阅读说明：本技术 控制飞行器轮子制动的方法和相关的轮子制动控制器 (Method for controlling the braking of an aircraft wheel and associated wheel brake controller ) 是由 C·G·H·戈尔斯 于 2020-03-13 设计创作，主要内容包括：公开了一种用于控制飞行器轮子制动的方法,在该方法中,飞行器轮子的制动由根据减速控制请求(16)和推力反向器展开请求(24)两者致动飞行器的轮子制动器(10)的轮子制动控制器(14)进行控制。(A method for controlling the braking of an aircraft wheel is disclosed, in which method the braking of the aircraft wheel is controlled by a wheel brake controller (14) which actuates the aircraft's wheel brakes (10) in accordance with both a deceleration control request (16) and a thrust reverser deployment request (24).)

1. A method for monitoring braking of an aircraft wheel, wherein the braking of the aircraft wheel is controlled by a wheel brake controller (14), the wheel brake controller (14) actuating the aircraft wheel brakes (10) based on both a deceleration adjustment request (16) and a thrust reverser deployment request (24).

2. The method of claim 1, wherein the thrust reverser deployment request (24) is received directly from a cockpit (18) of the aircraft by the wheel brake controller.

3. The method of claim 2, wherein the thrust reverser launch request (24) received directly by the wheel brake controller is relayed to a thrust reverser controller (22) that actuates the launch of the thrust reverser (12).

4. The method of claim 1, wherein the thrust reverser deployment request (24) is received directly by a thrust reverser controller (22), the thrust reverser controller (22) relaying it to the wheel brake controllers (14).

5. Method according to any one of claims 1 to 4, characterized in that, in order to eliminate the disturbances produced by the deployment of a thrust reverser (12), the deceleration adjustment command (20) sent by the wheel brake controller (14) to the wheel brakes (10) is kept substantially constant by adapting a deceleration setpoint (36) proportional to the disturbance produced by the deployment of the thrust reverser.

6. A method according to any one of claims 1 to 4, characterized in that, in order to eliminate the disturbances caused by the deployment of a thrust reverser (12), the deceleration adjustment commands (20) sent by the wheel brake controller (14) to the wheel brakes (10) are kept substantially constant by adapting the gain of the transfer function of the wheel brake adjustment circuit in proportion to the disturbances caused by the deployment of the thrust reverser.

7. A method according to any one of claims 1 to 6, characterized in that information (30) about the actual state of a thrust reverser is transmitted to the wheel brake controller (14).

8. A wheel brake controller (14) capable of actuating a wheel brake (10) of an aircraft based on a deceleration adjustment request (16), characterized in that it is configured to actuate the wheel brake (10) of the aircraft also based on a thrust reverser deployment request (24).

9. A controller according to claim 8, characterized in that it is further configured to receive information (30) about the actual state of the thrust reverser from a thrust reverser controller (22).

10. An aircraft comprising a wheel brake controller (14) according to claim 8 or claim 9.

Technical Field

The present invention relates to the field of aircraft braking, and in particular to an improved aircraft braking method.

Background

On board an aircraft, several sources allow braking of the aircraft during the landing phase or during the suspension of takeoff.

As shown in fig. 6, there are mainly two sources dedicated to this braking function, and on different actions of the pilot, its triggering is performed independently of each other from the cockpit: the braking system includes a wheel brake 10 and the thrust reverser system includes a thrust reverser 12. The wheel brakes 10 are controlled by a wheel brake controller 14 that receives a deceleration adjustment request 16 from a cockpit 18 and issues a deceleration adjustment command 20 for the wheel brakes 10. The thrust reverser 12 is controlled in part by a thrust reverser controller 22, the thrust reverser controller 22 receiving a thrust reverser deploy request 24 from the cockpit 18, wherein the actions of the pilot 26 reach and issue a thrust reverser deploy command 28 for the thrust reverser 12.

The wheel braking system included in the aircraft landing gear is capable of ensuring the braking function of the aircraft by itself. In fact, the certification of the braking distance is only applicable to wheel braking systems, which is the only system considered to determine whether an aircraft is able to land on a particular runway. However, to facilitate this certification, the thrust reverser system included in the turbojet of an aircraft is often seen as an option for reducing wear of the wheel braking system, and more importantly because the two systems are developed completely independently, since each involves very different aircraft subsystems (landing gear and turbojet).

One of the main functions of the wheel braking system is to ensure a regulation of deceleration ("autobrake" function) which allows the aircraft to decelerate in a uniform manner (without jerks) and to adapt to the runway and to the fairway ("brake vacation" function).

Fig. 7 shows a normal case of landing, for example adjusted to a constant deceleration level of the thrust reverser deployment during braking.

First, it is observed in 1 that the wheel braking algorithm is allowed to be initiated when the wheel contacts the ground. In 2, once these wheel braking algorithms have been initialized and a certain wheel speed value is reached, the deceleration adjustment is activated. The wheel brakes come into effect and then servo control the aircraft to a constant deceleration set point. At a given time 3, unknown to the wheel braking system, the thrust reverser deploys according to the actions of the pilot. This deployment of the thrust reverser produces a strong deceleration, which is considered to be an external disturbance of the wheel braking system, which must be adapted in real time to suppress (eliminate) this disturbance. This entire period results in a short time during which the deceleration is no longer equal to the set value, and this also leads to vibrations in the aircraft, which significantly reduces the comfort of the passengers. At 4, once the thrust reverser has been deployed, the wheel brake adjustment will try to suppress the disturbances generated by the thrust reverser deployment and adjust the aircraft again to a constant deceleration set point. The desired speed (zero or non-zero) is reached at 5 and the pilot deactivates the automatic deceleration function of the wheel brake system, thereby canceling the deceleration.

However, the comfort problem associated with the vibrations that occur repeatedly poses a fundamental problem that must be solved, and in particular because the correctors that allow the adjustment of the deceleration are dimensioned according to the amplitude of these vibrations, which can lead to a loss of performance of the wheel braking system. In fact, in order to correctly eliminate this relatively significant disturbance (up to 50% of the deceleration), a very dynamic corrector is required to ensure the comfort of the remaining brakes. However, to filter out anything that might feel "bumpy" instead, a corrector that is not very dynamic is required. It is therefore difficult to find a compromise between these two limits, and it is therefore necessary to find other solutions to ensure that these passengers obtain a better comfort.

Disclosure of Invention

The present invention aims to propose an alternative solution which allows to ensure a smoother deceleration of the aircraft. It is an object to provide more degrees of freedom in the design of the wheel brake system, in particular to relax the adjustment trade-off of the above mentioned corrector.

These objects are achieved by a method for monitoring aircraft wheel braking, wherein braking of the aircraft wheels is controlled by a wheel brake controller that actuates the aircraft's wheel brakes based on both a deceleration adjustment request and a thrust reverser deployment request.

Thus, by informing the wheel brake controller of the thrust reverser behavior, the adjustment corrector trade-off required in the prior art can be simplified.

According to contemplated embodiments, the thrust reverser deployment request is received by the wheel brake controller directly from the cockpit of the aircraft, or is received by the wheel brake controller directly and relayed to the thrust reverser controller that actuates the deployment of the thrust reverser, or is relayed to the wheel brake controller directly by the controller of the thrust reverser.

Advantageously, in order to eliminate the disturbances generated by the deployment of the thrust reverser, the deceleration adjustment command sent by the wheel actuation controller to the wheel brakes is kept substantially constant by: by adapting the deceleration set point proportional to the disturbance generated by the deployment of the thrust reverser, or by adapting the gain of the transfer function of the wheel brake adjusting circuit proportional to the disturbance generated by the deployment of the thrust reverser.

The invention also relates to a wheel brake control capable of actuating the brakes of the wheels of an aircraft upon request for a deceleration adjustment, characterized in that it is configured to deploy the brakes upon request for actuation of the wheels of the aircraft upon the basis of a thrust reverser.

Preferably, the controller is further configured to receive information from the thrust reverser controller regarding the actual state of the thrust reverser.

Drawings

Other characteristics and advantages of the invention will emerge from the description given below with reference to the accompanying drawings, which illustrate an exemplary embodiment of the invention without any limiting nature, and in which:

figure 1 shows a simplified architecture of a wheel brake and thrust reverser system according to a first embodiment of the invention,

figure 2 shows a simplified architecture of a wheel brake and thrust reverser system according to a second embodiment of the invention,

figure 3 shows a simplified architecture of a wheel brake and thrust reverser system according to a third embodiment of the invention,

figure 4 shows in detail the structure of the wheel brake controller of the present invention,

figure 5 shows the deceleration curve obtained by the wheel brake controller of figure 4,

fig. 6 shows a conventional simplified architecture wheel brake and thrust reverser system according to the prior art, and

figure 7 shows a deceleration curve of the wheel brake system of figure 6.

Detailed Description

Three embodiments of the invention, shown in succession in figures 1 to 3, are envisaged to ensure this information from the wheel brake controller.

In the embodiment of fig. 1, it is simply proposed that in known architectures, a deployment request 24 from the cockpit of the aircraft 18, sent directly and only to the thrust reverser controller 22, is also sent in parallel to the wheel brake controllers 14.

However, with this architecture, the deceleration profile is not optimal, since the wheel brake controllers cannot control the moment at which the thrust reverser will deploy and therefore do not know their true state. It can only react to the deployment request made by the pilot and estimate that deployment is actually taking place. There is therefore a risk of considering the deployment commands of the reversers without them deploying, resulting in transients that are very detrimental to braking comfort and performance (effective deceleration is lower than the commanded deceleration). However, this risk can be eliminated by providing the reception of information 30 from the thrust reverser controller about this actual state of the reverser that allows it to verify that the reverser is properly deployed.

It should be noted that in the degraded mode, in which the deployment request is not taken into account, this architecture allows a very simple return to the traditional architecture, in which the braking of the wheels and the deployment of the thrust reverser are managed independently of one another.

In the embodiment of fig. 2, the controller 22 that suggests a thrust reverser relays a thrust reverser deployment request 24 received directly from the cockpit 18 to the wheel brake controllers 14.

As previously mentioned, with this architecture, the deceleration profile is not optimal because the wheel brake controllers do not control the moment at which the thrust reverser will deploy and therefore do not know their actual state. It can only react to the unwind request received from the thrust reverser controller and estimate that unwinding is actually occurring. There is therefore a risk of considering the deployment commands of the reversers without them deploying, resulting in transients that are very detrimental to braking comfort and performance. However, as previously mentioned, this risk may be eliminated by providing for the receipt of information 30 from the thrust reverser controller about this actual state of the reverser that allows it to verify that the reverser is properly deployed.

By selecting the degraded mode, irrespective of the need for deployment and the possible state of the reverser, the architecture also allows a very simple return to the traditional architecture, in which the braking of the wheels and the deployment of the thrust reverser are managed independently of one another.

In the embodiment of fig. 3, both the deceleration adjustment request 16 and the thrust reverser deployment request 24 are sent to the wheel brake controllers 14, which may then relay the thrust reverser deployment request to the thrust reverser controller 22, e.g., only when it is ready to consider its effects. Once the request is relayed to the thrust reverser controller 22, the latter can acknowledge the correct receipt to the wheel brake controllers and send back information 30 about the actual state of the thrust reverser: the reverser is undeployed, deployed and deployed.

This type of operation of the master (for brakes) and slave (for the reverser) allows to optimize the deceleration of the aircraft as much as possible, since the deceleration adjustment algorithm can be better adapted to the actual conditions of the reverser. It is also possible to recreate (by means of an inverse model which returns, for example, an instantaneous or predicted deceleration increment with some advance step to the wheel brake controller) the deceleration caused by the thrust reverser and integrate it directly into the deceleration adjustment, so that disturbances due to the deployment of the thrust reverser can be easily suppressed. This can be done in a thrust reverser controller or a wheel brake controller, provided that the model data required for the adjustment is shared.

Fig. 4 illustrates an exemplary embodiment of the wheel brake controller 14 that issues a deceleration adjustment command 20 to the wheel brake 10 based on the deceleration adjustment request 16. The controller includes a corrector 32, which corrector 32 acts, as is known, on the adjustment deviation between the set point 34 and the measured value 21 of the deceleration. However, this setpoint is not the nominal deceleration setpoint 36 but an appropriate deceleration setpoint delivered by a setpoint adaptation module 38 that receives the thrust reverser deployment request 24 and possibly information 30 about the actual state of the thrust reversers 12. Thus, the module 38 allows switching from the nominal deceleration set point to the adapted deceleration set point. The wheel brake controller is therefore able to modify its deceleration set point directly according to the thrust reverser deployment request, so that the braking effect of the reverser and the wheel brake set point coincide with the values requested at the cockpit of the aircraft.

Fig. 5 shows the transition from the nominal deceleration set point to the adapted deceleration set point, which allows for a bumpless deceleration adjustment command 20 to be ensured, which assumes the ideal case where the adapted deceleration set point 34 is immediately reduced once it is known that the reverser is moving at time T1 (receiving the thrust reverser deployment request 24). The set point is then changed in a manner that is exactly opposite to the deceleration effect produced by the thrust reverser (the shaded area 40 corresponds to a compensation of the aerodynamic effect of the reverser). The target is of course to have a constant deceleration corresponding to the value requested by the pilot. Once the deployment of the thrust reverser is completed at time 12, the deceleration set point is returned to the constant value of the nominal set point 36 so as not to accelerate too much and to have minimal oscillations during transients.

It should be noted that there are other types of adaptations that can have the same result as the aforementioned setpoint adaptation. For example, an adaptation of the gain of the transfer function of a closed-loop system is also possible. To this end, the gain of the regulation loop is modified at the time of an event defined by the thrust reverser deployment request and the state of these thrust reversers.

The main advantage of this solution is therefore to obtain a very smooth deceleration of the aircraft, thus improving passenger comfort during the landing phase. Thus, the data transmission between the two controllers allows the behaviour of the aircraft to be predicted.

Each of these three embodiments involves an increase in the signals transmitted between the cockpit and the two controllers, and therefore in particular an increase in the wiring. However, this disadvantage should be properly viewed, since it depends essentially on the communication network present in the aircraft. However, for current AFDX type networks (avionics full duplex), the need to add cabling tends to disappear.