CN113460022A - Fault detection method for airplane wheel braking system - Google Patents

Fault detection method for airplane wheel braking system Download PDF

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Publication number
CN113460022A
CN113460022A CN202110964203.2A CN202110964203A CN113460022A CN 113460022 A CN113460022 A CN 113460022A CN 202110964203 A CN202110964203 A CN 202110964203A CN 113460022 A CN113460022 A CN 113460022A
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valve
wheel
servo valve
pressure
brake pressure
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CN113460022B (en
Inventor
陈国慧
陆峰
邓伟林
张宏艳
鲁静
杨洋
李秋慧
何俊永
邵杰
王壮实
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Xian Aviation Brake Technology Co Ltd
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Xian Aviation Brake Technology Co Ltd
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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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • 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
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/406—Test-mode; Self-diagnosis

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

The utility model provides an aircraft wheel braking system's fault detection method, is based on current brake controller, trip valve, servo valve and the sensor of aircraft wheel braking system, judges whether satisfy the fault condition through the brake pressure that detects respectively, in order to confirm whether aircraft wheel braking system is invalid to realized the purpose to aircraft wheel braking system's fault detection, and pinpoint to faulty equipment, alleviateed maintainer's work burden, improved the fault isolation rate of aircraft braking system to 78% by 63%, can pinpoint the trouble to brake control unit, trip valve, servo valve, reduced the implementation degree of difficulty and the cost to aircraft wheel braking system's fault detection.

Description

Fault detection method for airplane wheel braking system
Technical Field
The invention relates to the technical field of airplane braking, in particular to a fault detection method for an airplane wheel braking system, which is used for detecting faults of all hydraulic equipment in the airplane wheel braking system.
Background
The airplane wheel braking system is one of the most important systems of the airplane and plays an important role in the takeoff and landing processes of the airplane. The airplane wheel braking system mainly realizes the braking of the airplane by controlling the switch of the cut-off valve and outputting corresponding braking pressure through the servo valve.
The invention with the publication number of CN111220814A discloses an airplane wheel speed acquisition system and a fault detection method, wherein an input switching unit is added to detect and isolate faults of a speed sensor, but the invention only acquires the speed and the fault detection of the airplane wheel and does not detect the faults of a servo valve and a cut-off valve. When a locomotive brake system breaks down, a maintainer cannot accurately position the broken-down equipment during maintenance.
The invention with the publication number of CN108557058A discloses an electrification self-checking method for an airplane antiskid wheel braking system, in the method, an auxiliary control board and a main control board of an airplane antiskid control device respectively output three detection currents to an electro-hydraulic pressure servo valve to detect the state of the servo valve, but in the method, only the fault detection of the servo valve is carried out, and the related fault isolation judgment of various hydraulic valves of the airplane wheel braking system, including other hydraulic valves, and the airplane wheel braking system is carried out.
In the prior art, a fault detection function of a hydraulic channel of an airplane wheel brake system is not provided, a certain hydraulic product cannot be accurately positioned, when the airplane wheel brake system fails, a cutoff valve may occur, and a servo valve cannot be closed or cannot be opened after being closed, so that adverse consequences are caused to the suspension of take-off and normal landing of an airplane, and therefore, a fault detection method of the airplane wheel brake system is necessary to be provided to achieve the purpose of fault detection of the airplane wheel brake system.
Disclosure of Invention
The invention provides a fault detection method of a wheel brake system, aiming at solving the problems that the fault detection function of a hydraulic channel of the wheel brake system is not available and a certain hydraulic product cannot be accurately positioned in the prior art.
The specific process of the invention is as follows:
step one, judging whether to start the fault detection of the wheel braking system:
the state information of the airplane is obtained through the brake controller, and whether the airplane wheel brake system starts to carry out fault detection or not is judged according to the obtained state information of the airplane.
The airplane state information is divided into two types, wherein the first type of airplane state information comprises wheel load information, hydraulic source pressure information and airplane wheel speed information acquired by a speed sensor; the second type of airplane state information comprises undercarriage handle information, undercarriage down lock information, wheel load information, hydraulic source pressure information and brake pedal displacement information.
I, when judging whether to start the fault detection of the airplane wheel braking system according to the first type of information:
and after the brake controller is electrified, the obtained wheel load signal, the hydraulic source pressure information and the wheel speed information are used as whether to detect the fault of the wheel brake system.
When the following conditions are met, the obtained wheel load information indicates that the pressure information of the hydraulic source is 2000psi greater than the pressure required by normal braking, and the wheel speed information indicates 0, the brake controller starts the fault detection of the wheel braking system.
The wheel speed information indication of 0 indicates that the aircraft is in a stopped state.
II, when judging whether to start the fault detection of the airplane wheel braking system according to the second type of information:
when all the following conditions are met, the brake controller starts the detection of the fault of the wheel braking system:
the undercarriage handle is changed from retraction to extension, the undercarriage down lock information is 0, the wheel load information indicates that the airplane is in the air, and the hydraulic source pressure information indicates that the pressure of the undercarriage handle is greater than the pressure of normal braking; the brake pedal displacement information is smaller than the pedal displacement threshold value. When the judgment conditions are all met, the brake controller starts the fault detection of the wheel brake system. And if the undercarriage down lock information is 0, the undercarriage is in the non-locking state.
The normal braking pressure is 2000psi and the pedal displacement threshold is 12%.
Step two, judging whether the hydraulic channel has a fault:
the hydraulic channel is a channel from the cut-off valve to each wheel.
When judging whether the hydraulic channel is in fault:
the controlled cut-off valve is closed simultaneously through a first cut-off valve switch and a second cut-off valve switch of the brake controller; meanwhile, the output pressure of the left servo valve and the output pressure of the right servo valve are both 0 through the brake controller. The closing duration of the cut-off valve is synchronous with the output pressure 0 duration of the left servo valve and the right servo valve, and both are delta T1。
When the closing duration of the cut-off valve and the duration that the output pressure of the left servo valve and the output pressure of the right servo valve are 0 end, the brake controller detects the actual brake pressure P of the left wheel through the left wheel pressure sensordLThe actual brake pressure P of the right wheel is detected by the right wheel pressure sensordR. Judging whether the pressure of the hydraulic channel meets the braking condition through formulas (1) and (2):
Pr-ΔPL≤PdL≤Pr+ΔPL (1)
Pr-ΔPR≤PdR≤Pr+ΔPR (2)
in the formula, PdLThe actual brake pressure of the left airplane wheel; pdRThe actual brake pressure of the right airplane wheel; prFor wheel braking systemsOil pressure; delta PLTo left wheel brake pressure tolerance, Δ PRThe brake pressure tolerance of the right wheel.
If P isdLIf the formula (1) is met, the left servo valve channel is considered to be normal; if equation (1) is not satisfied, then the left servo valve channel is determined to be malfunctioning. If P isdRIf the formula (2) is met, the right servo valve channel is considered to be normal; if equation (2) is not satisfied, then the right servo valve channel is determined to be malfunctioning.
Step three, judging whether the stop valve is stuck:
when the stop valve is judged to be blocked or not, the brake controller controls the left servo valve to output a command brake pressure PLThe brake controller controls the right servo valve to output a command brake pressure PR. The command brake pressure P of the left servo valveLOutput duration and commanded brake pressure P of the right servo valveRAre all Δ T2。
The left servo valve outputs a command brake pressure PL1000psi, the right servo valve outputs a command brake pressure PR1500psi, duration Δ T2Is 500 ms.
When the left servo valve outputs a command brake pressure PLAnd the right servo valve outputs a command brake pressure PRWhen the duration time is over, the brake controller respectively receives the detected actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd respectively judging whether the stop valve is blocked or not through formulas (1) and (2).
Pr-ΔPL≤PdL≤Pr+ΔPL (1)
Pr-ΔPR≤PdR≤Pr+ΔPR (2)
If P isdLAnd PdRIf the conditions both meet the formulas (1) and (2), the cut-off valve is determined to be normal; otherwise, determining that the stop valve has jamming faults.
Step four, judging whether the first cut-off valve is in failure:
when judging whether the first cut-off valve switch is in fault, the brake controller controls the second cut-off valve switch to be closed. The duration of time Δ T for which the second cut-off valve switch is closed3. Said duration Δ T3Is 500 ms.
When the duration of the closing of the second cut-off valve switch is over, the brake controller respectively receives the detected actual brake pressure P of the left wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd respectively judging whether the first cut-off valve is in failure or not through formulas (1) and (2).
If P isdLAnd PdRIf the first cut-off valve and the second cut-off valve both meet the formulas (1) and (2), determining that the first cut-off valve is normally opened; otherwise, determining that the first cut-off valve is in failure.
And step five, judging whether the left servo valve and the right servo valve have pressure faults or not:
and judging that the left servo valve and the right servo valve have pressure faults through a formula (3) and a formula (4) according to the pressures output by the left servo valve and the right servo valve.
Keeping the second shut-off valve closed. The brake controller controls the switch of the first cut-off valve to be closed, and the cut-off valve is opened. The switch closing duration of the first cut-off valve is delta T4(ii) a Said duration Δ T4Is 1000 ms. When the duration of the switch closing of the first cut-off valve is over, the brake controller respectively receives the actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd respectively judging whether the left servo valve and the right servo valve are in fault or not through formulas (3) and (4).
PL-ΔPL1≤PdL≤PL+ΔPL1 (3)
PR-ΔPR1≤PdR≤PR+ΔPR1 (4)
In the formula,. DELTA.PL1To left wheel brake pressure tolerance, Δ PR1The brake pressure tolerance of the right wheel.
If P isdLIf the formula (3) is met, the left servo valve is considered to be normal; if equation (3) is not satisfied, then the left servo valve pressure failure is determined. If P isdRIf the formula (4) is met, the right servo valve is considered to be normal; if equation (4) is not satisfied, then the right servo valve pressure failure is determined.
The brake pressure tolerance delta P of the left airplane wheelL150psi, the brake pressure tolerance Δ P of the right wheelRIs 150 psi.
Step six, judging whether the left servo valve and the right servo valve have the clamping stagnation faults of the punching positions:
when judging whether open position clamping stagnation faults exist in the left servo valve and the right servo valve, the brake controller is used for simultaneously controlling the left servo valve to output command brake pressure and the right servo valve to output command brake pressure to be 0. The output duration time DeltaT of the command brake pressure 0 of the left servo valve and the command brake pressure 0 of the right servo valve5(ii) a Said duration Δ T5Is 1000 ms.
When the duration of the left servo valve outputting the command brake pressure 0 and the duration of the right servo valve outputting the command brake pressure 0 are over, the brake controller respectively receives the actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd respectively judging whether the left servo valve and the right servo valve are in fault or not through formulas (1) and (2).
Pr-ΔPL≤PdL≤Pr+ΔPL (1)
Pr-ΔPR≤PdR≤Pr+ΔPR (2)
If P isdLIf the formula (1) is met, the left servo valve is considered to be normal; if equation (1) is not satisfied, it is determined that the left servo valve has a stuck fault in the open position. If P isdRIf the formula (2) is met, the right servo valve is considered to be normal; if equation (2) is not satisfied, the right servo is determinedThere is a stuck-at fault with the valve in the open position.
Step seven, judging whether the second cut-off valve switch has a fault:
when judging whether the second cut-off valve switch is in fault or not, the brake controller controls the second cut-off valve switch to be opened and closes the cut-off valve, and the brake controller controls the left servo valve to output the command brake pressure PLThe brake controller controls the right servo valve to output a command brake pressure PR. Duration of closing of the cut-off valve and brake pressure P output by left servo valveLAnd the right servo valve outputs a command brake pressure PRAre all delta T with the same synchronization and duration6(ii) a Said duration Δ T6Is 1500 ms.
The brake controller respectively receives the actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRWhether the second cut-off valve switch is failed or not is judged by the formulas (1) and (2), respectively.
The brake controller respectively receives the actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRWhether the second cut-off valve switch 3 is malfunctioning is determined by equations (1) and (2), respectively.
If equations (1) and (2) are satisfied, it is determined that the second cut-off valve switch 3 is normal; otherwise, determining that the second cut-off valve switch is in fault.
Step eight, judging alarm faults:
and after the judgment on whether the fault exists is finished, storing all judgment results, and comprehensively sending out a fault alarm for the fault information.
When the state information of the airplane meets the fault detection condition, whether the fault condition is met is judged through the detected brake pressure respectively to determine whether the airplane wheel brake system fails, so that the purpose of fault detection of the airplane wheel brake system is achieved, the fault equipment is accurately positioned, the workload of maintenance personnel is reduced, the fault isolation rate of the airplane brake system is improved from 63% to 78%, and the fault can be accurately positioned to a brake control unit, a cut-off valve and a servo valve.
The fault detection method of the airplane wheel braking system can achieve information acquisition and logic judgment based on the existing braking controller, the cut-off valve, the servo valve and the sensor of the airplane wheel braking system, and hardware of the airplane wheel braking system is not required to be designed, so that the implementation difficulty and the cost of the fault detection method of the airplane wheel braking system are low.
Drawings
FIG. 1 is a schematic structural diagram of a braking system for an airplane wheel;
FIG. 2 is a flow chart of the present invention.
Fig. 3 is a schematic flow chart of a method for detecting a fault of a braking system of an airplane wheel of an airplane according to state information of a first type of airplane.
Fig. 4 is a schematic flow chart of a method for detecting a failure of a braking system of an airplane wheel according to the second-type airplane state information.
In the figure: 1. a brake controller; 2. a first shut-off valve control switch; 3. a second cut-off valve control switch; 4. a hydraulic source; 5. a shut-off valve; 6. a left servo valve; 7. a right pressure sensor; 8. a left airplane wheel; 9. a right airplane wheel; 10. a left pressure sensor; 11. and a right servo valve.
Detailed Description
The invention relates to a method for detecting faults of a braking system of a wheel of a certain type of airplane.
The airplane wheel braking system comprises a brake controller 1, a cut-off valve 5, a servo valve and a pressure sensor; the servo valves comprise a left servo valve 6 and a right servo valve 11; the pressure sensors include a right pressure sensor 7 and a left pressure sensor 10.
In the process of implementing braking: the brake controller 1 controls the on/off of the cut-off valve through a first cut-off valve control switch 2 and a second cut-off valve control switch 3; the brake controller controls the left servo valve 6 and the right servo valve 11 to output corresponding brake pressure; the pressure sensor collects the brake pressure of the corresponding channel and feeds the brake pressure back to the brake controller. In the case of a real-time test,different pressures are output through a time sequence control cut-off valve, a left servo valve and a right servo valve, and the actual brake pressure P of the left wheel 8dLAnd the actual brake pressure P of the right wheel 9dRA detection method for judging faults of a braking system of an airplane wheel.
The specific process of this embodiment is:
step one, judging whether to start the fault detection of the wheel braking system:
the state information of the airplane is acquired through the brake controller 1, and whether the airplane wheel brake system starts to perform fault detection is judged according to the acquired state information of the airplane.
The airplane state information is divided into two types, wherein the first type of airplane state information comprises wheel load information, hydraulic source pressure information and airplane wheel speed information acquired by a speed sensor; the second type of airplane state information comprises undercarriage handle information, undercarriage down lock information, wheel load information, hydraulic source pressure information and brake pedal displacement information. The invention adds the displacement information of the brake pedal in the state information of the second type of airplane to improve the robustness of fault detection, and a pilot can prevent or quit the fault detection by stepping on the pedal.
I, when judging whether to start the fault detection of the airplane wheel braking system according to the first type of information:
and after the brake controller is electrified, the obtained wheel load signal, the hydraulic source pressure information and the wheel speed information are used as whether to detect the fault of the wheel brake system.
When the following conditions are met, the obtained wheel load information indicates that the pressure information of the hydraulic source is 2000psi greater than the pressure required by normal braking, and the wheel speed information indicates 0, the brake controller starts the fault detection of the wheel braking system.
The wheel speed information indication of 0 indicates that the aircraft is in a stopped state.
II, when judging whether to start the fault detection of the airplane wheel braking system according to the second type of information:
when all the following conditions are met, the brake controller starts the detection of the fault of the wheel braking system:
the undercarriage handle is changed from retraction to extension, the undercarriage down lock information is 0, the wheel load information indicates that the airplane is in the air, and the hydraulic source pressure information indicates that the pressure of the undercarriage handle is greater than the pressure of normal braking; the brake pedal displacement information is smaller than the pedal displacement threshold value. When the judgment conditions are all met, the brake controller starts the fault detection of the wheel brake system. And if the undercarriage down lock information is 0, the undercarriage is in the non-locking state.
The normal braking pressure is 2000psi and the pedal displacement threshold is 12%.
Step two, judging whether the hydraulic channel has a fault:
the hydraulic channel is a channel from the cut-off valve to each wheel.
When judging whether the hydraulic channel is in fault:
the controlled cut-off valve is closed simultaneously through the first cut-off valve switch 2 and the second cut-off valve switch 3 of the brake controller; meanwhile, the output pressures of the left servo valve 6 and the right servo valve 11 are both 0 through the brake controller. The closing duration of the cut-off valve is synchronous with the output pressure 0 duration of the left servo valve and the right servo valve, and both are delta T1。
When the closing duration of the cut-off valve and the duration that the output pressure of the left servo valve and the output pressure of the right servo valve are 0 end, the brake controller detects the actual brake pressure P of the left wheel through the right pressure sensor 7 of the left wheeldLThe actual brake pressure P of the right wheel is detected by the left pressure sensor 10 of the right wheeldR. Judging whether the pressure of the hydraulic channel meets the braking condition through formulas (1) and (2):
Pr-ΔPL≤PdL≤Pr+ΔPL (1)
Pr-ΔPR≤PdR≤Pr+ΔPR (2)
in the formula, PdLThe actual brake pressure of the left airplane wheel; pdRThe actual brake pressure of the right airplane wheel; prThe oil return pressure of the airplane wheel braking system; delta PLFor the brake pressure capacity of the left airplane wheelDifference, Δ PRThe brake pressure tolerance of the right wheel.
If P isdLIf the formula (1) is met, the left servo valve channel is considered to be normal; if equation (1) is not satisfied, then the left servo valve channel is determined to be malfunctioning. If P isdRIf the formula (2) is met, the right servo valve channel is considered to be normal; if equation (2) is not satisfied, then the right servo valve channel is determined to be malfunctioning.
In this embodiment, the oil return pressure P of the airplane wheel braking systemr110psi, the brake pressure tolerance Δ P of the left wheel 8L70psi, brake pressure tolerance Δ P of the right wheel 9R70psi, the closing time of the shut-off valve and the duration DeltaT of the output pressure of the left and right servo valves being 01Is 500 ms.
Step three, judging whether the stop valve is stuck:
when the stop valve is judged to be blocked or not, the brake controller controls the left servo valve to output a command brake pressure PLAnd the brake controller controls the right servo valve to output a command brake pressure PR. The output duration time of the command brake pressure PL of the left servo valve and the output duration time of the command brake pressure PR of the right servo valve are delta T2。
The left servo valve outputs a command brake pressure PL1000psi, the right servo valve outputs a command brake pressure PR1500psi, duration Δ T2Is 500 ms.
When the left servo valve outputs a command brake pressure PLAnd the right servo valve outputs a command brake pressure PRWhen the duration time is over, the brake controller respectively receives the detected actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd respectively judging whether the stop valve is blocked or not through formulas (1) and (2).
Pr-ΔPL≤PdL≤Pr+ΔPL (1)
Pr-ΔPR≤PdR≤Pr+ΔPR (2)
If P isdLAnd PdRIf the conditions both meet the formulas (1) and (2), the cut-off valve is determined to be normal; otherwise, determining that the stop valve has jamming faults.
Step four, judging whether the first cut-off valve is in failure:
when judging whether first shut-off valve switch 2 breaks down, brake controller controls second shut-off valve switch 3 and closes. The duration time Delta T of the closing of the second cut-off valve switch 33. Said duration Δ T3Is 500 ms.
When the duration time for closing the second cut-off valve switch 3 is over, the brake controller respectively receives the detected actual brake pressure P of the left wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRWhether the first cut-off valve switch 2 is failed or not is judged by the formulas (1) and (2), respectively.
If P isdLAnd PdRIf the first cutoff valve switch 2 and the second cutoff valve switch both meet the formulas (1) and (2), determining that the first cutoff valve switch 2 is normal; otherwise, it is determined that the first cut valve switch 2 is malfunctioning.
Step five, judging whether the left servo valve and the right servo valve have pressure faults or not:
the servo valve pressure failure refers to the error pressure output by the servo valve.
Keeping the second shut-off valve closed. The first cut-off valve switch 2 is controlled to be closed through the brake controller, and the cut-off valve is opened. The closing duration of the first cut-off valve switch 2 is delta T4(ii) a Said duration Δ T4Is 1000 ms. When the duration of the closing of the first cut-off valve switch 2 is over, the brake controller respectively receives the actual brake pressure P of the left wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd respectively judging whether the left servo valve and the right servo valve are in fault or not through formulas (3) and (4).
PL-ΔPL1≤PdL≤PL+ΔPL1 (3)
PR-ΔPR1≤PdR≤PR+ΔPR1 (4)
In the formula,. DELTA.PL1To left wheel brake pressure tolerance, Δ PR1The brake pressure tolerance of the right wheel.
If P isdLIf the formula (3) is met, the left servo valve is considered to be normal; if equation (3) is not satisfied, then the left servo valve pressure failure is determined. If P isdRIf the formula (4) is met, the right servo valve is considered to be normal; if equation (4) is not satisfied, then the right servo valve pressure failure is determined.
The brake pressure tolerance delta P of the left airplane wheelL150psi, the brake pressure tolerance Δ P of the right wheelRIs 150 psi.
Step six, judging whether the left servo valve and the right servo valve have the clamping stagnation faults of the punching positions:
when judging whether open position clamping stagnation faults exist in the left servo valve and the right servo valve, the brake controller is used for simultaneously controlling the left servo valve to output command brake pressure and the right servo valve to output command brake pressure to be 0. The output duration time DeltaT of the command brake pressure 0 of the left servo valve and the command brake pressure 0 of the right servo valve5(ii) a Said duration Δ T5Is 1000 ms.
When the duration of the left servo valve outputting the command brake pressure 0 and the duration of the right servo valve outputting the command brake pressure 0 are over, the brake controller respectively receives the actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd respectively judging whether the left servo valve and the right servo valve are in fault or not through formulas (1) and (2).
Pr-ΔPL≤PdL≤Pr+ΔPL (1)
Pr-ΔPR≤PdR≤Pr+ΔPR (2)
If P isdLIf the formula (1) is met, the left servo valve is considered to be normal; such asIf equation (1) is not satisfied, it is determined that the left servo valve has a stuck fault in the open position. If P isdRIf the formula (2) is met, the right servo valve is considered to be normal; if equation (2) is not satisfied, it is determined that the right servo valve has a stuck fault in the open position.
Step seven, judging whether the second cut-off valve switch has a fault:
when judging whether the second cut-off valve switch 3 is in fault or not, the brake controller controls the second cut-off valve switch 3 to be opened and closes the cut-off valve, and the brake controller controls the left servo valve to output the command brake pressure PLThe brake controller controls the right servo valve to output a command brake pressure PR. Duration of closing of the cut-off valve and brake pressure P output by left servo valveLAnd the right servo valve outputs a command brake pressure PRAre all delta T with the same synchronization and duration6(ii) a Said duration Δ T6Is 1500 ms.
The brake controller respectively receives the actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRWhether the second cut-off valve switch 3 is malfunctioning is determined by equations (1) and (2), respectively.
If equations (1) and (2) are satisfied, it is determined that the second cut-off valve switch 3 is normal; otherwise, it is determined that the second cut-off valve switch 3 is malfunctioning.
Step eight, judging alarm faults:
and after the judgment on whether the fault exists is finished, storing all judgment results, and comprehensively sending out fault alarm according to the logic in the table 1.
TABLE 1
Figure BDA0003223397090000101
Note: x represents an arbitrary state
When the airplane meets the fault detection condition, the brake pressures of the two cut-off valve switches and the two servo valves are independently controlled at different time periods, and whether the airplane wheel brake system fails or not is determined by detecting the pressure of the corresponding channel and judging whether the different fault conditions are met, so that the aim of fault detection of the airplane wheel brake system is fulfilled.
The fault detection method of the airplane wheel braking system can realize information interaction and logic judgment based on the existing braking controller, the cut-off valve, the servo valve and the pressure sensor of the airplane wheel braking system, and hardware upgrading of the airplane wheel braking system is not needed, so that the implementation difficulty and the cost of the fault detection method of the airplane wheel braking system are low.

Claims (6)

1. A fault detection method for an airplane wheel braking system is characterized by comprising the following specific steps:
step one, judging whether to start the fault detection of the wheel braking system:
acquiring state information of the airplane through a brake controller, and judging whether to start a airplane wheel brake system to carry out fault detection or not according to the acquired state information of the airplane;
the airplane state information is divided into two types, wherein the first type of airplane state information comprises wheel load information, hydraulic source pressure information and airplane wheel speed information acquired by a speed sensor; the second type of airplane state information comprises undercarriage handle information, undercarriage down lock information, wheel load information, hydraulic source pressure information and brake pedal displacement information;
step two, judging whether the hydraulic channel has a fault:
the hydraulic channel is a channel from the cut-off valve to each airplane wheel;
when judging whether the hydraulic channel is in fault:
the controlled cut-off valve is closed simultaneously through a first cut-off valve switch and a second cut-off valve switch of the brake controller; meanwhile, the output pressures of the left servo valve and the right servo valve are both 0 through the brake controller; the closing duration of the cut-off valve is synchronous with the output pressure 0 duration of the left servo valve and the right servo valve, and both are delta T1；
When the closing duration of the cut-off valve and the duration that the output pressure of the left servo valve and the output pressure of the right servo valve are 0 end, the brake controller detects the actual brake pressure P of the left wheel through the left wheel pressure sensordLThe actual brake pressure P of the right wheel is detected by the right wheel pressure sensordR(ii) a Judging whether the pressure of the hydraulic channel meets the braking condition through formulas (1) and (2):
Pr-ΔPL≤PdL≤Pr+ΔPL (1)
Pr-ΔPR≤PdR≤Pr+ΔPR (2)
in the formula, PdLThe actual brake pressure of the left airplane wheel; pdRThe actual brake pressure of the right airplane wheel; prThe oil return pressure of the airplane wheel braking system; delta PLTo left wheel brake pressure tolerance, Δ PRThe brake pressure tolerance of the right airplane wheel;
if P isdLIf the formula (1) is met, the left servo valve channel is considered to be normal; if equation (1) is not satisfied, determining that the left servo valve channel is faulty; if P isdRIf the formula (2) is met, the right servo valve channel is considered to be normal; if equation (2) is not satisfied, determining that the right servo valve channel is faulty;
step three, judging whether the stop valve is stuck:
when the stop valve is judged to be blocked or not, the brake controller controls the left servo valve to output a command brake pressure PLThe brake controller controls the right servo valve to output a command brake pressure PR(ii) a The command brake pressure P of the left servo valveLOutput duration and commanded brake pressure P of the right servo valveRAre all Δ T2；
When the left servo valve outputs a command brake pressure PLAnd the right servo valve outputs a command brake pressure PRWhen the duration time is over, the brake controller respectively receives the detected actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd right sideActual brake pressure P of airplane wheeldRRespectively judging whether the stop valve is blocked or not through formulas (1) and (2);
Pr-ΔPL≤PdL≤Pr+ΔPL (1)
Pr-ΔPR≤PdR≤Pr+ΔPR (2)
if P isdLAnd PdRIf the conditions both meet the formulas (1) and (2), the cut-off valve is determined to be normal; otherwise, determining that the stop valve has a clamping stagnation fault;
step four, judging whether the first cut-off valve is in failure:
when judging whether the first cut-off valve switch is in fault, the brake controller controls the second cut-off valve switch to be closed; when the duration of the closing of the second cut-off valve switch is over, the brake controller respectively receives the detected actual brake pressure P of the left wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRRespectively judging whether the first cut-off valve is in failure or not through formulas (1) and (2);
if P isdLAnd PdRIf the first cut-off valve and the second cut-off valve both meet the formulas (1) and (2), determining that the first cut-off valve is normally opened; otherwise, determining that the first cut-off valve is in failure;
and step five, judging whether the left servo valve and the right servo valve have pressure faults or not:
according to the pressures output by the left servo valve and the right servo valve, judging that the left servo valve and/or the right servo valve have pressure faults through a formula (3) and a formula (4);
keeping the second shut-off valve closed; the brake controller controls the switch of the first cut-off valve to be closed, and the cut-off valve is opened; the switch closing duration of the first cut-off valve is delta T4(ii) a Said duration Δ T4Is 1000 ms; when the duration of the switch closing of the first cut-off valve is over, the brake controller respectively receives the actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRJudging whether the left servo valve and the right servo valve are in fault or not through formulas (3) and (4) respectively;
PL-ΔPL1≤PdL≤PL+ΔPL1 (3)
PR-ΔPR1≤PdR≤PR+ΔPR1 (4)
in the formula,. DELTA.PL1To left wheel brake pressure tolerance, Δ PR1The brake pressure tolerance of the right airplane wheel;
if P isdLIf the formula (3) is met, the left servo valve is considered to be normal; if equation (3) is not satisfied, determining that the left servo valve pressure failed; if P isdRIf the formula (4) is met, the right servo valve is considered to be normal; if equation (4) is not satisfied, determining that the right servo valve pressure failed;
step six, judging whether the left servo valve and the right servo valve have the clamping stagnation faults of the punching positions:
when judging whether the left servo valve and the right servo valve have open position clamping stagnation faults or not, simultaneously controlling the left servo valve to output a command brake pressure and the right servo valve to output a command brake pressure to be 0 by the brake controller; the output duration time DeltaT of the command brake pressure 0 of the left servo valve and the command brake pressure 0 of the right servo valve5(ii) a Said duration Δ T5Is 1000 ms;
when the duration of the left servo valve outputting the command brake pressure 0 and the duration of the right servo valve outputting the command brake pressure 0 are over, the brake controller respectively receives the actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRRespectively judging whether the left servo valve and the right servo valve have faults or not through formulas (1) and (2);
Pr-ΔPL≤PdL≤Pr+ΔPL (1)
Pr-ΔPR≤PdR≤Pr+ΔPR (2)
if P isdLIf the formula (1) is met, the left servo valve is considered to be normal; if equation (1) is not satisfied, determining that the left servo valve has a stuck fault in the open position; if P isdRIf the formula (2) is met, the right servo valve is considered to be normal;
if equation (2) is not satisfied, determining that the right servo valve has a stuck fault in the open position;
step seven, judging whether the second cut-off valve switch has a fault:
when judging whether the second cut-off valve switch is in fault or not, the brake controller controls the second cut-off valve switch to be opened and closes the cut-off valve, and the brake controller controls the left servo valve to output the command brake pressure PLThe brake controller controls the right servo valve to output a command brake pressure PR(ii) a Duration of closing of the cut-off valve and brake pressure P output by left servo valveLAnd the right servo valve outputs a command brake pressure PRAre all delta T with the same synchronization and duration6(ii) a Said duration Δ T6Is 1500 ms;
the brake controller respectively receives the actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRAnd according to the obtained actual brake pressure P of the left airplane wheeldLAnd the actual brake pressure P of the right wheeldRJudging whether the second cut-off valve switch has faults or not through formulas (1) and (2) respectively;
if equations (1) and (2) are satisfied, determining that the second cut-off valve switch is normal; otherwise, determining that the second cut-off valve switch has a fault;
step eight, judging alarm faults:
and after the judgment on whether the fault exists is finished, storing all judgment results, and comprehensively sending out fault alarm according to the logic in the table 1.
2. The method for detecting the failure of the airplane wheel brake system according to claim 1,
when judging whether to start the fault detection of the airplane wheel braking system according to the first type of information: after the brake controller is powered on, the obtained wheel load signal, the hydraulic source pressure information and the wheel speed information are used as whether to detect the fault of the wheel brake system; when the following conditions are met, the brake controller starts the fault detection of the airplane wheel brake system when the obtained wheel load information indicates that the ground is ground, the pressure information of the hydraulic source is 2000psi greater than the pressure required by normal braking, and the speed information of the airplane wheel indicates 0;
when judging whether to start the fault detection of the airplane wheel braking system according to the second type of information: when all the following conditions are met, the brake controller starts the detection of the fault of the wheel braking system: the undercarriage handle is changed from retraction to extension, the undercarriage down lock information is 0, the wheel load information indicates that the airplane is in the air, and the hydraulic source pressure information indicates that the pressure of the undercarriage handle is greater than the pressure of normal braking; the brake pedal displacement information is smaller than the pedal displacement threshold value; when the judgment conditions are all met, the brake controller starts the fault detection of the wheel brake system.
3. A method for detecting a malfunction of a airplane wheel brake system according to claim 2, wherein said normal braking pressure in step 1 is 2000psi and said pedal displacement threshold value is 12%.
4. A method of detecting a malfunction in an aircraft wheel braking system as claimed in claim 1 wherein said left servo valve outputs a commanded braking pressure P in step 3L1000psi, the right servo valve outputs a command brake pressure PR1500psi, duration Δ T2Is 500 ms.
5. A method of detecting a malfunction in an aircraft wheel braking system as claimed in claim 1, wherein the second cut-off valve switch is closed in step 4 for a duration Δ T3；ΔT3＝500ms。
6. A method of detecting a malfunction in an aircraft wheel brake system according to claim 1, wherein said left wheel brake pressure tolerance Δ P in step 5L150psi, the brake pressure tolerance Δ P of the right wheelRIs 150 psi.
CN202110964203.2A 2021-08-21 2021-08-21 Fault detection method for airplane wheel braking system Active CN113460022B (en)

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