Automatic braking system of aircraft
阅读说明:本技术 飞行器自动制动系统 (Automatic braking system of aircraft ) 是由 M·B·莫利纳阿格拉达诺 L·C·利塞林 于 2020-04-26 设计创作,主要内容包括:一种飞行器自动制动系统,包括:第一功能模块(11),其被布置成用以实现包括第一分支、第二分支以及诸转换的状态机,第一分支包括与飞行器的着陆相对应的诸第一状态,第二分支包括与飞行器的中断起飞相对应的诸第二状态,诸第一状态、诸第二状态以及诸转换是独立于诸减速度来定义的;第二功能模块(12),其被布置成用于至少基于诸减速度和状态机的当前状态来定义飞行器的目标减速度(Td);第三功能模块(13),其被布置成用于至少基于所述当前状态和所述目标减速度来定义自动制动命令(Comm),以控制所述飞行器的诸轮制动器的致动器。(An aircraft autobrake system comprising: a first functional module (11) arranged to implement a state machine comprising a first branch comprising first states corresponding to landing of the aircraft, a second branch comprising second states corresponding to aborted takeoff of the aircraft, and transitions, the first states, second states, and transitions being defined independently of decelerations; a second function (12) arranged for defining a target deceleration (Td) of the aircraft based at least on the decelerations and the current state of the state machine; -a third functional module (13) arranged for defining an autobrake command (Comm) to control actuators of wheel brakes of the aircraft based at least on the current state and the target deceleration.)
1. An aircraft autobrake system comprising means (10) for acquiring decelerations (Rd) adapted to be applied to said aircraft by said autobrake system (9), and separate functional modules comprising:
a first functional module (11) arranged for implementing a state machine (15) comprising a first branch (16), a second branch (18) and transitions (20), said first branch (16) comprising first states (17) corresponding to landing of said aircraft, said second branch (18) comprising second states (19) corresponding to aborted takeoff of said aircraft, said first states, said second states and said transitions being defined independently of said decelerations;
a second function (12) arranged for defining a target deceleration (Td) of the aircraft based at least on the decelerations and a current state of the state machine (15), the current state being one of the first states (17) or one of the second states (19);
a third functional module (13) arranged for defining an autobrake command (Comm) to control actuators on wheel brakes of the aircraft based at least on the current state and the target deceleration.
2. An autobrake system according to claim 1, characterized in that the autobrake system (9) is arranged to acquire external parameters (Pex) generated outside the autobrake system (9) and representing the state of the aircraft, the transitions (20) depending on first conditions defined at least on the basis of the external parameters (Pex).
3. An automatic braking system according to claim 2, characterized in that the second functional module (12) is arranged for defining the target deceleration (Td) by also using the external parameters (Pex).
4. An automatic braking system according to claim 2, characterized in that it further comprises a fourth functional module (14) arranged for generating a unified parameter (Pc) based at least on said external parameters (Pex) and a selected deceleration (Rds) chosen from said decelerations (Rd), said state machine (15) comprising at least one transition (20) depending on second conditions defined at least on the basis of said unified parameter (Pc).
5. Automatic braking system according to one of the preceding claims, characterized in that said first states (17) comprise a deactivated state (17a), a first activated state (17b), a pre-engaged state (17c), a first engaged state (17d) and a fully engaged state (17 e).
6. Automatic braking system according to one of the preceding claims, characterized in that said second states (19) comprise said deactivated state, a second activated state (19b) and a second engaged state (19 d).
7. An autobrake system according to claim 5, wherein the transition (20) from the deactivated state (17a) to the first activated state (17b) occurs when the aircraft is in flight prior to the aircraft landing and a pilot of the aircraft selects a first autobrake mode corresponding to the aircraft landing.
8. An autobrake system according to claim 5, wherein the transition (20) from the first active state (17b) to the pre-engagement state (17c) occurs when the aircraft is touching ground and the difference between the speed of the majority of wheels of the aircraft and the speed of the aircraft is less than or equal to a first predetermined speed threshold and an autobrake command is received.
9. Automatic braking system according to claim 5, characterized in that the transition (20) from the pre-engagement state (17c) to the first engagement state (17d) takes place while the aircraft is stable on the ground.
10. An autobrake system according to claim 5, wherein a transition (20) from the pre-engagement state (17c) or the first engagement state (17d) to the fully engaged state (17e) occurs upon detection of a risk of the aircraft rushing out of the runway, and wherein a transition from the fully engaged state (17e) to the first engagement state (17d) occurs upon disappearance of the risk.
11. The autobrake system of claim 6, wherein the transition (20) from the deactivated state (19a) to the second activated state (19b) occurs prior to takeoff roll of the aircraft when a pilot of the aircraft selects a second autobrake mode corresponding to a takeoff break of the aircraft.
12. An autobrake system according to claim 6, wherein the transition (20) from the second active state (19b) to the second engaged state (19d) occurs when an autobrake command is received and the speed of the aircraft is greater than or equal to a second predetermined speed threshold.
13. Automatic braking system according to claims 5 and 6, characterized in that the transition from the pre-engagement state (17c) or the first engagement state (17d) or the fully engagement state (17e) or the second engagement state (19d) to the deactivated state (17a) takes place when the pilot of the aircraft exerts a pressure on the brake pedal greater than a predetermined pressure threshold value, or if the aircraft takes off and the landing gear of the aircraft is no longer in contact with the ground.
14. Automatic braking system according to claims 5 and 6, characterized in that the transition from any particular state belonging to said first states (17) or to said second states (19) to the deactivated state (17a) occurs upon the occurrence of a fault in the equipment causing the realization of said automatic braking, or upon the manual deactivation of the automatic braking by the pilot of said aircraft.
Technical Field
The present invention relates to the field of aircraft autobrake systems.
Background
Conventionally, aircraft include systems for braking certain wheels of the aircraft (they are referred to as "braked wheels"). The braking system includes a plurality of brakes, each brake adapted to brake a brake wheel. Each brake includes a friction member (e.g., a carbon disk stack) and an actuator that applies a braking force to the friction member to brake the brake wheel and thereby slow the aircraft. The actuators are typically hydraulic or electromechanical actuators.
Autobrake (or autobrake) functionality is implemented in aircraft that include such brake systems. The autobrake function automatically controls the autobrake command used to control the brake actuator to apply a selected deceleration to the aircraft without pilot intervention.
The selected deceleration may be a particular speed selected by the pilot from a plurality of predetermined decelerations, or a deceleration dynamically calculated during landing based on the distance between the aircraft and the selected exit taxiway, or in certain scenarios (such as the possibility of interrupting takeoff or rushing out of the runway during landing) the maximum deceleration permitted by the autobrake function.
Referring to fig. 1, in some aircraft, the
Referring to fig. 2, the autobrake state is defined by the
The
This way of achieving the automatic braking function causes several difficulties.
Since the
In addition, it is known that separate deceleration values are associated with each model or family of aircraft (e.g., a320, a340, a380, a 350). These values depend on the specific characteristics of the aircraft. Also, because the
In addition, defining the
Subject matter of the invention
It is an object of the present invention to provide a simpler autobrake function that is easier to maintain, modify and adapt depending on the model of aircraft on which it is used.
Disclosure of Invention
To achieve this object, an aircraft autobrake system is proposed, comprising means for acquiring a deceleration adapted to be applied to an aircraft by the autobrake system, and separate functional modules comprising:
A first functional module arranged to implement a state machine comprising a first branch comprising first states corresponding to landing of the aircraft, a second branch comprising second states corresponding to aborted takeoff of the aircraft, and transitions, the first states, second states, and transitions being defined independently of decelerations;
a second function module arranged to define a target deceleration of the aircraft based at least on the decelerations and a current state of the state machine, the current state being one of the first states or one of the second states;
a third functional module arranged to define an autobrake command to control actuators of wheel brakes of the aircraft based at least on the current state and the target deceleration.
The first functional module of the automatic braking system according to the invention thus defines the current state or the automatic braking state. The second function module defines a target deceleration. The first functional module and the second functional module are two separate functional modules, so that it is possible to change one without changing the other. The first states, the second states, and the transitions are not dependent on decelerations, such that it is possible to change decelerations without changing the state machine. The state machine comprises only two branches and is therefore relatively simple to specify and design.
An autobrake system such as the system just described is also proposed, which is arranged for acquiring external parameters generated outside the autobrake system and representing a state of the aircraft, the transitions being dependent on first conditions defined at least on the basis of the external parameters.
An automatic braking system such as the system just described is also proposed, wherein the second functional module is arranged for defining the target deceleration also by using an external parameter.
It is further proposed that an automatic braking system such as the system just described further comprises a fourth functional module arranged for generating a unified parameter at least based on an external parameter and a selected deceleration selected from the decelerations, the state machine comprising at least one transition depending on second conditions defined at least based on the unified parameter.
An automatic braking system such as the system just described is also presented, wherein the first states include a deactivated state, a first activated state, a pre-engaged state, a first engaged state, and a fully engaged state.
An automatic braking system such as the system just described is also presented, wherein the second states include a deactivated state, a second activated state, and a second engaged state.
An autobrake system such as the system just described is also proposed in which the transition from the deactivated state to the first activated state occurs when the aircraft is in flight prior to the landing of the aircraft and the pilot of the aircraft selects a first autobrake mode corresponding to the landing of the aircraft.
An autobrake system such as the system just described is also proposed in which the transition from the first active state to the pre-engagement state occurs upon touchdown of the aircraft and the difference between the speed of the majority of the wheels of the aircraft and the speed of the aircraft is less than or equal to a first predetermined speed threshold, and an autobrake command is received.
An automatic braking system such as the one just described is also proposed, in which the transition from the pre-engagement state to the first engagement state takes place while the aircraft is stable on the ground.
An autobrake system such as the system just described is also proposed, wherein a transition from the pre-engagement state or the first engagement state to the fully engaged state occurs upon detection of a risk of the aircraft rushing out of the runway, and wherein a transition from the fully engaged state to the first engagement state occurs upon disappearance of said risk.
An autobrake system such as the system just described is also proposed in which the transition from the deactivated state to the second activated state occurs when the pilot of the aircraft selects a second autobrake mode corresponding to a aborted takeoff of the aircraft, prior to the takeoff roll of the aircraft.
An autobrake system such as the system just described is also proposed, wherein the transition from the second active state to the second engaged state occurs when an autobrake command is received and the speed of the aircraft is greater than or equal to a second predetermined speed threshold.
An automatic braking system such as the one just described is also proposed, in which the transition from the pre-engagement state or the first engagement state or the fully engagement state or the second engagement state to the deactivated state takes place when the pilot of the aircraft exerts a pressure on the brake pedal which is greater than a predetermined pressure threshold value, or if the aircraft takes off and the landing gear of the aircraft is no longer in contact with the ground.
An automatic braking system such as the one just described is also proposed, in which the transition from any particular state, belonging to the first states or to the second states, to the deactivated state takes place when a fault occurs in the equipment that causes the automatic braking to be effected, or when the pilot of the aircraft manually deactivates the automatic braking.
The invention will be more clearly understood from the following description of certain non-limiting embodiments of the invention.
Drawings
Reference will be made to the accompanying drawings, in which:
FIG. 1 illustrates a first functional module and a second functional module of a prior art automatic braking function;
FIG. 2 illustrates a state machine for the automatic braking function of the prior art;
FIG. 3 illustrates an automatic braking system according to the present invention;
FIG. 4 illustrates a state machine implemented in an automatic braking system according to the present invention;
fig. 5 shows the state machine of fig. 4 and a fourth functional module of the automatic braking system according to the invention.
Detailed Description
The invention is embodied herein in an aircraft that includes a hydraulic braking system.
The hydraulic brake system includes a plurality of brakes, each brake adapted to brake a braked wheel of the aircraft. Each actuator includes a plurality of hydraulic actuators. The hydraulic brake system also includes one or more brake computers and a hydraulic circuit. When the pilot of the aircraft generates a manual braking command by pressing the brake pedal in the cockpit, the braking computer converts this manual braking command into a manual braking command for a hydraulic actuator controlling the brakes of the braked wheels via a hydraulic circuit. Here, the manual braking command is a pressure command.
The aircraft further comprises an automatic braking system according to the invention, which is connected to the hydraulic braking system and works in conjunction therewith. The automatic braking system according to the invention makes it possible to exert an influence on the aircraft and to maintain a selected deceleration without any intervention by the pilot.
Here, an autobrake system includes one or more computers, i.e., one or more pieces of equipment including electrical components and hardware, including a processing component (e.g., microcontroller, processor, FPGA, etc.) having one or more pieces of software programmed thereon.
With reference to fig. 3, the automatic braking system 9 according to the invention comprises means 10 for acquiring the deceleration Rd, together with a first functional module 11, a second functional module 12 and a third functional module 13. The acquisition device 10 and the functional modules are defined functionally here. They perform a sub-function of the automatic braking function. The sub-functions are implemented by hardware and software components of the computer of the automatic braking system 9.
The deceleration Rd acquired by the acquisition means 10 includes, for example, selected deceleration (i.e., deceleration actually used in the automatic brake system 9) and/or predetermined decelerations, and/or dynamically calculated decelerations, and/or maximum deceleration, and the like.
The acquisition means 10 may for example comprise a memory in which predetermined decelerations and maximum decelerations are stored, and/or a signal receiver that acquires a selected deceleration or a dynamically calculated deceleration.
The first functional module 11, the second functional module 12 and the third functional module 13 are separate and defined according to separate specifications. They are also independent: the functional modules are connected to each other and exchange data, but include any common sub-modules. Any change or modification of one of the functional modules does not imply a change of another functional module.
Referring to fig. 4, the first functional module 11 implements a
The first states 17 include a deactivated
The second states 19 include a deactivated
The
The first states 17, the
The
The external parameter Pex represents the state of the aircraft. The external parameters Pex comprise measured or estimated data and characterize the state of the aircraft. The external parameters Pex represent, for example, the speed of the aircraft, the speed of the wheels of the aircraft, the risk of the aircraft rushing out of the runway, the occurrence of a takeoff interruption, the position of the aircraft on the ground or the position of the aircraft in flight, etc.
The external parameter Pex is acquired via acquisition of variables representing respective values of the external parameter.
In the nominal case of landing of the aircraft, the
The
The
A
In the case of a takeoff interruption, the transition from the deactivated
The variables On _ group (instead of In _ Flight) and Autobrake _ Selection (which necessarily correspond to the second Autobrake mode) acquired by the Autobrake system 9 respectively make it possible to check that these first conditions are fulfilled.
The transition from the second
In the first and second automatic braking modes, the transition from the
In the first and second automatic braking modes, the transition from any particular state belonging to the
The variable autobreak _ Fault is used for the Fault. The fault is calculated in an external module that takes into account the invalid signal used in the autobrake function, performance loss, and asymmetric braking. The variable autobreak _ Selection is used for manual deactivation (deactivation is detected when this variable takes the value OFF).
The first functional module 11 has an output Autobrake state Sab (Autobrake variable), which corresponds to the current state of the
The second functional module 12 defines a target deceleration Td of the aircraft based on at least the deceleration Rd, the current state of the
The third functional module 13 is used to generate an automatic braking command Comm to control the brakes on the wheels of the aircraft, based at least on the current state and the target deceleration Td. Here, the autobrake command Comm is a pressure command.
Referring to fig. 5, the automatic braking system 9 according to the present invention may further comprise a fourth functional module 14. The fourth functional module 14 is optional.
In case the fourth functional module 14 is used, it is positioned at the input of the first functional module 11. The fourth functional module 14 is used to generate the unified parameter Pc based at least on the external parameters Pex and the deceleration Rd and in particular on the selected deceleration Rds (which is one of the decelerations Rd and has been selected automatically by the pilot or by the systems of the aircraft).
The fourth functional module 14 is used in very specific situations, where the transition from one
In order to avoid that the
For example, in certain types or families of aircraft, some of the external parameters Pex just mentioned, which represent the state of the aircraft, are therefore not available. In this case, the fourth functional module 14 replaces these external parameters Pex with values that depend on the selected deceleration Rds and thus produces a unified parameter Pc.
Similarly, for example, in the case where the deceleration is variable as a function of the exit taxiway selected, the selected deceleration Rds is calculated dynamically by the outside module. The fourth functional module 14 not only operates on the basis of the external parameter Pex originating from the sensor, but also unifies the external parameter according to the selected deceleration Rds to obtain a unified parameter Pc.
The fourth functional module 14 then transmits the unified parameter Pc to the first functional module 11. The unified parameter Pc is used to define the second conditions on which the
The invention is of course not limited to the described embodiments, but covers all modifications falling within the scope of the invention as defined by the claims.
The automatic braking system according to the invention is described herein as operating in conjunction with a hydraulic braking system. The automatic braking system according to the invention can work in conjunction with different braking systems, for example an electric braking system. The automatic braking system may be fully incorporated into a hydraulic or electric braking system, and in particular, implemented in one or more braking computers of the hydraulic or electric braking system.
The autobrake command is of course not necessarily a pressure command, but may be a different command, such as current (in the case of an electric brake system), torque, movement of an actuator or push rod, etc.
- 上一篇:一种医用注射器针头装配设备
- 下一篇:一种旋翼机辅助安全机构