CN111976962A - Fly-by-wire brake control system and method for multi-wheel vehicle frame main landing gear airplane - Google Patents
Fly-by-wire brake control system and method for multi-wheel vehicle frame main landing gear airplane Download PDFInfo
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- CN111976962A CN111976962A CN202010652087.6A CN202010652087A CN111976962A CN 111976962 A CN111976962 A CN 111976962A CN 202010652087 A CN202010652087 A CN 202010652087A CN 111976962 A CN111976962 A CN 111976962A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/42—Arrangement or adaptation of brakes
- B64C25/44—Actuating mechanisms
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/34—Alighting gear characterised by elements which contact the ground or similar surface wheeled type, e.g. multi-wheeled bogies
- B64C25/36—Arrangements or adaptations of wheels, tyres or axles in general
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- Mechanical Engineering (AREA)
- Transportation (AREA)
- Aviation & Aerospace Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention belongs to the technical field of airplane wheel brake systems, discloses an airplane fly-by-wire brake control system and method for a main landing gear of a multi-wheel frame, and provides an airplane multi-wheel fly-by-wire brake control method and system. The technical approach of the invention is as follows: in the high-speed section, the brake of the rear row wheels is weakened, the brake of the front row wheels is strengthened, so that the brake head-lowering moment is adapted to distribute the ground normal force of the front row wheels and the ground normal force of the rear row wheels, namely the normal force of the front row wheels is larger than that of the rear row wheels, the transitional slipping of the rear row wheels is reduced, and the aims of improving the brake efficiency of the airplane, shortening the slipping distance and reducing the tire wear of the rear row wheels are fulfilled.
Description
Technical Field
The invention belongs to the technical field of airplane wheel braking systems, and particularly relates to an airplane fly-by-wire braking control system and method for a main landing gear of a multi-wheel frame.
Background
The airplane wheel braking system is used for controlling and controlling the braking of the braking airplane wheel so as to shorten the landing sliding distance of the airplane, prevent the airplane wheel from slipping and dragging the tire to burst, ensure the control safety, reduce the tire abrasion as much as possible, prolong the service life of the aviation tire and improve the economy, the maintainability and the supportability. Under the condition that the airplane is not braked, the bonding force (physically called friction force) between the airplane wheels and the ground, namely the surface of a runway is very small, and after the airplane is braked, the bonding force (physically called friction force) of the airplane wheels is rapidly increased and is in direct proportion to the brake pressure (the braking intensity is expressed by the common braking weight of an outfield). The friction of the wheels caused by braking strongly decelerates the aircraft.
As known from ordinary physics, this force necessarily creates a moment to the aircraft center of mass that lowers the aircraft because of the landing gear height and the distance behind the aircraft center of gravity (center of mass) C of the main landing gear on which the brake wheels are mounted. The presence of the low head moment redistributes the nose landing gear and the main landing gear ground normal force, with the result that the nose landing gear ground normal force increases and the main landing gear ground normal force decreases. Therefore, under the same braking strength, the brake wheels on the main landing gear are easy to slip due to the reduction of the bonding coefficient, so that the action (pressure relief) of an anti-slip system is caused, namely, the anti-slip effect of brake head lowering moment coupling is achieved, the landing sliding distance of the airplane is correspondingly prolonged, and the tire wear is increased due to frequent slipping. In the sliding brake process, pitching motion of lowering and raising the head of the airplane is continuously carried out, stability in the landing process is damaged, and comfort of passengers is reduced.
This phenomenon is often not noticeable for aircraft with 1 braked wheel on each side of the rear three-point landing gear, such as fighter planes, because the landing gear has only a single wheel and is not contrastive. However, wear of the front and rear tires of an aircraft with landing gears having multiple wheels is readily apparent. Large aircraft are equipped with multiple wheels for distributed runway pressure, for example, frame landing gear is typically configured with two front and rear rows of brake wheels (4 brake wheels in total for 2 × 2), or three front and rear rows of brake wheels (6 brake wheels in total for 2 × 3). The left and right main landing gear wheels are steered by a forward drive or a copilot. The front pilot steps on a left brake pedal and a right brake pedal of the front pilot to respectively control wheels of the left landing gear and the right landing gear of the airplane to brake, the front pilot steps on a left brake pedal and a right brake pedal of the front pilot to respectively control the wheels of the left landing gear and the right landing gear of the airplane to brake, and the brake system brakes the wheels with high brake pressure when the front pilot and the front pilot operate simultaneously. In the braking process, the front undercarriage presses the ground more firmly due to the braking head-lowering moment, the main undercarriage releases the ground, the brake wheels on the main undercarriage easily slip, and particularly the rear wheels are far away from the center of gravity of the airplane and the performance is more obvious. As a result, the landing skid distance of the aircraft becomes longer, and the tires of the rear wheels wear more than those of the front wheels. Thus, a potential disadvantage of existing aircraft multi-wheel landing gear configurations is that the aircraft brakes are inefficient and the tires on the rear wheels wear more than the tires on the front wheels. The brake head lowering moment coupling anti-skid effect cannot be ignored. Active countermeasures are required to be provided for a multi-wheel large airplane and a high-position gravity center airplane so as to improve the use brake efficiency, reduce the abrasion of tires and improve the operation economy, the maintainability and the supportability.
Chinese patent publication No. 101052564a discloses a method and apparatus for improving braking performance of an aircraft when the aircraft is traveling on the ground, wherein a normal force of a strut of a front landing gear is used as a reference, and a negative lift force is generated by an elevator and a horizontal tail aerodynamic surface to counteract a low head moment caused by braking. The technical scheme has the defects that measures are not taken for the difference of the positions of the front row wheels and the rear row wheels, and the problem that the rear row wheels are easy to slip still exists; the efficiency of the control surface is sharply reduced along with the reduction of the sliding speed, the effect of regulating the braking low head moment by the negative lift force is poor, and the sliding braking performance of the airplane is not obviously improved.
Disclosure of Invention
The invention provides a method and a system for controlling multi-wheel electric transmission braking of an airplane, aiming at overcoming the defects that the airplane is low in braking efficiency and the abrasion of a tire of a rear row wheel is larger than that of a front row wheel in the configuration of a multi-wheel undercarriage of the airplane in the prior art. The technical approach of the invention is as follows: in the high-speed section, the brake of the rear row wheels is weakened, the brake of the front row wheels is strengthened, so that the brake head-lowering moment is adapted to distribute the ground normal force of the front row wheels and the ground normal force of the rear row wheels, namely the normal force of the front row wheels is larger than that of the rear row wheels, the transitional slipping of the rear row wheels is reduced, and the aims of improving the brake efficiency of the airplane, shortening the slipping distance and reducing the tire wear of the rear row wheels are fulfilled.
In order to achieve the purpose, the invention is realized by adopting the following technical scheme.
The first technical scheme is as follows:
a multi-wheel carrier main landing gear airplane fly-by-wire brake control system comprises a left main landing gear and a right main landing gear, wherein the left main landing gear and the right main landing gear are symmetrically positioned on two sides of an airplane longitudinal axis of an airplane and behind a mass center of the airplane; the left main undercarriage and the right main undercarriage respectively comprise 4 brake wheels, and the 4 brake wheels of the left main undercarriage form a left front row wheel and a left rear row wheel in a pairwise manner; every two 4 brake wheels of the right main landing gear form a right front row wheel and a right rear row wheel;
the control system includes: the control box, 8 wheel speed sensors, 8 electro-hydraulic servo valves and 4 brake command sensors;
each brake wheel is provided with a wheel speed sensor;
the 8 electro-hydraulic servo valves are symmetrically arranged in wheel cabins at two sides of a longitudinal axis of the airplane, 4 electro-hydraulic servo valves are arranged in the wheel cabin at each side, and each electro-hydraulic servo valve controls one brake wheel;
the 4 brake command sensors are symmetrically arranged below the bottom plates of the cockpit on two sides of the longitudinal axis of the airplane, and 2 brake command sensors are arranged on each side.
The first technical scheme of the invention has the characteristics and further improvements that:
(1) each speed sensor is provided with a mechanical interface and an electrical interface, and the mechanical interface is mechanically connected with the corresponding brake wheel and used for receiving the rotary motion transmitted by the brake wheel; the electrical interface is electrically connected with the control box and provides a wheel rotation speed voltage signal of the corresponding brake wheel to the control box.
(2) The 4 brake instruction sensors are a driving left brake instruction sensor, a driving right brake instruction sensor, a copilot left brake instruction sensor and a copilot right brake instruction sensor from left to right in sequence;
each of the brake command sensors is operated by a driver depressing a brake pedal.
(3) Each electro-hydraulic servo valve is a positive gain pressure servo valve, and each electro-hydraulic servo valve is provided with an electric interface and three hydraulic interfaces: the oil inlet, the brake port and the oil return port;
one electrical interface is electrically connected with the control box and receives brake and antiskid control current signals sent by the control box; the oil inlet is connected with a pressure source pipeline of an aircraft brake system; the brake port is connected with an oil inlet pipeline of a brake device of the brake wheel; the oil return port is connected with an aircraft oil return pipeline.
(4) The control box is installed in the aircraft rear equipment cabin and is a digital brake control box.
(5) The control box is provided with an electrical interface which is electrically connected with 4 brake command sensors, 8 wheel speed sensors and 8 electro-hydraulic servo valves respectively;
the control box is used for receiving brake command voltage signals sent by 4 brake command sensors and wheel speed voltage signals sent by 8 wheel speed sensors and outputting brake and antiskid control current signals to 8 electro-hydraulic servo valves.
The second technical scheme is as follows:
a method for controlling fly-by-wire braking of an airplane with a main landing gear of a multi-wheel carrier, which is applied to a control system according to the first technical scheme, wherein the method comprises the following steps:
collecting a braking instruction;
generating a brake instruction control current according to the brake instruction;
collecting the sliding speed of the airplane;
determining a brake control current according to the airplane running speed;
outputting a brake control current and outputting brake control pressure according to the brake control current;
collecting the speed of the airplane wheel;
determining whether the wheel skids according to the speed of the wheel, and if so, generating antiskid control current;
outputting the integrated brake control current according to the brake control current and the antiskid control current;
and outputting anti-skid brake control pressure according to the integrated brake control current.
The second technical scheme of the invention has the characteristics and further improvements that:
(1) and determining a brake control current according to the plane running speed, specifically comprising the following steps:
when the airplane sliding speed is greater than or equal to the airplane sliding speed set value, correcting the brake command control current, and taking the corrected current as the brake control current;
and when the airplane sliding speed is smaller than the airplane sliding speed set value, taking the brake command control current as the brake control current.
(2) When the airplane sliding speed is greater than or equal to the airplane sliding speed set value, the brake instruction control current is corrected, and the corrected current is used as the brake control current, and the method specifically comprises the following steps:
and when the sliding speed of the airplane is greater than or equal to the sliding speed set value of the airplane, the brake control current of the front row wheel is greater than the brake control current of the rear row wheel.
(3) When V is more than or equal to VTMaking I1 > I2, specifically:
I1＝(1.15-1.30)IC
I2＝(0.85-0.70)IC
wherein V is the sliding speed of the airplane, and the unit is km/h, VTThe set value of the sliding speed of the airplane is km/h, I1 is the brake control current of the front row wheels and mA, I2 is the brake control current of the rear row wheels and mA, ICControlling current for a brake command, wherein the unit is mA;
the aircraft running speed VTIs 95km/h-120 km/h.
The invention provides a method and a system for controlling multi-wheel fly-by-wire braking of an airplane. The technical approach of the invention is as follows: in the high-speed section, the brake of the rear row wheels is weakened, the brake of the front row wheels is strengthened, so that the brake head-lowering moment is adapted to distribute the ground normal force of the front row wheels and the ground normal force of the rear row wheels, namely the normal force of the front row wheels is larger than that of the rear row wheels, the transitional slipping of the rear row wheels is reduced, and the aims of improving the brake efficiency of the airplane, shortening the slipping distance and reducing the tire wear of the rear row wheels are fulfilled.
Drawings
FIG. 1 is a first schematic structural diagram of an airplane fly-by-wire brake control system of a main landing gear of a multi-wheel carrier provided by an embodiment of the invention;
FIG. 2 is a schematic structural diagram of a second fly-by-wire brake control system for an aircraft with a main landing gear of a multi-carrier according to an embodiment of the present invention;
FIG. 3 is a schematic flow chart of a method for controlling fly-by-wire braking of an aircraft with a main landing gear of a multi-carrier according to an embodiment of the invention;
in the figure: 1-brake command sensor, 2-control box, 3-electro-hydraulic servo valve, 4-brake wheel, 5-wheel speed sensor, FA-aircraft course, C-aircraft center of mass, x-x-aircraft longitudinal axis, L1-aircraft left main landing gear and L2-aircraft right main landing gear.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.
The embodiment of the invention provides an airplane fly-by-wire brake control system of a main landing gear of a multi-wheel carrier, as shown in figure 1, comprising: the airplane brake control system comprises a brake command sensor 1, a control box 2, an electro-hydraulic servo valve 3, brake wheels 4, wheel speed sensors 5 and a main undercarriage, wherein the brake command sensor 1, the electro-hydraulic servo valve 3, the brake wheels 4, the wheel speed sensors 5 and the main undercarriage are symmetrically arranged on two sides of an airplane longitudinal axis x-x of an airplane, and the number of each side is as follows: 2 brake command sensors 1, 4 electro-hydraulic servo valves 3, 4 brake wheels 4, 4 wheel speed sensors 5 and 1 main landing gear;
the main landing gear is a 4-wheel frame main landing gear with a strut positioned in the center of a frame, and comprises a left main landing gear L1 and a right main landing gear L2, wherein the left main landing gear and the right main landing gear are symmetrically positioned on two sides of an aircraft longitudinal axis x-x of the aircraft and behind an aircraft center of mass C. The terms of the left direction and the right direction are that an observer looks along the aircraft heading FA by taking the aircraft longitudinal axis x-x of the aircraft as a coordinate axis, the side where the left hand is located is the left side, and the side where the right hand is located is the right side. The "rear" heading term is defined as the orientation to which the observer faces toward the back of the aircraft FA along the longitudinal axis x-x of the aircraft with the origin of the coordinates of the center of mass C of the aircraft. Each 4-wheel frame main undercarriage is provided with 4 brake wheels 4, 2 brake wheels 4 are mounted on a front shaft to form a front row wheel, and 2 brake wheels 4 are mounted on a rear shaft to form a rear row wheel. The concept of the front row wheel or the rear row wheel is provided as the characteristic requirement of the brake control of the invention;
there are 8 wheel speed sensors 5 in total, one wheel speed sensor 5 being mounted on each brake wheel 4 of the left aircraft main landing gear L1 and the right aircraft main landing gear L2. The speed sensor 5 is provided with a mechanical interface and an electrical interface, wherein the mechanical interface is mechanically connected with the brake wheel 4 and receives the rotary motion transmitted by the brake wheel 4; the electrical interface is electrically connected with the control box 2 and provides a wheel rotation speed voltage signal of the brake wheel 5 for the control box;
4 brake command sensors 1 are symmetrically installed below the bottom plates of the cockpit on two sides of the airplane longitudinal axis x-x of the airplane, 2 brake command sensors 1 are arranged on each side, and a driving left brake command sensor 1, a driving right brake command sensor 1, a copilot left brake command sensor 1 and a copilot right brake command sensor 1 are sequentially arranged from left to right. The brake instruction sensor 1 is operated by a driver stepping on a brake pedal. The brake command sensor 1 is powered by an onboard power supply;
the left and right main landing gear wheels of the aircraft are steered by a forward or copilot. The method comprises the steps that a driver steps on a left brake pedal and a right brake pedal of the driver, operates a left brake command sensor 1 of the driver and a right brake command sensor 1 of the driver, controls the wheel brakes of left and right landing gears of the airplane, namely a left main landing gear L1 of the airplane and a right main landing gear L2 of the airplane, respectively, and a co-driver steps on a left brake pedal and a right brake pedal of the co-driver, operates the left brake command sensor 1 of the co-driver and the right brake command sensor 1 of the co-driver, and can also control the wheel brakes of left and right landing gears of the airplane, namely a left main landing gear L1 of the airplane and a right main landing gear L2 of the airplane respectively. The brake system selects the output wheel with high brake pressure to brake under the condition of simultaneous operation of the primary and secondary drivers;
the 8 electro-hydraulic servo valves 3 are symmetrically arranged in wheel cabins at two sides of an airplane longitudinal axis x-x of the airplane, and each side is provided with 4 electro-hydraulic servo valves 3. The left side 4 electro-hydraulic servo valves 3 are sequentially a left 1 electro-hydraulic servo valve 3, a left 2 electro-hydraulic servo valve 3, a left 3 electro-hydraulic servo valve 3 and a left 4 electro-hydraulic servo valve 3, and respectively control a front row wheel left brake wheel 5, a front row wheel right brake wheel 5, a rear row wheel left brake wheel 5 and a rear row wheel right brake wheel 5 of the left main landing gear L1 of the airplane. The right 4 electro-hydraulic servo valves 3 are a right 1 electro-hydraulic servo valve 3, a right 2 electro-hydraulic servo valve 3, a right 3 electro-hydraulic servo valve 3, a right 4 electro-hydraulic servo valve 3, a front row wheel left brake wheel 5, a front row wheel right brake wheel 5, a rear row wheel left brake wheel 5 and a rear row wheel right brake wheel 5 which respectively control the aircraft right main landing gear L2;
the electro-hydraulic servo valve 3 is a positive gain pressure servo valve. The electro-hydraulic servo valve 3 has one electrical interface and three hydraulic interfaces: the electric interface is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; the oil inlet is connected with a pressure source pipeline of an aircraft brake system; the brake port is connected with an oil inlet pipeline of a brake device of the brake wheel 5; the oil return port is connected with an aircraft oil return pipeline;
specifically, each electrical interface of the left 4 electro-hydraulic servo valves 3 is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; each oil inlet of the 4 electro-hydraulic servo valves 3 on the left side is connected with a pressure source pipeline of an aircraft brake system; left side 4 electro-hydraulic servo valves 3: a brake port of the left 1 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a left brake wheel 5 of a front row wheel of a left main landing gear L1 of the airplane; a brake port of the left 2 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a front row wheel right brake wheel 5 of the left main landing gear L1 of the airplane; a brake port of the left 3 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a left brake wheel 5 of a rear wheel of a left main landing gear L1 of the airplane; a brake port of the left 4 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a right brake wheel 5 of a rear wheel of a left main landing gear L1 of the airplane; each oil return port of the 4 electro-hydraulic servo valves 3 on the left side is connected with an airplane oil return pipeline;
each electrical interface of the right 4 electro-hydraulic servo valves 3 is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; each oil inlet of the 4 electro-hydraulic servo valves 3 on the right side is connected with a pressure source pipeline of an aircraft brake system; right 4 electro-hydraulic servo valves 3: a brake port of the right 1 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a left brake wheel 5 of a front row wheel of a right main landing gear L2 of the airplane; a brake port of the right 2 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a front row wheel right brake wheel 5 of the aircraft right main landing gear L2; a brake port of the right 3 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a left brake wheel 5 of a rear wheel of a right main landing gear L2 of the airplane; a brake port of the right 4 electro-hydraulic servo valve 3 is connected with a brake device oil inlet pipeline of a right brake wheel 5 of a rear wheel of a right main landing gear L2 of the airplane; each oil return port of the 4 electro-hydraulic servo valves 3 on the right side is connected with an airplane oil return pipeline;
the control box 2 is mounted in the rear equipment bay of the aircraft. The control box 2 is a digital brake control box. The control box 2 is provided with an electrical interface which is respectively electrically connected with 4 brake command sensors 1, 8 wheel speed sensors 5 and 8 electro-hydraulic servo valves 3, receives a brake command voltage signal sent by the brake command sensor 1 and a wheel speed voltage signal sent by the wheel speed sensor 5, and outputs brake and antiskid control current signals to the electro-hydraulic servo valves 3. The power supply required by the control box 2 is provided by an aircraft power supply system;
the system of the present invention operates as follows. Taking a driving maneuver as an example:
knowing the full brake parameters: the brake command voltage signal is 6V, the brake control current signal is 20mA, and the brake pressure is 10 MPa. The speed of the airplane is 180km/h when the airplane lands, runs and brakes. Set value V of airplane running speedTIs 100km/h
When the left and right brake pedals are fully stepped to the full brake during driving, the left and right brake command sensors 1 mechanically connected with the driving brake pedal are operated by the brake pedal to output brake command voltage signals of the full brake, and full brake fingers are sent to the control box 2And (5) making. The control box 2 acquires a full brake command voltage signal 6V sent by a driver, the brake pressure of the full brake is Ma10MPa, and the control box 2 needs to generate a brake control current signal 20mA of the full brake. Whether the current is directly output to the electro-hydraulic servo valve 3 without breaking or not needs to be checked according to the airplane speed when the airplane is braked. When the airplane is in the non-high-speed sliding stage, the current is directly output to the electro-hydraulic servo valve 3 without breaking, otherwise, the current needs to be adjusted, so that the brake pressure of the rear row wheel is reduced, and the brake pressure of the front row wheel is maximum. The current regulation is performed according to a given law. At present, the speed of the airplane is 180km/h when the airplane lands, runs and brakes and is greater than the set value V of the running speed of the airplaneT100km/h, therefore, the control box 2 adjusts the brake control current signal 20mA of the full brake corresponding to the full brake command voltage signal 6V sent by the driver:
known as ICAdjusting by increasing or decreasing 20% until I1 is greater than I2, and taking I1 as 1.20IC，I2＝0.80ICThen, then
Front row wheel brake control current I1 ═ 1.20IC＝1.20×20＝24mA
Brake control current I2 of rear wheel is 0.80IC＝0.80×20＝16mA
The control box 2 outputs the adjusted brake control current signals to the electro-hydraulic servo valves 3, specifically, the left 1 electro-hydraulic servo valve 3 and the left 2 electro-hydraulic servo valve 3 of the left 4 electro-hydraulic servo valves 3 and the right 1 electro-hydraulic servo valve 3 and the right 2 electro-hydraulic servo valve 3 of the right 4 electro-hydraulic servo valves 3 obtain brake control current signals 24mA, output brake pressure 12MPa, and respectively transmit the brake control current signals to the brake devices of the left brake wheel 5 and the right brake wheel 5 of the front row wheel of the left main landing gear L1 of the airplane and the brake devices of the left brake wheel 5 and the right brake wheel 5 of the front row wheel of the right main landing gear L2 of the airplane for braking;
the left 3 electro-hydraulic servo valves 3 and the left 4 electro-hydraulic servo valves 3 of the 4 electro-hydraulic servo valves 3 on the left side and the right 3 electro-hydraulic servo valves 3 and the right 4 electro-hydraulic servo valves 3 of the 4 electro-hydraulic servo valves 3 on the right side obtain brake control current signals 16mA, output brake pressure 8MPa and are respectively transmitted to the brake devices of the left brake wheel 5 and the right brake wheel 5 of the rear row wheel of the left main landing gear L1 of the airplane and the brake devices of the left brake wheel 5 and the right brake wheel 5 of the rear row wheel of the right main landing gear L2 of the airplane for braking;
in the process of airplane sliding and braking, if the airplane wheel slips, the control box 2 generates a corresponding anti-slip control current signal according to the sliding depth reflected by the airplane wheel speed voltage signal provided by the airplane wheel speed sensor 5, the brake control current signal input to the electro-hydraulic servo valve 3 and the anti-slip control current signal are integrated, the brake control current signal input to the electro-hydraulic servo valve 3 is reduced, and the airplane wheel slip is relieved. The anti-slip control is carried out according to the prior art.
Compared with the prior art, under the condition, the landing and running on the dry cement runway, the sliding frequency of the rear wheels is reduced by 85%, the abrasion of the tires of the rear wheels is reduced by 75%, and the landing and running distance is shortened by 35%.
The difference between this example and example 1 is that the number of electro-hydraulic servo valves 3 is reduced by half, 2 electro-hydraulic servo valves 3 on each side of the aircraft, one electro-hydraulic servo valve 3 controlling a pair of brake wheels 4. The method comprises the following steps: a left 1 electro-hydraulic servo valve 3 on the left side of the airplane controls the front row wheel brake of a left main landing gear L1 of the airplane, and a left 2 electro-hydraulic servo valve 3 controls the rear row wheel brake of a left main landing gear L1 of the airplane; the right 1 electro-hydraulic servo valve 3 on the right side of the airplane controls the front row wheel brake of the right main landing gear L2 of the airplane, and the right 2 electro-hydraulic servo valve 3 controls the rear row wheel brake of the right main landing gear L2 of the airplane.
A multiple carrier main landing gear aircraft fly-by-wire brake control system, as shown in figure 2, comprising: the airplane brake control system comprises a brake command sensor 1, a control box 2, an electro-hydraulic servo valve 3, brake wheels 4, wheel speed sensors 5 and a main undercarriage, wherein the brake command sensor 1, the electro-hydraulic servo valve 3, the brake wheels 4, the wheel speed sensors 5 and the main undercarriage are symmetrically arranged on two sides of an airplane longitudinal axis x-x of an airplane, and the number of each side is as follows: 2 brake command sensors 1, 2 electro-hydraulic servo valves 3, 4 brake wheels 4, 4 wheel speed sensors 5 and 1 main landing gear;
the main landing gear is a 4-wheel frame main landing gear with a strut positioned in the center of a frame, and comprises a left main landing gear L1 and a right main landing gear L2, wherein the left main landing gear and the right main landing gear are symmetrically positioned on two sides of an aircraft longitudinal axis x-x of the aircraft and behind an aircraft center of mass C. The terms of the left direction and the right direction are that an observer looks along the aircraft heading FA by taking the aircraft longitudinal axis x-x of the aircraft as a coordinate axis, the side where the left hand is located is the left side, and the side where the right hand is located is the right side. The "rear" heading term is defined as the orientation to which the observer faces toward the back of the aircraft FA along the longitudinal axis x-x of the aircraft with the origin of the coordinates of the center of mass C of the aircraft. Each 4-wheel frame main undercarriage is provided with 4 brake wheels 4, 2 brake wheels 4 are mounted on a front shaft to form a front row wheel, and 2 brake wheels 4 are mounted on a rear shaft to form a rear row wheel. The concept of the front row wheel or the rear row wheel is provided as the characteristic requirement of the brake control of the invention;
there are 8 wheel speed sensors 5 in total, one wheel speed sensor 5 being mounted on each brake wheel 4 of the left aircraft main landing gear L1 and the right aircraft main landing gear L2. The speed sensor 5 is provided with a mechanical interface and an electrical interface, wherein the mechanical interface is mechanically connected with the brake wheel 4 and receives the rotary motion transmitted by the brake wheel 4; the electrical interface is electrically connected with the control box 2 and provides a wheel rotation speed voltage signal of the brake wheel 5 for the control box;
4 brake command sensors 1 are symmetrically installed below the bottom plates of the cockpit on two sides of the airplane longitudinal axis x-x of the airplane, 2 brake command sensors 1 are arranged on each side, and a driving left brake command sensor 1, a driving right brake command sensor 1, a copilot left brake command sensor 1 and a copilot right brake command sensor 1 are sequentially arranged from left to right. The brake instruction sensor 1 is operated by a driver stepping on a brake pedal. The brake command sensor 1 is powered by an onboard power supply;
the left and right main landing gear wheels of the aircraft are steered by a forward or copilot. The method comprises the steps that a driver steps on a left brake pedal and a right brake pedal of the driver, operates a left brake command sensor 1 of the driver and a right brake command sensor 1 of the driver, controls the wheel brakes of left and right landing gears of the airplane, namely a left main landing gear L1 of the airplane and a right main landing gear L2 of the airplane, respectively, and a co-driver steps on a left brake pedal and a right brake pedal of the co-driver, operates the left brake command sensor 1 of the co-driver and the right brake command sensor 1 of the co-driver, and can also control the wheel brakes of left and right landing gears of the airplane, namely a left main landing gear L1 of the airplane and a right main landing gear L2 of the airplane respectively. The brake system selects the output wheel with high brake pressure to brake under the condition of simultaneous operation of the primary and secondary drivers;
the 4 electro-hydraulic servo valves 3 are symmetrically arranged in wheel cabins at two sides of an airplane longitudinal axis x-x of the airplane, and 2 electro-hydraulic servo valves 3 are arranged at each side. The left side 2 electro-hydraulic servo valves 3 are sequentially a left 1 electro-hydraulic servo valve 3, a left 2 electro-hydraulic servo valve 3, a front row wheel left brake wheel 5, a front row wheel right brake wheel 5, a rear row wheel left brake wheel 5 and a rear row wheel right brake wheel 5 which respectively control the left main landing gear L1 of the airplane. The right 2 electro-hydraulic servo valves 3 are a right 1 electro-hydraulic servo valve 3, a right 2 electro-hydraulic servo valve 3, a front row wheel left brake wheel 5, a front row wheel right brake wheel 5, a rear row wheel left brake wheel 5 and a rear row wheel right brake wheel 5 which respectively control the aircraft right main landing gear L2;
the electro-hydraulic servo valve 3 is a positive gain pressure servo valve. The electro-hydraulic servo valve 3 has one electrical interface and three hydraulic interfaces: the electric interface is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; the oil inlet is connected with a pressure source pipeline of an aircraft brake system; the brake port is connected with an oil inlet pipeline of a brake device of the brake wheel 5; the oil return port is connected with an aircraft oil return pipeline;
specifically, each electrical interface of the left 2 electro-hydraulic servo valves 3 is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; each oil inlet of the left electro-hydraulic servo valve 3 of the 2 electro-hydraulic servo valves is connected with a pressure source pipeline of an airplane brake system; left side 2 electro-hydraulic servo valves 3: the brake port of the left 1 electro-hydraulic servo valve 3 is respectively connected with oil inlet pipelines of brake devices of a left brake wheel 5 and a right brake wheel 5 of a front row wheel of a left main landing gear L1 of the airplane; the brake port of the left 2 electro-hydraulic servo valve 3 is respectively connected with oil inlet pipelines of brake devices of a left brake wheel 5 and a right brake wheel 5 of a rear wheel of a left main landing gear L1 of the airplane; each oil return port of the left 2 electro-hydraulic servo valves 3 is connected with an airplane oil return pipeline;
each electrical interface of the right 2 electro-hydraulic servo valves 3 is electrically connected with the control box 2 and receives a control current signal sent by the control box 2; each oil inlet of the 2 electro-hydraulic servo valves 3 on the right side is connected with a pressure source pipeline of an aircraft brake system; right 2 electro-hydraulic servo valves 3: the brake port of the left 1 electro-hydraulic servo valve 3 is respectively connected with oil inlet pipelines of brake devices of a left brake wheel 5 and a right brake wheel 5 of a front row wheel of a right main landing gear L2 of the airplane; the brake port of the right 2 electro-hydraulic servo valve 3 is respectively connected with the oil inlet pipelines of the brake devices of the left brake wheel 5 and the right brake wheel 5 of the rear row wheel of the aircraft right main landing gear L2; each oil return port of the 2 electro-hydraulic servo valves 3 on the right side is connected with an airplane oil return pipeline;
the control box 2 is mounted in the rear equipment bay of the aircraft. The control box 2 is a digital brake control box. The control box 2 is provided with an electrical interface which is respectively electrically connected with 4 brake command sensors 1, 8 wheel speed sensors 5 and 4 electro-hydraulic servo valves 3, receives a brake command voltage signal sent by the brake command sensor 1 and a wheel speed voltage signal sent by the wheel speed sensor 5, and outputs brake and antiskid control current signals to the electro-hydraulic servo valves 3. The power required by the control box 2 is provided by the aircraft power system.
The embodiment of the invention provides a method for controlling fly-by-wire braking of an airplane of a main landing gear of a multi-wheel carrier, which comprises the following steps of:
firstly, collecting a brake instruction.
The braking command is provided by a braking command sensor.
Second, generating a brake command control current
And the control box generates a brake command control current signal according to the obtained brake command voltage signal.
And thirdly, acquiring the speed of the airplane.
The aircraft speed is provided by a wheel speed sensor or by a flight parameter system on the aircraft.
Fourthly, determining the brake control current
The control box determines a brake control current signal according to the plane running speed so as to adjust the actual brake pressure transmitted to the airplane wheel. When the sliding speed of the airplane is greater than or equal to the sliding speed set value of the airplane, the braking instruction control current is corrected, the braking pressure of the rear row wheel is reduced to enable the rear row wheel to be lower than the front row wheel, the braking pressure of the front row wheel is improved, and the correction equation is as follows:
when V is more than or equal to VTSo that I1 is greater than I2
I1＝(1.15-1.30)IC
I2＝(0.85-0.70)IC
In the formula, V is the sliding speed of the airplane, km/h
VTSet value of speed of taxiing, km/h, VTIs 95-120km/h
I1-front wheel brake control Current, mA
I2-rear wheel brake control Current, mA
IC-brake command control current, mA
And when the airplane sliding speed is less than the airplane sliding speed set value, the braking instruction control current is not corrected.
The control box is internally provided with an electro-hydraulic servo valve current-pressure characteristic curve.
And fifthly, outputting the brake control current.
The control box outputs the brake control current signal obtained in the fourth step to the electro-hydraulic servo valve.
And sixthly, outputting the brake control pressure.
The electro-hydraulic servo valve outputs the determined brake pressure to the brake wheel to brake after obtaining the brake control current.
And seventhly, collecting the speed of the airplane wheel.
The wheel speed is provided by a wheel speed sensor.
And eighthly, generating the anti-skid control current.
If the wheel is slipped, the control box generates a slip control current according to the wheel slip state. Otherwise, no antiskid control current is generated.
And step nine, outputting the integrated brake control current.
And the control box synthesizes the brake control current signal obtained in the fourth step and the antiskid control current signal generated in the eighth step to obtain a reduced brake control current signal and outputs the reduced brake control current signal to the electro-hydraulic servo valve.
Tenth step, outputting the antiskid brake control pressure
The electro-hydraulic servo valve obtains the integrated brake control current to output brake pressure to the brake wheel for braking, and the wheel skid is eliminated.
Although the embodiments of the present invention have been described above, the above description is only for the convenience of understanding the present invention, and is not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (10)
1. A multi-wheel carrier main landing gear airplane fly-by-wire brake control system comprises a left main landing gear and a right main landing gear, wherein the left main landing gear and the right main landing gear are symmetrically positioned on two sides of an airplane longitudinal axis of an airplane and behind a mass center of the airplane; the left main undercarriage and the right main undercarriage respectively comprise 4 brake wheels, and the 4 brake wheels of the left main undercarriage form a left front row wheel and a left rear row wheel in a pairwise manner; every two 4 brake wheels of the right main landing gear form a right front row wheel and a right rear row wheel;
characterized in that the control system comprises: the control box, 8 wheel speed sensors, 8 electro-hydraulic servo valves and 4 brake command sensors;
each brake wheel is provided with a wheel speed sensor;
the 8 electro-hydraulic servo valves are symmetrically arranged in wheel cabins at two sides of a longitudinal axis of the airplane, 4 electro-hydraulic servo valves are arranged in the wheel cabin at each side, and each electro-hydraulic servo valve controls one brake wheel;
the 4 brake command sensors are symmetrically arranged below the bottom plates of the cockpit on two sides of the longitudinal axis of the airplane, and 2 brake command sensors are arranged on each side.
2. A multi-carrier main landing gear aircraft fly-by-wire brake control system according to claim 1,
each speed sensor is provided with a mechanical interface and an electrical interface, and the mechanical interface is mechanically connected with the corresponding brake wheel and used for receiving the rotary motion transmitted by the brake wheel; the electrical interface is electrically connected with the control box and provides a wheel rotation speed voltage signal of the corresponding brake wheel to the control box.
3. The multi-carrier main landing gear airplane fly-by-wire brake control system according to claim 1, wherein the 4 brake command sensors are a driving left brake command sensor, a driving right brake command sensor, a copilot left brake command sensor and a copilot right brake command sensor in sequence from left to right;
each of the brake command sensors is operated by a driver depressing a brake pedal.
4. A multi-carrier main landing gear aircraft fly-by-wire brake control system according to claim 1,
each electro-hydraulic servo valve is a positive gain pressure servo valve, and each electro-hydraulic servo valve is provided with an electric interface and three hydraulic interfaces: the oil inlet, the brake port and the oil return port;
one electrical interface is electrically connected with the control box and receives brake and antiskid control current signals sent by the control box; the oil inlet is connected with a pressure source pipeline of an aircraft brake system; the brake port is connected with an oil inlet pipeline of a brake device of the brake wheel; the oil return port is connected with an aircraft oil return pipeline.
5. An airplane fly-by-wire brake control system for a multi-carrier main landing gear according to claim 1, wherein the control box is mounted in the rear equipment bay of the airplane and is a digital brake control box.
6. The multi-carrier main landing gear aircraft fly-by-wire brake control system of claim 1, wherein the control box has an electrical interface electrically connected to 4 brake command sensors, 8 wheel speed sensors and 8 electro-hydraulic servo valves, respectively;
the control box is used for receiving brake command voltage signals sent by 4 brake command sensors and wheel speed voltage signals sent by 8 wheel speed sensors and outputting brake and antiskid control current signals to 8 electro-hydraulic servo valves.
7. A method of controlling fly-by-wire braking of a multi-carrier main landing gear aircraft for use in a control system according to any one of claims 1 to 6, the method comprising:
collecting a braking instruction;
generating a brake instruction control current according to the brake instruction;
collecting the sliding speed of the airplane;
determining a brake control current according to the airplane running speed;
outputting a brake control current and outputting brake control pressure according to the brake control current;
collecting the speed of the airplane wheel;
determining whether the wheel skids according to the speed of the wheel, and if so, generating antiskid control current;
outputting the integrated brake control current according to the brake control current and the antiskid control current;
and outputting anti-skid brake control pressure according to the integrated brake control current.
8. The method for controlling fly-by-wire braking of an aircraft with a main landing gear of a multi-wheel carrier according to claim 7, wherein the braking control current is determined according to the aircraft running speed, and specifically comprises:
when the airplane sliding speed is greater than or equal to the airplane sliding speed set value, correcting the brake command control current, and taking the corrected current as the brake control current;
and when the airplane sliding speed is smaller than the airplane sliding speed set value, taking the brake command control current as the brake control current.
9. The method for controlling fly-by-wire braking of an aircraft with a main landing gear of a multi-wheel carrier according to claim 8, wherein when the sliding speed of the aircraft is greater than or equal to the sliding speed set value of the aircraft, the braking command control current is corrected, and the corrected current is used as the braking control current, specifically:
and when the sliding speed of the airplane is greater than or equal to the sliding speed set value of the airplane, the brake control current of the front row wheel is greater than the brake control current of the rear row wheel.
10. The method of claim 9, wherein V is greater than or equal to V for fly-by-wire brake control of an aircraft with a main landing gear of a multi-wheel carrierTMaking I1 > I2, specifically:
I1＝(1.15-1.30)IC
I2＝(0.85-0.70)IC
wherein V is the sliding speed of the airplane, and the unit is km/h, VTThe set value of the sliding speed of the airplane is km/h, I1 is the brake control current of the front row wheels and mA, I2 is the brake control current of the rear row wheels and mA, ICControlling current for a brake command, wherein the unit is mA;
the aircraft running speed VTIs 95km/h-120 km/h.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010652087.6A CN111976962A (en) | 2020-07-08 | 2020-07-08 | Fly-by-wire brake control system and method for multi-wheel vehicle frame main landing gear airplane |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010652087.6A CN111976962A (en) | 2020-07-08 | 2020-07-08 | Fly-by-wire brake control system and method for multi-wheel vehicle frame main landing gear airplane |
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| Publication Number | Publication Date |
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| CN111976962A true CN111976962A (en) | 2020-11-24 |
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| CN202010652087.6A Withdrawn CN111976962A (en) | 2020-07-08 | 2020-07-08 | Fly-by-wire brake control system and method for multi-wheel vehicle frame main landing gear airplane |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106218871A (en) * | 2016-07-25 | 2016-12-14 | 西安航空制动科技有限公司 | Aircraft brake anti-skid control method and airplane brake system |
| CN109963757A (en) * | 2016-08-24 | 2019-07-02 | 沃尔沃建筑设备公司 | Method for controlling the brake force of engineering machinery |
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2020
- 2020-07-08 CN CN202010652087.6A patent/CN111976962A/en not_active Withdrawn
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106218871A (en) * | 2016-07-25 | 2016-12-14 | 西安航空制动科技有限公司 | Aircraft brake anti-skid control method and airplane brake system |
| CN109963757A (en) * | 2016-08-24 | 2019-07-02 | 沃尔沃建筑设备公司 | Method for controlling the brake force of engineering machinery |
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