CN112249310A - Airplane brake pressure feedback adjusting system and method - Google Patents
Airplane brake pressure feedback adjusting system and method Download PDFInfo
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- CN112249310A CN112249310A CN202011039088.XA CN202011039088A CN112249310A CN 112249310 A CN112249310 A CN 112249310A CN 202011039088 A CN202011039088 A CN 202011039088A CN 112249310 A CN112249310 A CN 112249310A
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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
- B64C25/46—Brake regulators for preventing skidding or aircraft somersaulting
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Abstract
The invention discloses an airplane brake pressure feedback adjusting system, which comprises a master control device, an airplane wheel speed sensor, an airplane wheel torque sensor, an electronic anti-skid control box and an electro-hydraulic servo valve, wherein the airplane wheel speed sensor is connected with the airplane wheel torque sensor; the main control device comprises a main microprocessor, a brake instruction conditioning unit, a wheel speed signal conditioning unit, a cabin switch signal conditioning unit, a control signal output conditioning unit and an alarm conditioning unit, wherein the brake instruction conditioning unit, the wheel speed signal conditioning unit, the cabin switch signal conditioning unit and a power supply processing unit are connected with the main microprocessor. Has the advantages that: the invention adopts a high-safety fault processing strategy and ensures the braking capability of the airplane, thereby further improving the safety of the taking-off and landing braking of the airplane. When single redundancy faults occur in any electrical element in the system, the system can be switched to a standby channel to work, and the braking capacity of the system is not influenced.
Description
Technical Field
The invention relates to the technical field of airplane brake, in particular to an airplane brake pressure feedback adjusting system and method.
Background
The airplane wheel braking system is a constituent part of a modern airplane landing gear, is basic guarantee equipment for safe operation of airplane take-off, landing and running and ground sliding operation, is used for shortening the running distance after the airplane lands, stopping the airplane as soon as possible and preventing tires from being broken off. Test research and use show that the landing and sliding distance of the airplane can be effectively shortened by adopting automatic braking under certain conditions. Automatic braking is also a long-felt desire to reduce the load on the driver at critical moments in landing safety. At present, a common airplane does not have automatic braking capability, and the airplane comprises an airplane adopting telex braking, a driver is required to step on a brake pedal all the time to operate a brake valve or a brake command sensor through a brake handle during braking, only some airplane models such as Boeing, air passenger and the like, such as B737-700 and A320, are provided with automatic braking systems, and the airplane is automatically braked according to different deceleration rate levels.
The airplane antiskid braking system is used as an important airborne system of an airplane, the safety of the airplane is seriously influenced if the antiskid braking system can work normally, at present, the airplane antiskid system adopts the speed of an airplane wheel as a feedback instruction of the antiskid system, so that the aim of preventing the antiskid braking system from being locked can be fulfilled, and an electro-hydraulic pressure servo valve is used as a braking pressure control device in the braking process. The anti-skid brake system is usually provided with a brake pressure sensor for indicating the brake pressure, the brake pressure does not participate in control, and the current electro-hydraulic pressure servo valve usually has the phenomenon of unstable performance, which is mainly reflected in that the electro-hydraulic pressure servo valve is easy to generate dead zone drift and gain change, the anti-skid brake performance is directly influenced, and the landing safety of an airplane can be damaged in serious cases.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provides an aircraft brake pressure feedback adjusting system and method.
In order to achieve the purpose, the invention adopts the following technical scheme: an airplane brake pressure feedback regulation system comprises a master control device, an airplane wheel speed sensor, an airplane wheel torque sensor, an electronic anti-skid control box and an electro-hydraulic servo valve;
the main control device comprises a main microprocessor, a brake instruction conditioning unit, a wheel speed signal conditioning unit, a cabin switch signal conditioning unit, a control signal output conditioning unit and an alarm conditioning unit, wherein the brake instruction conditioning unit, the wheel speed signal conditioning unit, the cabin switch signal conditioning unit and a power supply processing unit are connected with the main microprocessor, and the main microprocessor is connected with the input end of the control signal output conditioning unit and the input end of the alarm conditioning unit;
the number of the airplane wheel speed sensors and the number of the airplane wheel torque sensors are 2, and the airplane wheel speed sensors and the number of the airplane wheel torque sensors are respectively positioned on a left airplane wheel and a right airplane wheel of the airplane; the airplane wheel speed sensor and the airplane wheel torque sensor are fixedly arranged on an airplane wheel shaft; the signal output line of the airplane wheel speed sensor is connected with the input end of the brake command conditioning unit, and the signal output line of the airplane wheel torque sensor is connected with the input end of the main microprocessor;
an oil inlet pipe nozzle of the electro-hydraulic servo valve is connected with an output port of the brake valve through a hydraulic pipeline; an oil outlet nozzle of a hydraulic part of the electro-hydraulic servo valve is connected with an oil inlet nozzle of a brake device through a hydraulic pipeline; an oil return pipe nozzle of a hydraulic part of the electro-hydraulic servo valve is connected with an oil tank of the brake system through a hydraulic pipeline; the electric part of the electro-hydraulic servo valve comprises a main channel and an auxiliary channel;
the electronic anti-skid control box is fixedly arranged in the aircraft accessory cabin; the input port of the electronic anti-skid control box is connected with the airplane wheel speed sensor through a lead; the output port of the electronic anti-skid control box is connected with the electro-hydraulic servo valve through a lead.
In the aircraft brake pressure feedback regulating system, a main channel of an electric part of the electro-hydraulic servo valve comprises a main coil of a dual-redundancy brake command sensor, a main coil of each pressure sensor, a normal brake control unit, a main coil of a dual-redundancy hydraulic cut-off valve and a main coil of a dual-redundancy pressure servo valve;
when the main channel of the electrical part is connected, a normal power supply of the airplane is connected with an emergency power supply of the airplane in parallel; the output interface of the normal power supply of the airplane is connected with the power supply interface of the normal brake control unit, the main coil signal output interface of the dual-redundancy brake command sensor is connected with the input interface of the normal brake control unit, the main coil signal output interface of each pressure sensor is connected with the input interface of the normal brake control unit through a cable, the control output interface of the normal brake control unit is connected with the main coil input interface of the dual-redundancy hydraulic cut-off valve through a cable, and the main coil input interface of the dual-redundancy pressure servo valve is respectively connected with the control output interface of the normal brake control unit through a cable.
In the aircraft brake pressure feedback regulation system, the auxiliary channel of the electrical part of the aircraft brake control system comprises a standby coil of a dual-redundancy brake command sensor, a standby coil of a pressure sensor, a standby brake control unit, a standby coil of a dual-redundancy hydraulic cut-off valve, a standby coil of a dual-redundancy pressure servo valve and an aircraft emergency power supply;
when the auxiliary channel of the electrical part is connected, an output interface of an aircraft emergency power supply is connected with a power supply interface of a standby brake control unit through a cable, a standby coil signal output interface of a dual-redundancy brake command sensor is connected with an input interface of the standby brake control unit through a cable, a standby coil signal output interface of a pressure sensor is connected with an input interface of the standby brake control unit through a cable, and a control output interface of the standby brake control unit is connected with a standby coil input interface of a dual-redundancy hydraulic cut-off valve through a cable; and a standby coil input interface of the dual-redundancy pressure servo valve is respectively connected with a control output interface of the standby brake control unit through a cable.
In the method for adjusting the feedback of the braking pressure of the airplane, a main microprocessor determines an actual slip factor based on an airplane wheel torque sensor and an airplane wheel speed sensor;
s1, comparing the actual slip factor with a slip factor threshold value;
if the actual slip factor reaches a slip factor threshold, updating the slip factor threshold; and reducing the braking torque to make the actual slip factor less than the updated slip factor threshold;
s2, determining an actual slip factor by the braking torque and the rotating speed comprises the following steps:
calculating eta1＝Jω/Mb
If eta1＞ηslipAnd omega < omegaminIf η is 1;
if eta1≤ηslipThen η ═ η1；
Wherein eta is the actual slip factor, etaslipIs a slip factor threshold value, J is the rotational inertia of the airplane wheel, omega is the rotating speed of the airplane wheel, omegaminIs a predetermined rotational speed threshold, MbThe braking torque is used.
In the method for feedback adjustment of aircraft brake pressure, if the actual slip factor reaches a slip factor threshold, updating the slip factor threshold includes: if the actual slip factor is larger than or equal to the slip factor threshold value, updating the binding force peak value based on the brake torque and the rotating speed; and updating the slip factor threshold based on the updated peak binding force value.
In the method for feedback adjustment of aircraft brake pressure, updating the peak value of the bonding force based on the brake torque and the rotating speed includes:
calculating Flm＝(1-)ηMb/r
Wherein, FlmR is the radius of the airplane wheel for the binding force;
binding force when the actual slip factor equals the slip factor thresholdFlmIs the peak value of the binding force Fslip。
The updating the slip factor threshold based on the peak binding capacity value comprises:
and (3) calculating: etaslip/ηss＝k1(Fslip/Fss)3+k2(Fslip/Fss)2+k3(Fslip/Fss)+k4
Wherein eta isssFor a preset initial value of the slip factor, FssIs a preset initial value of the binding force etaslipIs the updated slip factor threshold, k1、k2、k3、k4Is a preset coefficient and satisfies the following conditions: -1 < k1＜0；
0＜k2＜1；
-1＜k3＜0；
0＜k4＜1。
Determining a binding force F based on the braking torque and the rotational speedlmAnd judging the binding force FlmWhether or not to satisfyFlm＜kadFslip；
If so, increasing the braking torque;
wherein k isadIs an adhesion coefficient and satisfies 0.5 < kad＜1。
Compared with the prior art, the invention has the advantages that:
the invention adopts a high-safety fault processing strategy and ensures the braking capability of the airplane, thereby further improving the safety of the taking-off and landing braking of the airplane. When single redundancy faults occur in any electrical element in the system, the system can be switched to a standby channel to work, and the braking capacity of the system is not influenced.
Meanwhile, if any dual-redundancy pressure servo valve in the system has mechanical or hydraulic faults, the system can receive pressure feedback information and simultaneously close the valve and the input hydraulic pressure of the symmetrical dual-redundancy pressure servo valve, so that the airplane brake energy bias caused by the inconsistency of left and right brake pressures is prevented;
the airplane antiskid brake control system and the airplane antiskid brake control method can obviously improve the running efficiency and the use safety of the brake system of the airplane in takeoff and landing running; the invention relates to an aircraft antiskid brake control method and system.
Drawings
Fig. 1 is a schematic block diagram of an aircraft brake pressure feedback regulation system according to the present invention.
Detailed Description
The following examples are for illustrative purposes only and are not intended to limit the scope of the present invention.
Examples
Referring to fig. 1, an aircraft brake pressure feedback regulation system includes a master control device, an airplane wheel speed sensor, an airplane wheel torque sensor, an electronic anti-skid control box and an electro-hydraulic servo valve;
the main control device comprises a main microprocessor, a brake instruction conditioning unit, a wheel speed signal conditioning unit, a cabin switch signal conditioning unit, a control signal output conditioning unit and an alarm conditioning unit, wherein the brake instruction conditioning unit, the wheel speed signal conditioning unit, the cabin switch signal conditioning unit and a power supply processing unit are connected with the main microprocessor, and the main microprocessor is connected with the input end of the control signal output conditioning unit and the input end of the alarm conditioning unit;
the number of the airplane wheel speed sensors and the number of the airplane wheel torque sensors are 2, and the airplane wheel speed sensors and the number of the airplane wheel torque sensors are respectively positioned on a left airplane wheel and a right airplane wheel of the airplane; the airplane wheel speed sensor and the airplane wheel torque sensor are fixedly arranged on an airplane wheel shaft; the signal output line of the airplane wheel speed sensor is connected with the input end of the brake command conditioning unit, and the signal output line of the airplane wheel torque sensor is connected with the input end of the main microprocessor;
an oil inlet pipe nozzle of the electro-hydraulic servo valve is connected with an output port of the brake valve through a hydraulic pipeline; an oil outlet nozzle of a hydraulic part of the electro-hydraulic servo valve is connected with an oil inlet nozzle of a brake device through a hydraulic pipeline; an oil return pipe nozzle of a hydraulic part of the electro-hydraulic servo valve is connected with an oil tank of the brake system through a hydraulic pipeline; the electric part of the electro-hydraulic servo valve comprises a main channel and an auxiliary channel;
the electronic anti-skid control box is fixedly arranged in the aircraft accessory cabin; the input port of the electronic anti-skid control box is connected with the airplane wheel speed sensor through a lead; the output port of the electronic anti-skid control box is connected with the electro-hydraulic servo valve through a lead.
The main channel of the electric part of the electro-hydraulic servo valve comprises a main coil of a dual-redundancy brake command sensor, a main coil of each pressure sensor, a normal brake control unit, a main coil of a dual-redundancy hydraulic cut-off valve and a main coil of a dual-redundancy pressure servo valve;
when the main channel of the electrical part is connected, the normal power supply of the airplane is connected with the emergency power supply of the airplane in parallel; the output interface of the normal power supply of the airplane is connected with the power supply interface of the normal brake control unit, the main coil signal output interface of the dual-redundancy brake command sensor is connected with the input interface of the normal brake control unit, the main coil signal output interface of each pressure sensor is connected with the input interface of the normal brake control unit through a cable, the control output interface of the normal brake control unit is connected with the main coil input interface of the dual-redundancy hydraulic cut-off valve through a cable, and the main coil input interface of the dual-redundancy pressure servo valve is respectively connected with the control output interface of the normal brake control unit through a cable.
The auxiliary channel of the electric part of the airplane brake control system comprises a standby coil of a dual-redundancy brake command sensor, a standby coil of a pressure sensor, a standby brake control unit, a standby coil of a dual-redundancy hydraulic cut-off valve, a standby coil of a dual-redundancy pressure servo valve and an airplane emergency power supply;
when the auxiliary channel of the electrical part is connected, an output interface of an aircraft emergency power supply is connected with a power supply interface of a standby brake control unit through a cable, a standby coil signal output interface of a dual-redundancy brake command sensor is connected with an input interface of the standby brake control unit through a cable, a standby coil signal output interface of a pressure sensor is connected with an input interface of the standby brake control unit through a cable, and a control output interface of the standby brake control unit is connected with a standby coil input interface of a dual-redundancy hydraulic cut-off valve through a cable; and a standby coil input interface of the dual-redundancy pressure servo valve is respectively connected with a control output interface of the standby brake control unit through a cable.
A method for feedback regulation of braking pressure of an airplane comprises the steps that a main microprocessor determines an actual slip factor based on an airplane wheel torque sensor and an airplane wheel speed sensor;
s1, comparing the actual slip factor with a slip factor threshold;
if the actual slip factor reaches the slip factor threshold, updating the slip factor threshold; reducing the braking torque to enable the actual slip factor to be smaller than the updated slip factor threshold value;
s2, determining the actual slip factor by the braking torque and the rotating speed comprises the following steps:
calculating eta1＝Jω/Mb
If eta1＞ηslipAnd omega < omegaminIf η is 1;
if eta1≤ηslipThen η ═ η1；
Wherein eta is the actual slip factor, etaslipIs a slip factor threshold value, J is the rotational inertia of the airplane wheel, omega is the rotating speed of the airplane wheel, omegaminIs a predetermined rotational speed threshold, MbThe braking torque is used.
If the actual slip factor reaches the slip factor threshold, updating the slip factor threshold comprises: if the actual slip factor is larger than or equal to the slip factor threshold value, updating the binding force peak value based on the brake torque and the rotating speed; and updating the slip factor threshold based on the updated binding force peak.
The peak value of the binding force updated based on the braking torque and the rotating speed comprises the following steps:
calculating Flm＝(1-)ηMb/r
Wherein, FlmR is the radius of the airplane wheel for the binding force;
binding force when actual slip factor equals slip factor thresholdFlmIs the peak value of the binding force Fslip。
The binding force peak value updating slip factor threshold value comprises the following steps:
and (3) calculating: etaslip/ηss＝k1(Fslip/Fss)3+k2(Fslip/Fss)2+k3(Fslip/Fss)+k4
Wherein eta isssFor a preset initial value of the slip factor, FssIs a preset initial value of the binding force etaslipFor the updated slip factor threshold, k1、k2、k3、k4Is a preset coefficient and satisfies the following conditions: -1 < k1＜0；
0＜k2＜1；
-1＜k3＜0；
0＜k4＜1。
The invention adopts a high-safety fault processing strategy and ensures the braking capability of the airplane, thereby further improving the safety of the taking-off and landing braking of the airplane. When single redundancy faults occur in any electrical element in the system, the system can be switched to a standby channel to work, and the braking capacity of the system is not influenced.
Meanwhile, if any dual-redundancy pressure servo valve in the system has mechanical or hydraulic faults, the system can receive pressure feedback information and simultaneously close the valve and the input hydraulic pressure of the symmetrical dual-redundancy pressure servo valve, so that the airplane brake energy bias caused by the inconsistency of left and right brake pressures is prevented;
the airplane antiskid brake control system and the airplane antiskid brake control method can obviously improve the running efficiency and the use safety of the brake system of the airplane in takeoff and landing running; the invention relates to an antiskid brake control method and system for an airplane
The above examples merely represent preferred embodiments of the present invention, which are described in more detail and detail, but are not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, various changes, modifications and substitutions can be made without departing from the spirit of the present invention, and these are all within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (8)
1. An airplane brake pressure feedback regulation system is characterized by comprising a master control device, an airplane wheel speed sensor, an airplane wheel torque sensor, an electronic anti-skid control box and an electro-hydraulic servo valve;
the main control device comprises a main microprocessor, a brake instruction conditioning unit, a wheel speed signal conditioning unit, a cabin switch signal conditioning unit, a control signal output conditioning unit and an alarm conditioning unit, wherein the brake instruction conditioning unit, the wheel speed signal conditioning unit, the cabin switch signal conditioning unit and a power supply processing unit are connected with the main microprocessor, and the main microprocessor is connected with the input end of the control signal output conditioning unit and the input end of the alarm conditioning unit;
the number of the airplane wheel speed sensors and the number of the airplane wheel torque sensors are 2, and the airplane wheel speed sensors and the number of the airplane wheel torque sensors are respectively positioned on a left airplane wheel and a right airplane wheel of the airplane; the airplane wheel speed sensor and the airplane wheel torque sensor are fixedly arranged on an airplane wheel shaft; the signal output line of the airplane wheel speed sensor is connected with the input end of the brake command conditioning unit, and the signal output line of the airplane wheel torque sensor is connected with the input end of the main microprocessor;
an oil inlet pipe nozzle of the electro-hydraulic servo valve is connected with an output port of the brake valve through a hydraulic pipeline; an oil outlet nozzle of a hydraulic part of the electro-hydraulic servo valve is connected with an oil inlet nozzle of a brake device through a hydraulic pipeline; an oil return pipe nozzle of a hydraulic part of the electro-hydraulic servo valve is connected with an oil tank of the brake system through a hydraulic pipeline; the electric part of the electro-hydraulic servo valve comprises a main channel and an auxiliary channel;
the electronic anti-skid control box is fixedly arranged in the aircraft accessory cabin; the input port of the electronic anti-skid control box is connected with the airplane wheel speed sensor through a lead; the output port of the electronic anti-skid control box is connected with the electro-hydraulic servo valve through a lead.
2. An aircraft brake pressure feedback regulating system according to claim 1, wherein the main channel of the electro-hydraulic servo valve electrical part comprises a main coil of a dual redundancy brake command sensor, a main coil of each pressure sensor, a normal brake control unit, a main coil of a dual redundancy hydraulic cut-off valve, a main coil of a dual redundancy pressure servo valve;
when the main channel of the electrical part is connected, a normal power supply of the airplane is connected with an emergency power supply of the airplane in parallel; the output interface of the normal power supply of the airplane is connected with the power supply interface of the normal brake control unit, the main coil signal output interface of the dual-redundancy brake command sensor is connected with the input interface of the normal brake control unit, the main coil signal output interface of each pressure sensor is connected with the input interface of the normal brake control unit through a cable, the control output interface of the normal brake control unit is connected with the main coil input interface of the dual-redundancy hydraulic cut-off valve through a cable, and the main coil input interface of the dual-redundancy pressure servo valve is respectively connected with the control output interface of the normal brake control unit through a cable.
3. The aircraft brake pressure feedback regulation system of claim 1, wherein the secondary channel of the electrical part of the aircraft brake control system comprises a spare coil of a dual redundancy brake command sensor, a spare coil of a pressure sensor, a spare brake control unit, a spare coil of a dual redundancy hydraulic trip valve, a spare coil of a dual redundancy pressure servo valve and an aircraft emergency power supply;
when the auxiliary channel of the electrical part is connected, an output interface of an aircraft emergency power supply is connected with a power supply interface of a standby brake control unit through a cable, a standby coil signal output interface of a dual-redundancy brake command sensor is connected with an input interface of the standby brake control unit through a cable, a standby coil signal output interface of a pressure sensor is connected with an input interface of the standby brake control unit through a cable, and a control output interface of the standby brake control unit is connected with a standby coil input interface of a dual-redundancy hydraulic cut-off valve through a cable; and a standby coil input interface of the dual-redundancy pressure servo valve is respectively connected with a control output interface of the standby brake control unit through a cable.
4. The aircraft brake pressure feedback adjusting method is characterized in that a main microprocessor determines an actual slip factor based on an aircraft wheel torque sensor and an aircraft wheel speed sensor;
s1, comparing the actual slip factor with a slip factor threshold;
if the actual slip factor reaches the slip factor threshold, updating the slip factor threshold; reducing the braking torque to enable the actual slip factor to be smaller than the updated slip factor threshold value;
s2, determining the actual slip factor by the braking torque and the rotating speed comprises the following steps:
calculating eta1＝Jω/Mb
If eta1＞ηslipAnd omega < omegaminIf η is 1;
if eta1≤ηslipThen η ═ η1；
Wherein eta is the actual slip factor, etaslipIs a slip factor threshold value, J is the rotational inertia of the airplane wheel, omega is the rotating speed of the airplane wheel, omegaminIs a predetermined rotational speed threshold, MbThe braking torque is used.
5. The aircraft brake pressure feedback adjustment method of claim 4, wherein updating the slip factor threshold if the actual slip factor reaches the slip factor threshold comprises: if the actual slip factor is larger than or equal to the slip factor threshold value, updating the binding force peak value based on the brake torque and the rotating speed; and updating the slip factor threshold based on the updated binding force peak.
6. The aircraft brake pressure feedback adjustment method of claim 5, wherein the peak braking torque and rotational speed update engagement force comprises:
calculating Flm＝(1-)ηMb/r
Wherein, FlmR is the radius of the airplane wheel for the binding force;
binding force when actual slip factor equals slip factor thresholdFlmIs the peak value of the binding force Fslip。
7. The aircraft brake pressure feedback adjustment method of claim 6, wherein updating the slip factor threshold with the peak binding force comprises:
and (3) calculating: etaslip/ηss＝k1(Fslip/Fss)3+k2(Fslip/Fss)2+k3(Fslip/Fss)+k4
Wherein eta isssFor a preset initial value of the slip factor, FssIs a preset initial value of the binding force etaslipFor the updated slip factor threshold, k1、k2、k3、k4Is a preset coefficient and satisfies the following conditions: -1 < k1＜0；
0＜k2＜1；
-1＜k3＜0；
0＜k4＜1。
8. The aircraft brake pressure feedback adjustment method of claim 7, further comprising: determining binding force F based on braking torque and rotating speedlmAnd judging the binding force FlmWhether or not to satisfyFlm＜kadFslip；
If so, increasing the braking torque;
wherein k isadIs an adhesion coefficient and satisfies 0.5 < kad＜1。
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1183706A (en) * | 1966-09-19 | 1970-03-11 | Mullard Ltd | Improvements in or relating to Vehicle Brake Systems. |
| CN201914232U (en) * | 2010-12-16 | 2011-08-03 | 西安航空制动科技有限公司 | Automatic brake device for airplane |
| CN104002784A (en) * | 2014-05-14 | 2014-08-27 | 西安航空制动科技有限公司 | Brake control system of multi-wheel-train brake machine wheel |
| CN105523179A (en) * | 2014-09-28 | 2016-04-27 | 中国航空工业集团公司西安飞机设计研究所 | Aircraft brake pressure feedback regulation system and aircraft brake pressure feedback regulation method |
| CN105752325A (en) * | 2016-03-21 | 2016-07-13 | 北京航空航天大学 | Aircraft anti-skid brake control method based on brake moment feedback |
-
2020
- 2020-09-28 CN CN202011039088.XA patent/CN112249310A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1183706A (en) * | 1966-09-19 | 1970-03-11 | Mullard Ltd | Improvements in or relating to Vehicle Brake Systems. |
| CN201914232U (en) * | 2010-12-16 | 2011-08-03 | 西安航空制动科技有限公司 | Automatic brake device for airplane |
| CN104002784A (en) * | 2014-05-14 | 2014-08-27 | 西安航空制动科技有限公司 | Brake control system of multi-wheel-train brake machine wheel |
| CN105523179A (en) * | 2014-09-28 | 2016-04-27 | 中国航空工业集团公司西安飞机设计研究所 | Aircraft brake pressure feedback regulation system and aircraft brake pressure feedback regulation method |
| CN105752325A (en) * | 2016-03-21 | 2016-07-13 | 北京航空航天大学 | Aircraft anti-skid brake control method based on brake moment feedback |
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