CN116374165A - Aircraft braking control method and system - Google Patents
Aircraft braking control method and system Download PDFInfo
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- CN116374165A CN116374165A CN202310436880.6A CN202310436880A CN116374165A CN 116374165 A CN116374165 A CN 116374165A CN 202310436880 A CN202310436880 A CN 202310436880A CN 116374165 A CN116374165 A CN 116374165A
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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
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
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Abstract
The present application relates to a brake control scheme for an aircraft, comprising: collecting and calculating brake control related data, wherein the brake control related data comprises: baseline deceleration, exit preset speed, real-time position information, real-time distance and real-time speed from the target exit, and other data; calculating a speed required for the aircraft to decelerate to the exit preset speed at the baseline deceleration over the target exit real-time distance at a real-time position based on the brake control related data as a reference speed; comparing the real-time speed of the aircraft at the real-time location with the reference speed and generating a corresponding braking control command; and outputting the brake control command to an on-board brake system.
Description
Technical Field
The application belongs to the field of airborne system integration, and particularly relates to a braking control method and system of an aircraft.
Background
In recent years, the rate and number of global off-track accidents has remained stable. The data show that the industry has effectively reduced the incidence of commercial flight off-runway accidents, but the absolute number of accidents and the severity of the accident symptoms indicate that the risk is still high. Major commercial transportation machine manufacturers have developed related technical developments and patent layouts in terms of preventing drift out of runways, and the current and the chinese seakeeping authorities have started global action plans for preventing drift out of runways, so that development of related technical researches is particularly important in current and future developments.
For example, patent US20080249675A1 discloses a braking system in which different braking gear positions are determined by a pilot selecting different landing coefficients, and then a runway exit is selected according to braking distances of the different gear positions, and related braking information is fed back to a display terminal. This patent discloses a braking control method based on braking distance and applies this method to a specific form of system. However, said patent requires special training of pilots to select the correct landing coefficients, also requires customization of the flight system, and does not allow flexible scheduling of runway exits, which is not beneficial for scheduling of airports.
Patent US8275501B2 also discloses a method and a device for assisting the piloting of an aircraft during the landing phase, which, taking into account the attitude of the aircraft and the environmental conditions of the runway, determines whether the aircraft is at risk of rushing out of the runway and provides a corresponding warning by comparing the braking distance of the aircraft with the length of the runway. However, the patent also has a problem that the runway emergency cannot be dealt with in real time.
It can be seen that although various brake control schemes have been proposed in a few documents, there are more or less problems to be solved in these schemes. Meanwhile, the problems of related airworthiness compliance are faced by a plurality of domestic in-service and in-research models, so that a flexible and general aircraft brake control solution is also required to be provided for realizing the function of preventing the out-of-runway of the in-service aircraft and the in-research aircraft meeting the airworthiness requirement in a short period.
Disclosure of Invention
The application relates to a full brake stroke real-time speed comparison scheme. According to the scheme, the functions of brake control, overshoot warning, overshoot protection and the like of the aircraft are realized step by step according to implementation steps of a brake control method in the whole period of the operation of the aircraft in a ground brake function.
According to a first aspect of the present application, there is provided a brake control method for an aircraft, comprising:
collecting and calculating brake control related data, wherein the brake control related data comprises: baseline deceleration, exit preset speed, real-time position information, real-time distance and real-time speed from the target exit, and other data;
calculating a speed required for the aircraft to decelerate to the exit preset speed at the baseline deceleration over the target exit real-time distance at a real-time position based on the brake control related data as a reference speed;
comparing the real-time speed of the aircraft at the real-time location with the reference speed and generating a corresponding braking control command;
and outputting the brake control instruction to an onboard brake system.
According to a second aspect of the present application, there is provided a brake control method for an aircraft, comprising:
collecting and calculating brake control related data, wherein the brake control related data comprises: baseline deceleration, exit preset speed, real-time position information, real-time distance and real-time speed from the target exit, and other data;
calculating a braking distance required for the aircraft to decelerate to the exit preset speed at the baseline deceleration at the real-time speed at a real-time position based on the braking control-related data as a reference braking distance;
comparing the real-time distance from the target exit of the aircraft at the current position with the reference braking distance and generating a corresponding braking control instruction;
and outputting the brake control instruction to an onboard brake system.
According to a third aspect of the present application, there is provided a brake control method for an aircraft, comprising:
collecting and calculating brake control related data, wherein the brake control related data comprises: baseline deceleration, exit preset speed, real-time position information, real-time distance and real-time speed from the target exit, and other data;
calculating a real-time deceleration of the aircraft required to brake from the real-time speed to the exit preset speed over the real-time distance from the target exit based on the brake control related data;
comparing the real-time deceleration of the aircraft with the baseline deceleration and generating corresponding brake control instructions;
and outputting the brake control instruction to an onboard brake system. According to a fourth aspect of the present application, there is provided a brake control method for an aircraft, comprising:
collecting and calculating brake control related data, wherein the brake control related data comprises: baseline deceleration, exit preset speed, real-time position information, real-time distance and real-time speed from the target exit, and other data;
calculating a reference speed of the aircraft at the target exit from the real-time speed at a baseline deceleration over the real-time distance from the target exit based on the brake control related data;
comparing a reference speed of the aircraft to the target exit with the exit preset speed and generating a corresponding braking control instruction;
and outputting the brake control instruction to an onboard brake system.
This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
Drawings
In order to describe the manner in which the above-recited and other advantages and features of the invention can be obtained, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered to be limiting of its scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:
fig. 1 shows an example flow chart of a brake control method for an aircraft according to one embodiment of the present application.
Fig. 2 shows another preferred flow chart of a brake control method for an aircraft according to the above-described embodiment of the present application.
Fig. 3 shows an example flow chart of a brake control method for an aircraft according to another embodiment of the present application.
Fig. 4 shows an example flow chart of a brake control method for an aircraft according to a further embodiment of the present application.
Fig. 5 shows an example flow chart of a brake control method for an aircraft according to yet another embodiment of the present application.
Detailed Description
Through research on various existing aircraft brake control schemes, we find that the schemes inevitably exist and pass through a link of parameter operation comparison, and how the subsequent overshoot warning logic, overshoot protection action and brake control function operate is determined through the comparison result. For example, in the above-mentioned patents US20080249675A1 and US8275501B2, braking control is determined mainly based on a comparison of the aircraft braking distance and the length of each exit of the descent runway.
And a full brake stroke real-time speed comparison scheme is adopted in the scheme of the application. According to the scheme, the functions of brake control, overshoot warning, overshoot protection and the like of the aircraft are realized step by step according to implementation steps of a brake control method in the whole period of the operation of the aircraft in a ground brake function.
Specifically, the application provides a brake control method of an aircraft, which mainly comprises the following steps: the method comprises the steps of simultaneously calculating the reference speed per hour of the current position by sensing the real-time position information and the real-time speed information of the aircraft on the runway, and comparing the two speeds to determine how the automatic braking function operates. Therefore, the scheme can autonomously realize the comparison method in the function of preventing the runway from drifting out of the runway, the comparison method of the scheme can be interchanged with the comparison method of the comparison links in various existing brake control methods, and the equivalent brake control function achieved by the original comparison method can be realized, but the cost is greatly reduced.
The scheme can be implemented in an onboard system, and can also be implemented independently of the onboard system based on a modern civil map navigation application system and an interface conversion technology. In addition, the scheme is flexible to implement, is convenient for popularization and application of the active aircraft model and the research aircraft model, and is favorable for supporting the navigable approval of each model of aircraft in the aspect of preventing the aircraft from drifting out of the runway, reducing the development cost and the development difficulty and shortening the development period.
The method of controlling braking of an aircraft according to the present application is further described below with reference to the accompanying drawings.
In fig. 1, an example flow chart of a brake control method for an aircraft according to one embodiment of the present application is disclosed.
As illustrated, first, at step 102, brake control related data is collected and calculated.
As previously mentioned, the solution of the present application employs a real-time speed comparison method for the full braking travel. Therefore, to achieve the comparison, five main data of the baseline deceleration, the exit preset speed, the real-time position information, the real-time distance from the target exit, and the real-time speed, and other data need to be provided as the brake control-related data. Wherein the baseline deceleration, the exit preset speed, the real-time position information, the real-time distance from the target exit are used to calculate a reference speed at the current position at which the exit preset speed is to be achieved and to compare it with the real-time speed of the real-time position of the aircraft to determine whether to increase or decrease the braking effort. Some of this data may be collected directly from the corresponding sensor. While other data may not be directly collected, the data may be obtained by further calculation.
Generally, both the baseline deceleration and the exit preset speed are preset (or determined) data.
The baseline deceleration, which may also be referred to as the initial deceleration, the preselected deceleration, or the reference deceleration. The aircraft is selected and determined by a unit, and generally means that under a certain working condition, the aircraft can be decelerated to an outlet preset speed at a target outlet according to a standard deceleration in a sliding deceleration stage after the aircraft falls on a runway. The baseline deceleration may be determined based on landing airfield runway characteristics, climate change, aircraft configuration status. It may thus also be pre-determined and stored in a database to be selected when executing the present scheme.
Outlet preset speed: the required speed of passage for each of its exits is relatively fixed for an airport runway. That is, under certain conditions, the speed requirements of the aircraft at reaching the target exit are all the same, which is referred to as the "exit preset speed". The purpose of this speed is to make the speed at which the aircraft passes through the exit to the corridor bridge suitable (e.g. near zero). The exit preset speed may be determined based on landing airport runway characteristics, climate environment changes, and aircraft configuration conditions. Thus, the preset speeds for each exit of the airport may be predetermined and stored in a database for selection for runway exits assigned to the aircraft in executing the present solution.
In a preferred embodiment, both the preset baseline deceleration and the exit preset speed stored in the database are determined, and therefore, the two data may vary due to differences in landing airport runway characteristics, climate change, aircraft configuration status, and the like. For example, when various special conditions such as severe changes in climate conditions, significant changes in runway characteristics (e.g., changes in ground friction coefficient due to rain, snow and ice) are superimposed, correction of both data is required. Thus, it will be appreciated that there are correspondingly different baseline decelerations and exit preset speeds under different conditions. The two data can be selected by the machine set according to the actual working condition to implement the braking control function. Thus, in this embodiment, the determination of the baseline deceleration and the exit preset speed may be divided into the following steps (stages):
1) In the pre-landing stage, acquiring necessary preset information, such as information of a target exit, an airport to be landed and the like, so as to select corresponding preset data, such as corresponding baseline deceleration and exit preset speed from a database based on the airport to be landed and the target exit;
2) When the aircraft is about to land, the characteristics of the landing airfield runway, the climate environment change and the aircraft configuration state information are updated in real time by utilizing the sensor and/or the airfield communication, and the overshoot warning state and the preset data state are monitored in real time.
3) The influence of various factors in the second step is comprehensively considered, and the baseline deceleration and the preset speed of the outlet can be automatically corrected according to the requirement.
The three data, real-time location information, real-time distance to the target exit and real-time speed, in this step then require that the aircraft have navigation features or modules providing such data, and in particular the GPS module and/or the beidou module, galileo navigation module, on-board navigation system may be configured to perform real-time calculations based on said navigation data. Specifically:
real-time location information: for real-time position information of the aircraft, it may be obtained directly from a positioning device (e.g., GPS positioning device, beidou positioning device, galileo positioning device, etc.) or other device configured by the aircraft itself.
Real-time distance from the target exit means the real-time distance from the real-time position of the aircraft to the target exit. This data can be calculated by comparing the above-mentioned real-time position information of the aircraft with the geographical position coordinates of the target exit.
Real-time speed refers to the real-time speed of the aircraft at a real-time location. The real-time velocity may be obtained directly from the aircraft's flight system or other equipment or by calculating the position information of the positioning device.
It should be understood that the five types of data described above are given by way of illustration only and are not limiting. Indeed, in some cases, such as maximum allowable deceleration, real-time runway length, airport climate conditions, airport map information, runway location and target exit location information, etc. also need to be collected and calculated to optimize the solution.
After determining the brake control related data such as the baseline deceleration, the exit preset speed, the real-time position information, the real-time distance from the target exit, and the real-time speed, the flow proceeds to step 104.
In step 104, a reference speed at a real-time position of the aircraft is calculated based on the brake control related data collected and calculated in the above step.
The calculation may be based on the following velocity variance formula:
wherein V is o For the exit preset speed, a is the selected baseline deceleration and S is the real-time distance from the target exit. These data can be obtained in step 102, and therefore, using the above formula, the reference velocity V can be solved ref 。
In addition to using the velocity variance formula, the calculation may be based on other formulas, such as:
firstly, calculating the time required for the aircraft to reach the preset speed of the outlet after the real-time distance from the target outlet by the deceleration of the baseline deceleration by using the following distance formula, namely:
wherein V is o For the exit preset speed, a is the selected baseline deceleration and S is the real-time distance from the target exit. These data can be obtained in step 102, and thereforeThe required time t can be calculated.
Then, the reference velocity V is calculated based on the following time formula ref ：
Wherein t is the required time, V o For the exit preset speed, a is the selected baseline deceleration. Based on these data, a reference velocity V can be calculated ref 。
It can be seen that the reference velocity V can be calculated as well using the above equations 2 and 3 ref 。
It should be understood that these formulas are set forth above for illustrative purposes only and are not limiting the application. The technician can calculate the reference speed V by adopting a corresponding formula according to various acquired parameters ref 。
After the reference speed is calculated, the flow proceeds to step 106.
In step 106, the real-time speed at the real-time position of the aircraft is compared with a reference speed and a corresponding brake control command is generated, wherein:
1) If the real-time speed is greater than the reference speed, generating a braking control command for enhancing braking;
2) If real-time speed = reference speed, generating a brake control command that maintains the current deceleration or that transitions to a preselected deceleration;
3) If the real-time speed is less than the reference speed, a brake control command is generated to attenuate braking.
As previously mentioned, in a preferred embodiment, an alarm is given if the real-time speed is much greater than the reference speed.
After generating the brake control command based on the comparison, the flow proceeds to step 108 where the brake control command is output to the on-board brake system. The command transmission can be realized through network communication with an onboard braking system, so that the braking control function is further executed. The network may be a wired cable or wireless network, or both. The brake control command may be a continuous brake control using a quantized deceleration value, or a gear, pulse or discrete brake control using a non-quantized deceleration value.
To this end, the exemplary flow of the brake control method ends.
The flow chart described above in connection with fig. 1 is merely a basic flow illustration of the overall solution of the present application. Another preferred flow chart of a brake control method for an aircraft according to the above-described embodiment of the present application is described below in connection with fig. 2.
As shown in fig. 2, first, in step 202, brake control related data is collected and calculated.
The brake control related data of step 202 includes the maximum allowable deceleration and the real-time runway length in addition to the five previously mentioned data of the baseline deceleration, the exit preset speed, the real-time position information, the real-time distance from the target exit, and the real-time speed. Specifically, this step may include the following two sub-steps:
1) Obtaining preset data of a unit, wherein the data comprise: the exit preset speed, the baseline deceleration, and the maximum allowable deceleration.
Wherein the outlet preset speed and the baseline deceleration have been described in connection with fig. 1.
The maximum allowable deceleration is the maximum (braking) deceleration that the aircraft can withstand when taxiing to a landing. The maximum allowable deceleration is determined mainly according to the model and configuration of the aircraft. Which has been established during the design pilot stage of the aircraft.
These data may be pre-stored in a database for group selection recall.
2) And calculating real-time position information, real-time distance and real-time speed from a target outlet and real-time runway length of the real-time position based on the GPS, beidou and/or Galileo navigation and positioning module.
Wherein the real-time runway length may be calculated based on coordinates of the real-time position of the aircraft and the end position of the runway.
Subsequently, at step 204, runway end speed is calculated based on the brake control related data. The calculating includes calculating the runway end point speed based on the maximum allowable deceleration, the real-time speed, and the real-time runway length according to the following formula.
Wherein V is rt Is the real-time speed, V re Is the runway end speed, a max Is the maximum allowable deceleration and L is the real-time runway length.
At step 206, a determination is made as to whether the runway end speed is 0:
if the runway end speed is greater than 0, then step 208 is entered where a flush runway alert command is output and flow proceeds to step 210. In step 210, the aircraft is programmed by the crew. For example, the aircraft can be independently controlled to continue taxiing or whether to fly off according to a specified program by the aircraft unit.
On the other hand, if it is determined in step 206 that the runway end speed is less than or equal to 0, the flow proceeds to step 212, where a reference speed at the real-time position of the aircraft is calculated based on the brake control-related data described above. Specifically, the reference speed is calculated according to formula (1) based on the outlet preset speed, the baseline deceleration, and the real-time distance from the target outlet.
Subsequently, the flow proceeds to step 214, where the real-time speed of the real-time position of the aircraft is compared with the reference speed and a corresponding brake control command is generated, wherein:
1) If the real-time speed is greater than the reference speed, generating a braking control command for enhancing braking;
2) If real-time speed = reference speed, generating a brake control command that maintains the current deceleration or that transitions to a preselected deceleration;
3) If the real-time speed is less than the reference speed, a brake control command is generated to attenuate braking.
After generating the brake control command at step 214, the flow proceeds to step 216 where the brake control command is output to the on-board brake system. The command transmission can be realized through network communication with an onboard braking system, so that the braking control function is further executed. The network may be a wired cable or wireless network, or both. The brake control command may be a continuous brake control using a quantized deceleration value, or a gear, pulse or discrete brake control using a non-quantized deceleration value.
To this end, another example flow of the brake control method for an aircraft of the present application ends.
Compared with the braking control method in fig. 1, the other braking control method in fig. 2 additionally acquires two parameters of the maximum allowable deceleration and the real-time runway length on the basis of the method in fig. 1, and further comprises the steps of calculating and judging whether the speed of the aircraft at the runway end point is 0. Through the step, whether the aircraft has the possibility of sliding out of the runway at the current speed can be judged in advance, and corresponding measures can be taken in time.
It should be understood that the steps in the example flowcharts shown in fig. 1 and 2 are exemplary and are given for illustrative purposes only. In fact, the skilled person may add more or delete steps to make modifications as actually needed.
Many other schemes can be derived in practice based on the scheme of comparing the real-time velocity of the real-time position of the aircraft with the reference velocity shown in fig. 1, which will be described one by one.
In fig. 3, an example flow chart of a brake control method for an aircraft according to another embodiment of the present application is shown.
As illustrated, step 302 is the same as step 102 of fig. 1, i.e., brake control related data is also collected and calculated. The details are described in detail in the relevant content of fig. 1, and thus are not further described here.
In step 304, a braking distance required for the aircraft to decelerate at the baseline deceleration to the exit preset speed at the real-time speed at a real-time position is calculated as a reference braking distance based on the braking control-related data.
The reference braking distance may also be calculated according to equation 1 or equations 2 and 3, namely:
wherein V is rt Representing real-time speed, V o For the exit preset speed, a is the selected baseline deceleration. The data may be obtained in step 302, based on which a reference braking distance S' may be calculated.
Alternatively, first, the time t required for the aircraft to decelerate to the exit preset speed at the baseline deceleration at real-time speed is calculated using equation 3, namely:
wherein V is rt Representing real-time speed, V o For the exit preset speed, a is the selected baseline deceleration. The data may be obtained in step 302, based on which the required time t may be calculated.
Then, a corresponding reference braking distance S' is calculated according to formula 2:
wherein V is o For the exit preset speed, a is the selected baseline deceleration distance and t is the time required. Based on these data, a reference braking distance S' can be calculated.
It should be understood that these formulas are set forth above for illustrative purposes only and are not limiting the application. The braking distance S' can be calculated by a technician according to various parameters acquired by the technician by adopting a corresponding formula.
After the braking distance S' is calculated, the flow proceeds to step 306.
In step 306, the real-time distance of the aircraft from the target exit at the current position is compared with the reference braking distance and a corresponding braking control command is generated, wherein:
generating a braking control command for enhancing braking if the real-time distance from the target exit is less than the reference braking distance;
generating a brake control command to maintain a current deceleration or to turn to a preselected deceleration if the real-time distance from the target exit = the reference brake distance;
and if the real-time distance from the target outlet is greater than the reference braking distance, generating a braking control command for weakening braking.
After generating the brake control command based on the comparison, the flow proceeds to step 308, where the brake control command is output to the on-board brake system.
To this end, the exemplary flow of the brake control method ends.
Next, an example flowchart of a brake control method for an aircraft according to yet another embodiment of the present application is shown in fig. 4.
As illustrated, step 402 is identical to step 102 of fig. 1, i.e., brake control related data is also collected and calculated. The details are described in detail in the relevant content of fig. 1, and thus are not further described here.
In step 404, a real-time deceleration of the aircraft required to brake from the real-time speed to the exit preset speed over the real-time distance from the target exit is calculated based on the brake control related data.
The real-time deceleration a' may be calculated according to equation 1, namely:
wherein V is rt Representing real-time speed, V o The speed is preset for the exit, S is the real-time distance from the target exit. The data may be obtained in step 402, based on which a real-time deceleration a' may be calculated.
Alternatively, the real-time deceleration a' may be calculated as follows:
first, the time t required for the aircraft to decelerate to the exit preset speed at real-time distance from the target exit at real-time speed is calculated using equation 5, namely:
wherein V is rt Representing real-time speed, V o The speed is preset for the exit, S is the real-time distance from the target exit. The data may be obtained in step 402, based on which the required time t may be calculated.
Then, the corresponding real-time deceleration a' is calculated according to the formula 2:
wherein V is o The speed is preset for the exit, S is the real-time distance from the target exit, and t is the time required. Based on these data, the real-time deceleration a' can be calculated.
It should be understood that these formulas are set forth above for illustrative purposes only and are not limiting the application. The skilled person can calculate the real-time deceleration a' according to the various parameters acquired by the skilled person using corresponding formulas.
After the real-time deceleration a' is calculated, the flow proceeds to step 406.
In step 406, the real-time deceleration and the baseline deceleration of the aircraft are compared and a corresponding brake control command is generated, wherein:
generating a brake control command to apply braking if the real-time deceleration > the baseline deceleration;
generating a brake control command to maintain a current deceleration or to transition to a preselected deceleration if the real-time deceleration = the baseline deceleration;
if the real-time deceleration is less than the baseline deceleration, a brake control command is generated to attenuate braking.
After generating the brake control command based on the comparison, the flow proceeds to step 408, where the brake control command is output to the on-board brake system.
To this end, the exemplary flow of the brake control method ends.
Next, an example flowchart of a brake control method for an aircraft according to yet another embodiment of the present application is shown in fig. 5.
As illustrated, step 502 is the same as step 102 of fig. 1, i.e., brake control related data is also collected and calculated. The details are described in detail in the relevant content of fig. 1, and thus are not further described here.
In step 504, a reference speed for the aircraft to brake at a baseline deceleration from the real-time speed to the target exit over the real-time distance from the target exit is calculated based on the brake control related data.
The reference speed V Eref The calculation can be performed according to equation 1, namely:
wherein V is rt Representing the real-time velocity, a is the selected baseline deceleration, and S is the real-time distance from the target exit. The data can be obtained in step 502, based on which a reference velocity V at the target outlet can be calculated Eref 。
Alternatively, the reference velocity V Eref It can also be calculated as follows:
first, the time t required for the aircraft to decelerate to the exit preset speed at the selected baseline deceleration a over a real-time distance from the target exit is calculated using equation 2, namely:
wherein V is o Representing the exit preset speed, a is the selected baseline deceleration, and S is the real-time distance from the target exit. The data may be obtained in step 502, based on which the required time t may be calculated.
Then calculate the corresponding reference velocity V at the target exit according to equation 3 Eref ：
Wherein V is rt Indicating the real-time velocity, t the time required, and a the selected baseline deceleration. Based on these data, a reference velocity V can be calculated Eref 。
It can be seen that the reference velocity V can be calculated as well using the above equations 2 and 3 Eref 。
It should be understood that these formulas are set forth above for illustrative purposes only and are not limiting the application. The technician can calculate the reference speed V by adopting a corresponding formula according to various acquired parameters Eref 。
At the calculation of the reference velocity V at the target outlet Eref Thereafter, the flow proceeds to step 506.
In step 506, a reference speed of the aircraft to the target exit is compared with the exit preset speed and a corresponding brake control command is generated, wherein:
generating a braking control command for enhancing braking if the reference speed is greater than the outlet preset speed;
generating a brake control command to maintain a current deceleration or to turn to a preselected deceleration if the reference speed = the exit preset speed;
if the reference speed is less than the outlet preset speed, a brake control command is generated to attenuate braking.
After generating the brake control command based on the comparison, the flow proceeds to step 508 where the brake control command is output to the on-board brake system.
To this end, the exemplary flow of the brake control method ends.
It should be appreciated that these schemes described above may be implemented in hardware modules or may be implemented by software programming.
The beneficial effects are that:
the adoption of the brake control scheme can bring the following beneficial effects:
1) Can be flexibly deployed and has universal applicability. Can be matched with the latest navigation requirement quickly, and is convenient for refitting and adapting the service model.
2) The cost is reduced and the economical efficiency is improved.
3) Has good hardware universality and software compatibility. In particular, the scheme of the application can be realized by utilizing the original general hardware of the aircraft without installing special equipment, so that the method has good hardware compatibility and can be widely applied to various types of aircrafts.
While various embodiments have been described above, it should be understood that they have been presented by way of example only, and not limitation. It will be understood by those of ordinary skill in the relevant art(s) that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the following claims. Thus, the breadth and scope of the present invention as disclosed herein should not be limited by any of the above-described exemplary embodiments, but should be defined only in accordance with the following claims and their equivalents.
Claims (15)
1. A brake control method for an aircraft, comprising:
collecting and calculating brake control related data, wherein the brake control related data comprises: baseline deceleration, exit preset speed, real-time position information, real-time distance and real-time speed from the target exit, and other data;
calculating a speed required for the aircraft to decelerate to the exit preset speed at the baseline deceleration over the target exit real-time distance at a real-time position based on the brake control related data as a reference speed;
comparing the real-time speed of the aircraft at the real-time location with the reference speed and generating a corresponding braking control command; and
and outputting the brake control instruction to an onboard brake system.
2. The brake control method according to claim 1, characterized in that the step of calculating the reference speed of the aircraft based on the brake control related data includes: the reference speed is calculated based on a speed variance formula.
3. The brake control method of claim 1, wherein the step of comparing the real-time speed of the aircraft at the real-time location with the reference speed and generating a corresponding brake control command comprises:
generating a brake control command to enhance braking if the real-time speed > the reference speed;
generating a brake control command to maintain a current deceleration or to transition to a preselected deceleration if the real-time speed = the reference speed;
if the real-time speed is less than the reference speed, a brake control command is generated to attenuate braking.
4. A brake control method for an aircraft, comprising:
collecting and calculating brake control related data, wherein the brake control related data comprises: baseline deceleration, exit preset speed, real-time position information, real-time distance and real-time speed from the target exit, and other data;
calculating a braking distance required for the aircraft to decelerate to the exit preset speed at the baseline deceleration at the real-time speed at a real-time position based on the braking control-related data as a reference braking distance;
comparing the real-time distance from the target exit of the aircraft at the current position with the reference braking distance and generating a corresponding braking control instruction; and
and outputting the brake control instruction to an onboard brake system.
5. The brake control method according to claim 4, characterized in that the step of calculating the reference braking distance of the aircraft based on the brake control related data includes: and calculating the reference braking distance based on a speed variance formula.
6. The brake control method of claim 1, wherein the step of comparing the real-time distance from the target exit of the aircraft at the current location with the reference brake distance and generating a corresponding brake control command comprises:
generating a braking control command for enhancing braking if the real-time distance from the target exit is less than the reference braking distance;
generating a brake control command to maintain a current deceleration or to turn to a preselected deceleration if the real-time distance from the target exit = the reference brake distance;
and if the real-time distance from the target outlet is greater than the reference braking distance, generating a braking control command for weakening braking.
7. A brake control method for an aircraft, comprising:
collecting and calculating brake control related data, wherein the brake control related data comprises: baseline deceleration, exit preset speed, real-time position information, real-time distance and real-time speed from the target exit, and other data;
calculating a real-time deceleration of the aircraft required to brake from the real-time speed to the exit preset speed over the real-time distance from the target exit based on the brake control related data;
comparing the real-time deceleration of the aircraft with the baseline deceleration and generating corresponding brake control instructions; and
and outputting the brake control instruction to an onboard brake system.
8. The brake control method according to claim 7, characterized in that the step of calculating the real-time deceleration of the aircraft based on the brake control related data includes: the real-time deceleration is calculated based on a velocity variance formula.
9. The brake control method according to claim 7, wherein the step of comparing the real-time deceleration of the aircraft with a baseline deceleration and generating a corresponding brake control command includes:
generating a brake control command to apply braking if the real-time deceleration > the baseline deceleration;
generating a brake control command to maintain a current deceleration or to transition to a preselected deceleration if the real-time deceleration = the baseline deceleration;
if the real-time deceleration is less than the baseline deceleration, a brake control command is generated to attenuate braking.
10. A brake control method for an aircraft, comprising:
collecting and calculating brake control related data, wherein the brake control related data comprises: baseline deceleration, exit preset speed, real-time position information, real-time distance and real-time speed from the target exit, and other data;
calculating a reference speed of the aircraft at the target exit from the real-time speed at a baseline deceleration over the real-time distance from the target exit based on the brake control related data;
comparing a reference speed of the aircraft to the target exit with the exit preset speed and generating a corresponding braking control instruction; and
and outputting the brake control instruction to an onboard brake system.
11. The brake control method according to claim 10, characterized in that the step of calculating a reference speed of the aircraft to the target outlet based on the brake control related data includes: the reference speed is calculated based on a speed variance formula.
12. The brake control method of claim 10, wherein the step of comparing the reference speed of the aircraft to the target exit with the exit preset speed and generating a corresponding brake control command comprises:
generating a braking control command for enhancing braking if the reference speed is greater than the outlet preset speed;
generating a brake control command to maintain a current deceleration or to turn to a preselected deceleration if the reference speed = the exit preset speed;
if the reference speed is less than the outlet preset speed, a brake control command is generated to attenuate braking.
13. The brake control method according to any one of claims 1, 4, 7, 10, wherein the baseline deceleration and the outlet preset speed are selectively determined by a set; and is also provided with
There are corresponding baseline decelerations and exit preset speeds corresponding to different conditions.
14. The brake control method according to any one of claims 1, 4, 7, 10, characterized in that the method further comprises:
before the comparing step:
collecting and calculating the maximum allowable deceleration and the real-time runway length;
calculating a runway end speed based on the maximum allowable deceleration, the real-time speed, and the real-time runway length;
judging whether the runway end point speed is 0:
outputting a runway-out warning instruction if the runway end speed is greater than 0, and controlling the aircraft by a unit according to a program;
and if the runway end speed is less than or equal to 0, performing the comparing step.
15. The brake control method according to any one of claims 1, 4, 7, 10, characterized in that it is implemented by general hardware of the aircraft, has good hardware compatibility, and is universally applicable to various types of aircraft.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310436880.6A CN116374165A (en) | 2023-04-21 | 2023-04-21 | Aircraft braking control method and system |
| CN202311036438.0A CN117218803A (en) | 2023-04-21 | 2023-08-16 | Alarm information control method, system and medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310436880.6A CN116374165A (en) | 2023-04-21 | 2023-04-21 | Aircraft braking control method and system |
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| Publication Number | Publication Date |
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| CN116374165A true CN116374165A (en) | 2023-07-04 |
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| CN202310436880.6A Pending CN116374165A (en) | 2023-04-21 | 2023-04-21 | Aircraft braking control method and system |
| CN202311036438.0A Pending CN117218803A (en) | 2023-04-21 | 2023-08-16 | Alarm information control method, system and medium |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202311036438.0A Pending CN117218803A (en) | 2023-04-21 | 2023-08-16 | Alarm information control method, system and medium |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2632279A (en) * | 2023-07-28 | 2025-02-05 | Airbus Operations Ltd | Method of braking aircraft |
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- 2023-04-21 CN CN202310436880.6A patent/CN116374165A/en active Pending
- 2023-08-16 CN CN202311036438.0A patent/CN117218803A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2632279A (en) * | 2023-07-28 | 2025-02-05 | Airbus Operations Ltd | Method of braking aircraft |
Also Published As
| Publication number | Publication date |
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| CN117218803A (en) | 2023-12-12 |
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