阅读说明：本技术 一种飞行器着陆刹车距离控制方法 (Aircraft landing braking distance control method ) 是由 刘晓超 耿聆栋 焦宗夏 王壮壮 白宁 齐鹏远 李洋 尚耀星 于 2021-03-02 设计创作，主要内容包括：发明公开了一种飞行器着陆刹车距离控制方法,包括：获取飞行器在跑道上的减速路径、减速路径的减速距离、减速路径终点处的终点速度和减速路径起点处的行驶速度；根据减速距离、行驶速度、终点速度计算减速率；根据减速率控制飞行器在跑道上减速。本公开通过首先获取飞行器跑道的减速距离和减速距离终点的终点速度然后获取飞行器初始位置的行驶速度,根据减速距离、终点速度和行驶速度,可以获得减速率；可以根据该减速率来控制器飞行器减速,可以在跑道中减速距离的终点位置完成减速至终点速度。(The invention discloses a method for controlling the landing braking distance of an aircraft, which comprises the following steps: acquiring a deceleration path of the aircraft on the runway, a deceleration distance of the deceleration path, a terminal speed at the terminal point of the deceleration path and a running speed at the starting point of the deceleration path; calculating a deceleration rate according to the deceleration distance, the running speed and the terminal speed; and controlling the aircraft to decelerate on the runway according to the deceleration rate. The deceleration rate can be obtained according to the deceleration distance, the terminal speed and the running speed of the deceleration distance and the terminal speed of the runway of the aircraft; the aircraft may be controlled to decelerate according to the deceleration rate, and the deceleration to the terminal speed may be accomplished at a terminal location of the deceleration distance in the runway.)

1. An aircraft landing braking distance control method, comprising:

acquiring a deceleration path of the aircraft on the runway, a deceleration distance of the deceleration path, a terminal speed at the terminal point of the deceleration path and a running speed at the starting point of the deceleration path;

calculating a deceleration rate according to the deceleration distance, the running speed and the terminal speed;

and controlling the aircraft to decelerate on the runway according to the deceleration rate.

2. A method of aircraft landing braking distance control as claimed in claim 1, wherein the end point of the deceleration path is a taxiway position.

3. The aircraft landing braking distance control method of claim 1, wherein the deceleration distance of the aircraft on the runway is obtained by:

the landing position and the driving-off position of the aircraft are obtained, the path distance is calculated according to the landing position and the driving-off position, and the path distance is used as the deceleration distance.

4. The aircraft landing braking distance control method of claim 1, wherein the deceleration distance of the aircraft on the runway is obtained by:

acquiring a landing position and a driving position of the aircraft, calculating a path distance according to the landing position and the driving position, and acquiring sliding displacement of the aircraft before deceleration; the result of the path distance minus the sliding displacement is the deceleration distance.

5. The aircraft landing braking distance control method of claim 4, wherein the time course of the travel speed of the aircraft between the landing position of the aircraft and the deceleration starting position is recorded, and the deceleration distance is calculated by the following formula:

wherein S_nIs the deceleration distance, S is the path distance, t₀Is the slip time.

6. The aircraft landing braking distance control method according to claim 1, wherein the driving speed of the aircraft is also collected in real time, the current deceleration distance of the aircraft is obtained again every preset time interval, and the deceleration rate is updated according to the current deceleration distance and the current driving speed so as to control the aircraft to decelerate at the updated deceleration rate.

7. An aircraft landing braking distance control method according to claim 1 or 6, wherein the aircraft braking distance is also predicted from the current speed of travel of the aircraft and the allowed deceleration rate for the runway.

8. An aircraft landing braking distance control method according to claim 7, wherein the predicted aircraft braking distance is compared with the current deceleration distance and an early warning is given if the predicted aircraft braking distance is greater than the current deceleration distance.

9. The aircraft landing braking distance control method of claim 1, wherein controlling the aircraft to slow down on the runway according to the deceleration rate is by: and transmitting the deceleration rate to a brake control system of the aircraft, and controlling the aircraft to decelerate according to the deceleration rate by the brake control system.

10. The aircraft landing braking distance control method of claim 1, wherein the deceleration rate is calculated by the following equation:

wherein k is_nIs the deceleration rate, v₀Is the terminal velocity, v_nIs the running speed, S_nIs the deceleration distance.

Technical Field

The disclosure belongs to the technical field of aircraft braking, and particularly relates to a method for controlling landing braking distance of an aircraft.

Background

The aircraft can select a taxiway as a driving-off exit after landing, the aircraft cannot be completely controlled to be accurately braked and stopped at the exit of the runway due to manual operation of a pilot and external interference influence, the aircraft always stops in advance or misses the exit, the aircraft is forced to go back to the head, the aircraft transmitter needs to be ignited again, power is provided for the aircraft to drive off the runway, and the energy of the aircraft is greatly wasted and runway resources are occupied. In order to accurately predict and control the braking distance, the method for predicting the landing braking distance of the aircraft is provided.

Disclosure of Invention

In order to solve at least one of the above technical problems, the present disclosure provides a braking distance control method capable of controlling a braking distance to an aircraft landing.

An aircraft landing braking distance control method, comprising:

acquiring a deceleration path of the aircraft on the runway, a deceleration distance of the deceleration path, a terminal speed at the terminal point of the deceleration path and a running speed at the starting point of the deceleration path;

calculating a deceleration rate according to the deceleration distance, the running speed and the terminal speed;

and controlling the aircraft to decelerate on the runway according to the deceleration rate.

Optionally, the end point of the deceleration path is a taxiway position.

Optionally, the deceleration distance of the aircraft on the runway is obtained by:

the landing position and the driving-off position of the aircraft are obtained, the path distance is calculated according to the landing position and the driving-off position, and the path distance is used as the deceleration distance.

Optionally, the deceleration distance of the aircraft on the runway is obtained by:

acquiring a landing position and a driving position of the aircraft, calculating a path distance according to the landing position and the driving position, and acquiring sliding displacement of the aircraft before deceleration; the result of the path distance minus the sliding displacement is the deceleration distance.

Optionally, a time-dependent change process of the traveling speed of the aircraft between the landing position of the aircraft and the deceleration starting position is recorded, and the deceleration distance is calculated by the following formula:

wherein S_nIs the deceleration distance, S is the path distance, t₀Is the slip time.

Optionally, the driving speed of the aircraft is also acquired in real time, the current deceleration distance of the aircraft is acquired again at intervals of a preset time, and the deceleration rate is updated according to the current deceleration distance and the current driving speed.

Optionally, the aircraft braking distance is also predicted from the current speed of travel of the aircraft and the allowed deceleration rate of the runway.

Optionally, the predicted braking distance of the aircraft is compared with the current deceleration distance, and if the predicted braking distance of the aircraft is greater than the current deceleration distance, early warning is given.

Optionally, the specific method for controlling the aircraft to decelerate on the runway according to the deceleration rate is as follows: and transmitting the deceleration rate to a brake control system of the aircraft, and controlling the aircraft to decelerate according to the deceleration rate by the brake control system so as to control the aircraft to decelerate at the updated deceleration rate.

Optionally, the deceleration rate is calculated by the following formula:

wherein k is_nIs the deceleration rate, v₀Is the terminal velocity, v_nIs the running speed, S_nIs the deceleration distance.

The disclosure provides for obtaining a deceleration distance S of an aircraft runway by first obtaining the deceleration distance S_nAnd a terminal velocity v of a terminal of the deceleration distance₀Then obtaining the running speed v of the initial position of the aircraft_nAccording to the deceleration distance S_nEnd point velocity v₀And a running speed v_nThe deceleration rate k can be obtained_n(ii) a Can be based on the deceleration rate k_nTo control the aircraft to slow down, a distance S of deceleration may be provided in the runway_nIs decelerated to a terminal speed v₀。

The beneficial effect of this disclosure lies in:

1. the aircraft can automatically select a proper deceleration rate, accurately reaches a preselected taxiway, can reduce pilot operation, effectively manages the approaching and landing actions of the aircraft, greatly reduces the time of occupying a runway by the traction aircraft or the restarting power of the aircraft, and achieves the purposes of improving the airport operation efficiency and saving aircraft resources.

2. Can avoid aircraft minimum distance brake, improve the security, reduce tire and brake disc wear rate, reduce brake disc cooling interval, reduce the trouble number of times, correspondingly can reduce ground service maintenance cost and dispatch time by a wide margin, provide the guarantee to the rate of attendance of aircraft.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the disclosure and together with the description serve to explain the principles of the disclosure.

FIG. 1 is a schematic block diagram of an aircraft landing braking distance control method according to a first embodiment of the disclosure;

FIG. 2 is a schematic illustration of an aircraft in a first embodiment of the disclosure in a field during landing;

FIG. 3 is a time velocity graph according to a second embodiment of the present disclosure;

fig. 4 is a time-velocity variation diagram in the third embodiment of the present disclosure.

Detailed Description

The present disclosure will be described in further detail with reference to the drawings and embodiments. It is to be understood that the specific embodiments described herein are for purposes of illustration only and are not to be construed as limitations of the present disclosure. It should be further noted that, for the convenience of description, only the portions relevant to the present disclosure are shown in the drawings.

It should be noted that the embodiments and features of the embodiments in the present disclosure may be combined with each other without conflict. The present disclosure will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

Example one

Referring to fig. 1 and 2, a method for controlling a landing braking distance of an aircraft includes:

in a use scene that the aircraft 8 is in an approach stage or an approach stage and enters the taxiways (2-6) after landing, a deceleration path of the aircraft 8 on the runway 2 and a deceleration distance S of the deceleration path are acquired_nTerminal velocity v of terminal of deceleration path₀And a running speed v at the start of the deceleration path_nWherein the aircraft 8 may be an airplane, an aircraft, a model airplane, or the like;

the initial deceleration position of the aircraft 8 is the landing contact position of the aircraft 8, i.e. the speed of travel of the initial deceleration position of the aircraft 8 is the speed of travel v of the aircraft when it falls on the airport runway 2_nThe speed and landing contact position of the aircraft 8 can be estimated from the current speed of the aircraft in combination with runway data, aircraft parameters (aircraft/engine model, atmospheric temperature, landing weight, position of center of gravity, etc.), inertial navigation data (GPS position, airspeed, ground speed, wind speed, etc.); the terminal position of the deceleration path is the taxiway position, and the runway and the taxiway are determined after the deceleration path is communicated with the tower platform before landingAnd the position is more suitable for predicting the braking distance of the landing point position and the end point position of the deceleration path. Deceleration distance S_nThe runway distance from the contact point position of the aircraft 8 to the position of the taxiway (2-6) to be entered, and the terminal speed v of the terminal of the deceleration distance₀I.e. the speed at which the position of the taxiway (2-6) is reached.

According to the deceleration distance S_nV running speed v_nEnd point velocity v₀Calculating a deceleration rate k_n(ii) a Aircraft 8 predicts the overall deceleration k on airport runway 2_n。

According to the deceleration rate k_nControlling the aircraft 8 to decelerate; the aircraft 8 can be let in the terminal speed v₀Reaches the deceleration distance S_nThe end position of (2). The aircraft 8 can safely enter the taxiways (2-6).

In one embodiment, in a use scenario where the aircraft 8 decelerates to a stop directly on the runway 2. Deceleration distance S_nThe distance from the landing contact position of the aircraft 8 to the runway decelerating to stop and the terminal speed v of the deceleration distance terminal₀I.e. is zero. Speed of travel v through the position of the aircraft 8 landing contact_nThe terminal speed v of deceleration₀Deceleration distance S from end point of runway 2_nThe deceleration rate k can be calculated_nAccording to the deceleration rate k_nThe aircraft 8 is controlled to decelerate, so that the aircraft 8 can be stopped at a preset position of the runway 2, and dangers such as the aircraft 8 rushing out of the runway 2 can be prevented.

In another embodiment, deceleration rate k needs to be modified if aircraft 8 is already in runway 2_nIn the usage scenario (2). Deceleration distance S of aircraft 8_nIs the current position of the aircraft 8, the deceleration distance S_nIs a taxiway (2-6) position or a position decelerated to a stop, the speed v of the initial position of deceleration_nIs the current speed of the aircraft 8, which can be obtained from sensors in the aircraft 8 by calculating the deceleration rate k_nAt the deceleration rate k_nControlling the aircraft 8 to decelerate so as to bring the aircraft 8 to the terminal speed v₀When the vehicle reaches a driving-off position or a stopping position.

In one embodiment, the deceleration rate may be calculated by the following formula:

wherein k is_nIs the deceleration rate, v₀Is the terminal velocity, v_nIs the running speed, S_nIs the deceleration distance.

Deceleration distance S_nThe path distance S can be calculated from the landing position and the driving-off position by acquiring the landing position and the driving-off position of the aircraft 8, and the path distance S is taken as the deceleration distance S_n。

The specific method for controlling the aircraft 8 to decelerate according to the deceleration rate is as follows: the deceleration rate is transmitted to a brake control system of the aircraft 8, and the aircraft 8 is controlled by the brake control system to decelerate according to the deceleration rate. Increasing or decreasing the control pressure to the brakes of the wheels, keeping the aircraft 8 at a deceleration rate k_nAnd realizing the braking process.

Example two

Referring to fig. 3, there is a period of time for the aircraft 8 to roll after touchdown, during which the brakes of the aircraft 8 are generally not actuated, and the wheels roll forward, under the influence of rolling friction and air resistance, the speed of the aircraft and the current distance of the aircraft from the departure point are constantly changing, taking into account the above-mentioned influences.

Deceleration distance S of aircraft 8_nThe method comprises the following steps:

obtaining the landing position and the driving position of the aircraft 8, calculating the path distance S according to the landing position and the driving position, and obtaining the sliding displacement S of the aircraft 8 before deceleration₀(ii) a The result of the path distance minus the sliding displacement is the deceleration distance.

Specifically, the time-dependent change process of the running speed of the aircraft 8 between the landing position of the aircraft 8 and the deceleration starting position is recorded, and t is set₀At the moment, the aircraft 8 starts to work when braking, and the current distance between the aircraft 8 and the driving-off point is S_nThe current running speed of the aircraft 8 is v_nIf the predicted total braking distance is not changed, t₀Time of dayThe method provided by the disclosure assumes that the braking process is constant deceleration braking, and calculates the deceleration rate k_nWherein the deceleration distance S_nThe deceleration distance is calculated by the following formula:

wherein S_nIs the deceleration distance, S is the path distance, t₀Is the slip time.

EXAMPLE III

Referring to fig. 4, since dynamic disturbance exists in the braking process, the constant deceleration rate braking is only in an ideal state and cannot be maintained all the time, the current speed of the aircraft 8 is collected, the current distance from the driving point is calculated, and the driving speed v of the aircraft 8 is collected in real time_nOr within each control period, e.g. t₀,t₁,…t_nThe running speed of the aircraft 8 is collected, the current deceleration distance of the aircraft 8 is obtained again at intervals of a preset time, and the current deceleration distance S is obtained_nAnd the current driving speed v_nReal-time dynamic update deceleration rate k_nAt the updated deceleration rate k_nAnd controlling the aircraft to decelerate. Current deceleration distance S_nIs the path distance between the current position of the aircraft 8 on the runway 2 to the location of the departure point.

Wherein, t_nIs the current time, S₁,S₂… is the displacement of the aircraft 8 during the sequential control cycle, the current deceleration distance S from the point of departure from the vehicle_nIs expressed by the following formula:

S_n＝S-S₀-S₁-S₂-…

updating dynamic deceleration rate k in real time_nThe brake control system based on deceleration rate control is based on the dynamic deceleration rate k_nAnd (3) adjusting the braking pressure in real time, wherein the process is continued until the whole braking stage is finished, and finally, the aircraft 8 is ensured to accurately enter the taxiway (2-6) at a preset speed.

In a preferred embodiment, it is also dependent on the current speed v of travel of the aircraft 8_nAnd the allowed deceleration rate of the runway 2And measuring the braking distance of the aircraft 8. Wherein the allowed deceleration rate of the runway 2 is determined by runway data, dry/wet runway characteristics, and other parameters. By prediction it is possible to know whether the deceleration of the aircraft 8 on the runway 2 is safe and whether there is a risk of the aircraft running out of the departure point. The predicted braking distance of the aircraft 8 may also be compared to the current deceleration distance S_nAnd comparing, and giving an early warning if the predicted braking distance of the aircraft 8 is greater than the current deceleration distance. And reminding dispatchers and drivers. The pilot may fly back or the dispatcher may select a taxiway for the aircraft 8 from the new (2-6).

In the approach and approach stages, the landing speed and the landing position of the aircraft 8 can be changed due to the fact that the pilot continuously adjusts the attitude of the aircraft 8 and is influenced by disturbance, and the braking distance prediction can be updated in real time according to parameters such as the speed of the aircraft 8 and the conditions of the runway 2.

The present disclosure has the advantages that:

1. the aircraft 8 can automatically select a proper deceleration rate, accurately reaches the preselected taxiways (2-6), can reduce pilot operation, effectively manages the approaching and landing actions of the aircraft 8, greatly reduces the time of occupying the runway 2 by restarting power for towing the aircraft 8 or the aircraft 8, and achieves the purposes of improving the airport operation efficiency and saving the aircraft 8 resources.

2. Can avoid 8 shortest distance brakes of aircraft, improve the security, reduce tire and brake disc wear rate, reduce brake disc cooling interval, reduce the fault frequency, correspondingly can reduce ground service maintenance cost and dispatch time by a wide margin, provide the guarantee to the rate of attendance of aircraft 8.

In the description herein, reference to the description of the terms "one embodiment/mode," "some embodiments/modes," "example," "specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment/mode or example is included in at least one embodiment/mode or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to be the same embodiment/mode or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments/modes or examples. Furthermore, the various embodiments/aspects or examples and features of the various embodiments/aspects or examples described in this specification can be combined and combined by one skilled in the art without conflicting therewith.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

It will be understood by those skilled in the art that the foregoing embodiments are merely for clarity of illustration of the disclosure and are not intended to limit the scope of the disclosure. Other variations or modifications may occur to those skilled in the art, based on the foregoing disclosure, and are still within the scope of the present disclosure.