state-detection such as the short trouble of speed sensor, normal, open fault.
Power supply detecting unit, pass through resistor voltage divider circuit, system voltage (5V, 15V, 28V) is separated to the voltage signal of 4V left and right, by AD Acquisition Circuit by the acquisition of signal after this dividing potential drop in auxiliary microprocessor, by collection value (hexadecimal system, as be made as x) with thresholding [0 is set, A6], [B0, E0], [E6, FF] decide the state-detection such as the under-voltage fault of power supply, normal, overvoltage fault: when 0H≤x≤0A6H, be judged to be line under-voltage fault; When 0B0H≤x≤0E0H, be judged to be power supply normal; When 0E6H≤x≤0FFH, be judged to be power supply overvoltage fault.
Control signal output detections unit, by auxiliary microprocessor 80C51 and DA output circuit, export the voltage signal of a 1V, pass through power amplification circuit, form outputting analog signal and be applied to brake actuating mechanism servovalve two ends, and then by AD Acquisition Circuit, servovalve output signal is collected in auxiliary microprocessor, then by the numerical value (hexadecimal system gathering, as be made as x) with the thresholding [0 arranging, 6], [1E, 46], [70, FF] compare, realize the short trouble of servovalve, normally, the state-detection such as open fault: when 0H≤x≤06H, be judged to be servovalve short trouble, when 01EH≤x≤46H, be judged to be servovalve normal, when 70H≤x≤0FFH, be judged to be servovalve open fault.
Fig. 3 is communication interface schematic diagram between major-minor microprocessor, and dual-machine communication unit is mainly comprised of master microprocessor serial communication unit 301 and auxiliary microprocessor serial communication unit 302.
Major-minor serial communication unit is comprised of chip MAX485 and relevant accessory circuit, and the DI of MAX485 and RO are connected with RXD port with the TXD of MCU separately respectively.
Fig. 4 is master microprocessor antiskid brake control logic figure, and master microprocessor draws aircraft actual brake signal I according to brake comprehensive unit
b; Reference velocity unit calculates aircraft reference speed signal V
r; Anti-skidding comprehensive unit draws anti-skidding signal I
f; Comprehensive output unit is according to actual brake signal I
b, I
fwith brake type B
tcalculate aircraft brake speed-slackening signal I
o, regulate drag pressure, realize aircraft brake braking.
Brake comprehensive unit is according to brake command signal I
iwith control parameter K
0(value in the present invention, 0.8), calculates brake signal I
b, hexadecimal system numerical value type, scope 0～C8H.
I
B=K
0*I
I （1）
Brake command signal I
i, be main micro-processing collection aviator pedal brake signal, and by digital operation, be processed into the brake signal being directly proportional to aviator's pedal displacement S, hexadecimal system numerical value type, scope 0～0FAH.The present invention instruction I that brakes
ithe s relation formula (2) of aviator's pedal displacement represents.
Wherein S/Sa is the brake ratio of pedal displacement and pedal max die travel distance of aviator.
Described reference velocity unit [402] is according to wheel speed V
kand moderating ratio a and the optimal slip ratio λ of expection
pcalculate aircraft reference velocity V
r;
V
R=min{V
K,max{V
K-1-at，V
K/(1-λ
P)}}
Wherein, V
k-1wheel real-time speed for previous moment; T is control cycle, and control cycle of the present invention is 10 milliseconds; A is for expection moderating ratio, generally at 2.5～3.5m/s
2, it is 3.05m/s that the present invention gets expection moderating ratio
2.
Slip rate is defined as:
V wherein
k---wheel real-time speed, the m/s of unit,
V
r---aircraft reference velocity, the m/s of unit, it calculates specifically sees formula (3).
Optimal slip ratio λ
pbe defined as combination moment that wheel can provide with ground corresponding slip rate when maximum.The optimal slip ratio that patent of the present invention adopts is 0.13.
Described anti-skidding comprehensive unit [403] is according to reference velocity V
rand wheel speed signal V
kthe depth D of skidding of calculating wheel, calculates anti-skidding signal I thus
f, numeric type, is scope 0～C8H.
Depth D=the V that skids of wheel
r-V
k(5)
Anti-skidding signal I
f=min{I
b, k
1* (V
r-V
k)
K wherein
1for internal control parameter, value of the present invention is 3.
Finally by comprehensive output unit according to brake signal I
b, brake type B
tand anti-skidding signal I
fcalculate actual speed-slackening signal I
o, numeric type, is scope 0～0FFH.
Fig. 5 is the workflow of this control system, and after controller powers on, whole flow process is divided into main control part and two parallel systems of auxiliary control part.
Main control part: after powering on, carry out master microprocessor initialization, minimum system detects, to auxiliary control part sending controling instruction, brake and speed acquisition computing, the anti-skidding computing of braking, comprehensively output, and according to the failure identification result of auxiliary control system and self detected state, the residing state of judgement whole system, carry out failure modes, carry out fault warning output, thereby take corresponding output policy.
Auxiliary control part: complete auxiliary microprocesser initialization and self check, carry out Static Detection, then carry out Static Detection result comprehensive, and send testing result to master control system, by fault comprehensive, be brake and anti-skidding fault, carry out failure identification, then periodically enter dynamic monitoring and the dynamic monitor result is comprehensive, failure identification etc.Wherein anti-skidding fault comprises the fault of wheel spin-up transducer and related circuit and algorithm, and brake fault comprises the fault of brake instruction sensor, actuating unit servovalve, power supply, controller etc. self and circuit and algorithm.
Claims (6)
1. an Aircraft Anti-skid Braking Controller, is characterized in that, comprises and is responsible for the master control set of the antiskid brake function of tonic chord, responsible auxiliary control device, power supply processing unit, the dual-machine communication unit that detects communication additional function;
Described master control set comprises master microprocessor, brake instruction conditioning unit, wheel speed signal conditioning unit, passenger cabin on-off signal conditioning unit, control signal output conditioning unit and alarm conditioning unit, described brake instruction conditioning unit, wheel speed signal conditioning unit, passenger cabin on-off signal conditioning unit, power supply processing unit are connected with described master microprocessor, and described master microprocessor is connected with alarm conditioning unit input end with described control signal output conditioning unit input end;
Described auxiliary control device comprises auxiliary microprocessor and detecting signal unit, two-way connection between described detecting signal unit and described auxiliary microprocessor; The power input of described power supply processing unit and described auxiliary microprocessor joins;
Described master microprocessor is connected by described dual-machine communication unit communication with described auxiliary microprocessor;
Described detecting signal unit is comprised of the instruction detection unit that brakes, speed detection unit, power supply detecting unit, control signal output detections unit;
Described brake instruction conditioning unit is for nursing one's health into by aviator's pedal brake signal of brake instruction sensor transmission the voltage signal that master microprocessor can be identified;
Wheel speed signal conditioning unit is for nursing one's health into by the wheel tach signal of wheel spin-up transducer transmission the voltage signal that master microprocessor can be identified;
Described passenger cabin on-off signal conditioning unit is for obtaining aviator's brake operation type, and described brake operation type comprises shuts down brake, undercarriage stowage brake and without antiskid brake;
The brake synthetical restraint signal I of control signal output conditioning unit for master microprocessor is exported
odigital quantity is nursed one's health into the analog quantity current signal that brake actuating mechanism electro-hydraulic pressure servovalve can be identified;
Alarm conditioning unit, for the warning signal of master microprocessor output is nursed one's health into the electric signal that can drive voice or light units, is realized low and high level amount to the conversion of analog quantity.
2. Aircraft Anti-skid Braking Controller according to claim 1, is characterized in that,
Brake instruction detection unit is for converting the output signal of brake instruction sensor brake instruction digital signal to and output to auxiliary microprocessor, and by the thresholding [0 of brake instruction digital signal x1 and setting, A], [80, AA], [C8, FF] compare, when 0H≤x1≤0AH, be judged to be short trouble; When 80H≤x1≤0AAH, be judged to be sensor normal; When 0C8H≤x1≤0FFH, be judged to be open fault;
Speed detection unit is pressed the output signal of conversion and AD Acquisition Circuit picking rate sensor by frequency, formation speed digital signal outputs to auxiliary microprocessor, and by speed digital signal x2 and thresholding [0,8], [50,78], [A0, FF] compare: when 0H≤x2≤8H, be judged to be speed sensor short trouble; When 50H≤x2≤78H, be judged to be speed sensor normal; When 0A0H≤x2≤0FFH, be judged to be speed sensor open fault;
Power supply detecting unit by bleeder circuit and A/D convertor circuit checking system power supply in under-voltage fault, normal or overvoltage faulty condition;
Control signal output detections unit gathers the output signal of brake actuating mechanism servovalve and changes into servovalve digital signal and output to auxiliary microprocessor, and by the thresholding of servovalve digital signal x3 and setting [0,6], [1E, 46], [70, FF] compare, realize the short trouble of servovalve, normal, open fault state-detection: when 0H≤x3≤06H, be judged to be servovalve short trouble; When 01EH≤x3≤46H, be judged to be servovalve normal; When 70H≤x3≤0FFH, be judged to be servovalve open fault.
3. Aircraft Anti-skid Braking Controller according to claim 2, is characterized in that, master microprocessor also comprises for according to actual brake signal I
b, anti-skidding signal I
fwith brake operation type B
tcalculate aircraft brake speed-slackening signal I
ocomprehensive output unit; I
ofor hexadecimal system numerical value shape parameter:
Wherein, I
b=K
0* I
i, K
0for controlling parameter, II is brake command signal, when S/Sa≤10%, and I
i=125* (S/Sa), when 10% < S/Sa≤100%, I
i=264* (S/Sa)-14; S/Sa is the brake ratio of pedal displacement and pedal max die travel distance of aviator;
Anti-skidding signal I
f=min{I
b, k
1* (V
r-V
k), k wherein
1for internal control parameter, V
kfor k moment wheel real-time speed, aircraft reference velocity V
r=min{V
k, max{V
k-1-at, V
k/ (1-λ
p), wherein, a is expection moderating ratio, value is 2.5～3.5m/s
2; T is control cycle, and value is 10ms; λ
pfor optimal slip ratio; V
k-1wheel real-time speed for k previous moment constantly;
B
tfor brake operation type, brake operation type comprises normal braking, shuts down brake, the brake of undercarriage stowage spline, without antiskid brake.
4. Aircraft Anti-skid Braking Controller according to claim 1, is characterized in that, a plurality of output ports of auxiliary microprocessor are as system failure flag output port, and system failure flag output port and master microprocessor join.
5. according to the Aircraft Anti-skid Braking Controller described in claim 1-4 any one, it is characterized in that, described dual-machine communication unit is comprised of master microprocessor serial communication unit and auxiliary microprocessor serial communication unit.
6. Aircraft Anti-skid Braking Controller according to claim 5, is characterized in that, described master microprocessor serial communication unit and auxiliary microprocessor serial communication unit all adopt MAX485 chip.
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| CN201110093718.6A CN102602382B (en) | 2011-04-14 | 2011-04-14 | Anti-skid braking controller for airplane |
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|---|---|---|---|
| CN201110093718.6A CN102602382B (en) | 2011-04-14 | 2011-04-14 | Anti-skid braking controller for airplane |
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| CN106249733A (en) * | 2016-08-08 | 2016-12-21 | 武汉工程大学 | The method of testing of a kind of airplane antiskid braking control box and system |
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