CN107804453B - Linear control method for static brake pressure of digital electric transmission anti-skid brake system - Google Patents
Linear control method for static brake pressure of digital electric transmission anti-skid brake system Download PDFInfo
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- CN107804453B CN107804453B CN201711038743.8A CN201711038743A CN107804453B CN 107804453 B CN107804453 B CN 107804453B CN 201711038743 A CN201711038743 A CN 201711038743A CN 107804453 B CN107804453 B CN 107804453B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/42—Arrangement or adaptation of brakes
- B64C25/44—Actuating mechanisms
- B64C25/46—Brake regulators for preventing skidding or aircraft somersaulting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1703—Braking or traction control means specially adapted for particular types of vehicles for aircrafts
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Abstract
A digital electric transmission anti-skid brake system static brake pressure linear control method monitors the states of a brake command sensor and a static brake switch in real time through an anti-skid brake control box, determines the states of an electro-hydraulic pressure servo valve and an electromagnetic hydraulic lock together through the states of the brake command sensor and the static brake switch, and realizes the control of the voltage-current gain of the electro-hydraulic pressure servo valve by the anti-skid brake control box 4 by adopting the control logic, thereby realizing the static brake pressure linear control. The invention is based on the digital telex antiskid brake system of the two-wheeled airplane, keeps the existing structure, mechanical and electrical interfaces of the digital telex antiskid brake system unchanged, realizes the linear control of the static brake pressure and the brake moment of the airplane by changing the static brake control logic, ensures the safe takeoff of the airplane and has excellent man-machine effect of the brake system.
Description
Technical Field
The invention relates to an airplane digital telex antiskid brake system with a static brake control function, in particular to a method for jointly controlling the static brake pressure output by a static brake system by detecting a brake command voltage signal and a static brake switch state signal in real time through the brake system. The digital telex antiskid brake system meets the technical requirements and the man-machine efficacy requirements of the aircraft static brake system.
Background
The takeoff weight and the engine thrust of modern airplanes are increasingly large, and in order to shorten the takeoff distance of the airplane, the static brake pressure required by the takeoff of the airplane is increasingly large, so that the static brake pressure of the airplane is far greater than the brake pressure of the airplane during normal landing.
The static braking function of the airplane is realized by a normal braking antiskid subsystem of the digital telex antiskid braking system. Specifically, as shown in a digital telex antiskid braking system schematic diagram of fig. 1, the normal braking antiskid subsystem is composed of accessories such as a power switch 1, a static brake switch 2, a braking instruction sensor 3, an antiskid braking control box 4, an electro-hydraulic pressure servo valve 6, an electromagnetic hydraulic lock 5, a braking main engine wheel 7, an engine wheel speed sensor 8 and the like; the normal braking antiskid system has the hydraulic source pressure of 21MPa, the normal braking pressure of 8MPa and the static braking pressure of 20 MPa.
The antiskid brake control box 4 controls the electro-hydraulic pressure servo valve 6 and the electromagnetic hydraulic lock 5 to output static brake pressure according to the state signal of the static brake switch 2; the antiskid brake control box 4 controls the electro-hydraulic pressure servo valve 6 and the electromagnetic hydraulic lock 5 to output normal brake pressure according to the brake command voltage signal of the brake command sensor 3. When the aircraft meets the static braking condition, a pilot closes a static brake switch, gives a static braking instruction, steps on the foot to the bottom, and the normal braking and antiskid subsystem of the aircraft outputs static braking pressure; the pilot disconnects the static brake switch, removes the static brake instruction, steps on the foot to the bottom, and the normal brake anti-skid subsystem of the airplane immediately outputs normal brake pressure; the pilot loosens the pedals again, and the aircraft normal braking antiskid subsystem outputs zero brake pressure, and the aircraft takes off with acceleration in the twinkling of an eye. In the braking process, the braking pressure and braking torque curves obtained by the braking main machine wheel 7 are specifically shown in a schematic diagram of the braking pressure and braking torque time history of the braking main machine wheel in fig. 2.
As can be seen from the schematic diagram of the braking pressure and the braking torque time history of the main braking wheel in fig. 2, when the aircraft takes off in an accelerated manner, the pilot turns off the static brake switch to remove the static braking pressure, and the braking pressure of the main braking wheel is changed from the static braking pressure of 20MPa to the normal braking pressure; in the process of brake pressure change, the static brake moment of a brake main engine wheel jumps in a cliff-type mode to cause the insufficient static brake moment of the airplane, and a pilot is required to immediately release a brake footstool to ensure the accelerated takeoff of the airplane; otherwise, the takeoff safety of the airplane is seriously endangered, the control logic of the airplane static brake system can meet the airplane static brake requirement, but the man-machine power efficiency of the brake system is poor.
Patent No. CN104787310A patent "an aircraft normal braking system with break-off braking ability" proposes a normal braking system function, also has the function of break-off braking system, need not the driver to pull the switch with the hand when break-off braking to alleviate driver's work load, can eliminate the malfunction and put through break-off braking switch and may cause the dangerous hidden danger of breaking the tire. However, the patent does not solve the problem that the static braking moment of the braking main machine wheel jumps down in a cliff-breaking mode in the process that the static braking pressure of the flying lead is changed from the static braking pressure to the normal braking pressure and the pressure is changed.
Disclosure of Invention
In order to overcome the defect of 'cliff type' jumping-down of static braking torque of a braking main machine wheel in the prior art, the invention provides a static braking pressure linear control method of a digital electric transmission anti-skid braking system.
In the digital telex anti-skid brake system, one end of a power switch is connected with a 28V.DC power supply, and the other end of the power switch is connected with a power input interface of an anti-skid brake control box. One end of the static brake switch is connected with the 28V.DC power supply, and the other end of the static brake switch is connected with the static brake control module of the anti-skid brake control box. And the two brake command sensors are respectively connected with the brake command acquisition interfaces of the anti-skid brake control box. The hydraulic lock control signal output end of the antiskid brake control box is connected with the control signal input end of the electromagnetic hydraulic lock; an oil input interface of the electromagnetic hydraulic lock is connected with a 21MPa oil inlet oil way of the system, a working oil port of the electromagnetic hydraulic lock is connected with an oil inlet of the electro-hydraulic pressure servo valve, and an oil return port of the electromagnetic hydraulic lock is connected with an oil return oil way; a control interface of the electro-hydraulic pressure servo valve is connected with a brake instruction output interface of the anti-skid brake control box, and a working oil port of the electro-hydraulic pressure servo valve is connected with a brake oil inlet of a brake main wheel; and the oil return of the electro-hydraulic pressure servo valve is connected with an oil return way. The two electromagnetic hydraulic locks and the electro-hydraulic pressure servo valves are respectively and symmetrically positioned at the left machine wheel and the right machine wheel; the wheel speed sensor is used for acquiring a rotating speed signal of a brake main wheel.
The method comprises the following specific steps:
when the braking instruction is less than Vks1When the electromagnetic hydraulic lock is locked, the brake is forbidden, and the logic 0 is used for representing; when the braking instruction is larger than Vks2When the electromagnetic hydraulic lock is unlocked and braked, the logic '1' is used for representing, and the specific logic relation is given by the formula (1).
In the formula: KS electromagnetic hydraulic lock switch lock signal, 1: representing unlocking, 0: representing a closed lock.
When the logic of the electromagnetic hydraulic lock is determined, the anti-skid brake control box monitors the brake instruction voltage signal output by the brake instruction sensor in real time, changes the brake instruction voltage signal according to the stroke change of the brake instruction sensor during normal braking, and outputs the unlocking signal of the electromagnetic hydraulic lock according to the brake instruction voltage signal.
when in static braking, the anti-skid brake control box outputs an unlocking signal to the electromagnetic hydraulic lock according to the state of the static brake switch, and the control relation of the electromagnetic hydraulic lock is determined through a formula (2).
the determined state logic of the electromagnetic hydraulic lock is shown in a table 1:
TABLE 1
| ZKS1 | YKS1 | LKS1 |
| 1 | 1 | 1 |
| 1 | 0 | 0 |
| 0 | 1 | 0 |
| 0 | 0 | 0 |
Description of the drawings: "1" represents an unlocked state; "0" represents a locked state;
in Table 1, ZKS1Representing a left electro-hydraulic lock status signal; YKS1A right electromagnetic hydraulic lock state signal indicating the determination of the right brake command voltage signal; LKS1For left electromagnetic hydraulic lock state signal ZKS1State signal YKS of right electromagnetic hydraulic lock1Jointly determining a state signal of the electromagnetic hydraulic lock;
step 4, determining the brake pressure control logic of the digital electric transmission anti-skid brake system:
the determined digital electric transmission anti-skid braking system braking pressure control logic comprises digital electric transmission anti-skid braking system braking pressure control logic under normal braking and static braking.
During normal braking: the brake command voltage signal is changed through the stroke change of the brake command sensor, and the anti-skid brake control box outputs corresponding control current according to the brake command voltage signal. Wherein the control current is determined by equation (3).
In the formula: i isFIs the output current of the antiskid brake control box, wherein the static current value is IF0Maximum current value of IFM；
K is the antiskid brake control box voltage current gain, whereinRated value of K1Maximum value of K1M；
VsIs a braking command voltage signal with a braking command static voltage of Vs0The maximum brake command voltage is VsM；
VFIs an anti-skid voltage with a quiescent value of VF0Maximum value of antiskid voltage is VFM。
During static braking: the antiskid brake control box 4 outputs current to the electro-hydraulic pressure servo valve according to the state of the static brake switch, and a control relation is given through a formula (4).
Determining the output current of the anti-skid brake control box:
IF＝IFMstatic brake switch on
IF＝IF0Static brake switch off (4)
The quiescent current IF01mA, rated current 8mA, maximum current IFMIs the electric current of the power supply, is 20mA,
K1＝1.556mA/V，K1M4.222 mA/V. The brake command voltage signal range of the brake command sensor is 1.8 V.DC-6.3 V.DC, and the static voltage of the brake command voltage signal is 1.8 V.DC; the antiskid voltage range of the antiskid brake control box is 0 V.DC-4.5 V.DC, and the control current range of the antiskid brake control box is 1 mA-20 mA; the quiescent current of the antiskid brake control box is 1 mA.
In the braking process of the digital electric transmission anti-skid braking system, the braking pressure P output by the electro-hydraulic pressure servo valve is controlled according to the anti-skid braking control box, and the control relation of the electro-hydraulic pressure servo valve is shown in an equation (5).
P＝K2(IF-IF0)+P0 (5)
In the formula: k2Is the electro-hydraulic pressure servo valve pressure-current gain;
P0is the return oil pressure of the anti-skid brake system;
p is the pressure output by the electro-hydraulic pressure servo valve.
The parameters of the electro-hydraulic pressure servo valve are as follows: the temperature of the working environment is-55-70 ℃, the oil inlet pressure of the system is 21MPa, and the oil return pressure is 1 MPa; pressure-current gain of electrohydraulic pressure servo valve is K 21 MPa/mA; quiescent current IF01mA, rated current 8mA and maximum current 20 mA; the rated pressure is 8MPa, and the maximum pressure is more than 20 MPa.
when the power switch of the digital electric transmission anti-skid brake system is switched on and the static brake switch is switched on, the digital electric transmission anti-skid brake system is in a static brake state, and the maximum current output by the anti-skid brake control box to the electro-hydraulic pressure servo valve is 20 mA; pressure-current gain of electrohydraulic pressure servo valve is K 21 MPa/mA. The digital electric transmission antiskid braking system outputs static braking pressure of 20 MPa. Voltage and current gain K of antiskid brake control box1M4.222 mA/V. The anti-skid brake control box outputs corresponding control current according to the control voltage signal output by the brake command sensor, and the electro-hydraulic pressure servo valve outputs corresponding pressure according to the current output by the anti-skid brake control box.
When a power switch of the digital electric transmission anti-skid brake system is switched on, a static brake switch is switched on, and a control voltage signal output by a brake command sensor is 1.8V.DC, the digital electric transmission anti-skid brake system is in a static brake state, and the digital electric transmission anti-skid brake system outputs a static brake pressure of 20 MPa.
When a power switch of the digital telex antiskid brake system is switched on and a static brake switch is switched off, and when a brake command sensor outputs a control voltage signal of 1.8V.DC, the brake command voltage of the brake command sensor is less than 2 V.DC; the electromagnetic hydraulic lock is locked, and the digital telex antiskid brake system does not output brake current.
When the power switch of the digital electric transmission anti-skid brake system is switched on, the static brake switch is switched off, and the control voltage signal output by the brake command sensor is more than or equal to 2.0V.DC, the electromagnetic hydraulic lock is unlocked, and the digital electric transmission anti-skid brake system outputs normal brake pressure according to the voltage value output by the brake command sensor. Pressure-current gain of electrohydraulic pressure servo valve is K 21 MPa/mA. Voltage electricity of anti-skid brake control boxRated value K of flow gain1＝1.556mA/V。
Therefore, the linear control of the static brake pressure of the digital telex antiskid braking system is completed.
The brake command voltage range of the brake command sensor is 1.8 V.DC-6.3 V.DC, the antiskid voltage range of the antiskid brake control box is 0 V.DC-4.5 V.DC, and the control current range is 1 mA-20 mA; the static current is 1mA, the static voltage of the brake command sensor is 1.8V.DC, and the voltage and current gain K of the antiskid brake control box11.556 mA/V; in the static braking state, the maximum value K of the voltage and current gain of the antiskid brake control box1M＝4.222mA/V。
The invention is based on a digital telex antiskid braking system of a two-wheeled airplane, keeps the existing structure, mechanical and electrical interfaces of the digital telex antiskid braking system shown in figure 1 unchanged, and realizes the linear control of the static braking pressure and braking moment of the airplane by changing the static braking control logic.
The invention monitors the states of the brake command sensor and the static brake switch in real time through the anti-skid brake control box, determines the states of the electro-hydraulic pressure servo valve and the electromagnetic hydraulic lock together through the states of the brake command sensor and the static brake switch, and realizes the voltage-current gain of the electro-hydraulic pressure servo valve controlled by the anti-skid brake control box 4 and the linear control of the static brake pressure by adopting the control logic.
When the antiskid brake control box 4 monitors the brake command voltage signal of the brake command sensor, when the brake command voltage signal of the brake command sensor is less than Vks1When the vehicle is in use, the electromagnetic hydraulic lock closes the lock and prohibits braking; when the braking instruction is larger than Vks2When the lock is opened, the electromagnetic hydraulic lock is unlocked.
When the antiskid brake control box 4 monitors that the brake command voltage signal of the brake command sensor is greater than Vks2When the static brake switch is switched off, the pilot steps on the ground, the rated pressure of the digital telex antiskid brake system is 8MPa, and the brake pressure is reduced according to a linear rule under the control of the pilot.
When the static brake switch is in a switch-on state, the invention is in a static brake state, a pilot steps on the pedal to the bottom, and the maximum pressure is more than 20 MPa; the brake pressure is reduced according to the linear law of the static brake state under the control of a pilot; the invention realizes the pressure linear control of the static braking state under the static braking state.
The digital telex antiskid brake system of the two-wheeled aircraft is used as a basis, the antiskid brake control box detects a brake command voltage signal and the state of the static brake switch in real time, when the static brake switch is switched off, the rated pressure of the digital telex antiskid brake system is 8MPa, and the brake pressure is reduced according to a linear rule under the control of a pilot. When the static brake switch is in a switch-on state, the maximum pressure is greater than 20 MPa; the brake pressure is reduced according to the linear law of the static brake state under the control of a pilot; the invention realizes the pressure linear control of the static braking state under the static braking state. The existing structure, mechanical and electrical interfaces of a digital telex antiskid brake system are adopted without changing the static brake function of the airplane; linear control of static brake pressure and brake moment of the airplane is realized only by changing static brake control logic, safe takeoff of the airplane is guaranteed, and a brake system has excellent man-machine effect, which is shown in figure 5.
Drawings
FIG. 1 is a schematic diagram of a digital electric transmission anti-skid braking system;
FIG. 2 is a schematic diagram of braking pressure and braking torque time history of a main braking wheel;
FIG. 3 is a schematic diagram of the operation of brake command unlocking;
FIG. 4 is a schematic diagram of braking pressure and braking torque time history of a main wheel of an aircraft brake;
fig. 5 is a flow chart of the present invention.
In the figure: 1. a power switch; 2. a static brake switch; 3. a brake command sensor; 4. an anti-skid brake control box; 5. an electromagnetic hydraulic lock; 6. an electro-hydraulic pressure servo valve; 7. braking the main wheel; 8. an airplane wheel speed sensor; 9. a 21MPa oil inlet way of the system; 10. and an oil return path. 11. A moment curve; 12. a brake pressure curve; 13. a static brake voltage; 14. the brake command sensor outputs voltage; 15. the braking torque curve of the invention; 16. the brake pressure curve of the invention; 17. the invention provides static brake voltage; 18. the invention discloses a brake command sensor for outputting voltage.
Detailed Description
In this embodiment, one end of the power switch 1 is connected to a 28v.dc power supply, and the other end of the power switch 1 is connected to a power input interface of the anti-skid brake control box 4. One end of the static brake switch 2 is connected with a 28V.DC power supply, and the other end of the static brake switch 2 is connected with a static brake control module of the antiskid brake control box 4. The two brake command sensors 3 are respectively connected with the brake command acquisition interfaces of the antiskid brake control box 4. The hydraulic lock control signal output end of the antiskid brake control box 4 is connected with the control signal input end of the electromagnetic hydraulic lock 5; an oil input interface of the electromagnetic hydraulic lock 5 is connected with a 21MPa oil inlet oil way of the system, a working oil port of the electromagnetic hydraulic lock is connected with an oil inlet of the electro-hydraulic pressure servo valve 6, and an oil return port of the electromagnetic hydraulic lock 5 is connected with an oil return oil way 10; a control interface of the electro-hydraulic pressure servo valve 6 is connected with a braking instruction output interface of the anti-skid braking control box 4, and a working oil port of the electro-hydraulic pressure servo valve 6 is connected with a braking oil inlet of a main braking wheel 7; and the oil return of the electro-hydraulic pressure servo valve 6 is connected with an oil return path 10. The electromagnetic hydraulic lock 5 and the electro-hydraulic pressure servo valve 6 are respectively provided with two parts, and are respectively and symmetrically positioned at the left machine wheel and the right machine wheel; the wheel speed sensor 8 is used for acquiring a rotating speed signal of the brake main wheel 7.
The embodiment is a static brake pressure linear control method of a digital electric transmission anti-skid brake system.
In the embodiment, the digital telex antiskid brake system of the two-wheeled aircraft is used as a basis, the antiskid brake control box detects a brake command voltage signal and the state of the static brake switch 2 in real time, the states of the electro-hydraulic pressure servo valve 6 and the electromagnetic hydraulic lock 5 are jointly determined through the states of the brake command sensor 3 and the static brake switch 2, the voltage-current gain adjustment of the electro-hydraulic pressure servo valve 6 controlled by the antiskid brake control box 4 is realized by adopting the control logic, and the linear control of the static brake pressure is realized. When a driver switches on the static brake switch 2 to give a static brake instruction, the brake pedal controls the brake pressure according to a control law preset by the anti-skid brake control box 4, so that the brake pressure is linearly reduced along with the reduction of the stroke of the brake pedal, the digital electro-transmission anti-skid brake system meets the technical requirements and the man-machine efficacy requirements of the aircraft static brake system, and the take-off safety of the aircraft is ensured.
The control logic comprises brake pressure control logic under two different states of normal braking and static braking.
The method comprises the following specific steps:
The anti-skid brake control box 4 monitors the brake instruction voltage signal output by the brake instruction sensor 3 in real time, when the vehicle is normally braked, the anti-skid brake control box 4 changes the brake instruction voltage signal according to the stroke change of the brake instruction sensor 3, and the anti-skid brake control box 4 outputs the unlocking signal of the electromagnetic hydraulic lock 5 according to the brake instruction voltage signal. FIG. 3 is a schematic diagram of the operation of unlocking by a braking command when the braking command is smaller than Vks1When the electromagnetic hydraulic lock 5 is locked, the brake is forbidden, and the logic 0 is used for representing; when the braking instruction is larger than Vks2When the electromagnetic hydraulic lock is unlocked and braked, the logic '1' is used for representing, and the specific logic relation is given by the formula (1).
In the formula: KS electromagnetic hydraulic lock switch lock signal, 1: representing unlocking, 0: representing a closed lock.
In the embodiment, parameters of a brake command sensor, such as working voltage of 15V.DC, total stroke of 15mm and idle stroke of 2, are selected0 +0.5mm, the voltage corresponding to the total stroke is 6.3V.DC, and the voltage corresponding to the idle stroke is 1.8 V.DC; the antiskid brake control box is provided with a Vks1＝1.8V.DC，V ks22 v.dc. KS electromagnetic hydraulic lock switch lock signal, 1: represents unlocking, 0 represents locking.
When in static braking, the antiskid brake control box 4 outputs an unlocking signal to the electromagnetic hydraulic lock 5 according to the state of the static brake switch 2, and the control relation of the electromagnetic hydraulic lock 5 is determined through a formula (2).
In this embodiment, a single-pole double-throw switch is selected to realize static brake control. The static brake switch 2 is switched on to output 28V.DC, and the anti-skid brake control box 4 outputs an unlocking control signal of the electromagnetic hydraulic lock 5; the static brake switch 2 is switched off to output a 0V.DC signal, and the anti-skid brake control box 4 outputs a locking control signal of the electromagnetic hydraulic lock 5.
The antiskid brake control box 4 determines the status signal of the left electromagnetic hydraulic lock according to the left brake command voltage signal by using the ZKS1"means; YKS for right electromagnetic hydraulic lock state signal determined by right brake command voltage signal1"means;
left electromagnetic hydraulic lock state signal' ZKS1And right electromagnetic hydraulic lock state signal YKS1LKS for jointly determining state signals of electromagnetic hydraulic lock 51”。
TABLE 1 electromagnetic Hydraulic Lock State control logic
| ZKS1 | YKS1 | LKS1 |
| 1 | 1 | 1 |
| 1 | 0 | 0 |
| 0 | 1 | 0 |
| 0 | 0 | 0 |
Description of the drawings: "1" represents an unlocked state; "0" represents a locked state;
step 4, determining digital electric transmission anti-skid brake system brake pressure control logic
And determining the control logic of the braking pressure of the digital electric transmission anti-skid braking system under the two conditions of normal braking and static braking.
When the vehicle is normally braked, the brake instruction voltage signal is changed through the stroke change of the brake instruction sensor 3, and the anti-skid brake control box 4 outputs corresponding control current according to the brake instruction voltage signal. Wherein the control current is determined by equation (3).
In the formula: i isFIs the output current of the antiskid brake control box, wherein the static current value is IF0Maximum current value of IFM；
K is the antiskid brake control box voltage current gain, wherein the rated value is K1Maximum value of K1M；
VsIs a braking command voltage signal with a braking command static voltage of Vs0The maximum brake command voltage is VsM；
VFIs an anti-skid voltage with a quiescent value of VF0Maximum value of antiskid voltage is VFM。
During static braking: the antiskid brake control box 4 outputs current to the electro-hydraulic pressure servo valve 6 according to the state of the static brake switch 2, and a control relation is given through a formula (4).
Determining the output current of the antiskid brake control box 4:
IF＝IFMstatic brake switch on
IF＝IF0Static brake switch off (4)
Quiescent Current I in this exampleF01mA, rated current 8mA, maximum current IFMIs the electric current of the power supply, is 20mA,
K1＝1.556mA/V，K1M4.222 mA/V. The brake command voltage signal range of the brake command sensor 3 is 1.8 V.DC-6.3 V.DC, and the static voltage of the brake command voltage signal is 1.8 V.DC; the antiskid voltage range of the antiskid brake control box 4 is 0 V.DC-4.5 V.DC, and the control current range of the antiskid brake control box 4 is 1 mA-20 mA; the quiescent current of the antiskid brake control box 4 is 1 mA.
In the braking process of the digital electric transmission anti-skid brake system, the brake pressure P output by the electro-hydraulic pressure servo valve 6 is controlled according to the anti-skid brake control box 4, and the control relation of the electro-hydraulic pressure servo valve is shown in a formula (4).
P＝K2(IF-IF0)+P0 (4)
In the formula: k2Is the pressure-current gain of the electro-hydraulic pressure servo valve 6;
P0is the return oil pressure of the anti-skid brake system;
p is the pressure output by the electro-hydraulic pressure servo valve 6.
The parameters of the electro-hydraulic pressure servo valve in the embodiment are that the temperature of a working environment is-55-70 ℃, the oil inlet pressure of a system is 21MPa, and the oil return pressure is 1 MPa; the pressure-current gain of the electrohydraulic pressure servo valve 6 is K 21 MPa/mA; quiescent current IF01mA, rated current 8mA and maximum current 20 mA; the rated pressure is 8MPa, and the maximum pressure is more than 20 MPa.
the antiskid brake control box detects and processes the control voltage signal output by the brake command sensor and the state signal of the static brake switch in real time, and determines the pressure output by the electro-hydraulic pressure servo valve.
When the power switch of the digital telex antiskid brake system is switched on, the antiskid brake control box is powered on, and the static brake switch is switched off, the brake system is in a normal brake control mode, and when a control voltage signal output by the brake command sensor is greater than the unlocking voltage of the electromagnetic hydraulic lock, the electromagnetic hydraulic lock is unlocked. At this time, the quiescent current IF01mA, and the rated current is 8 mA; the rated pressure is 8 MPa; pressure-current gain of electrohydraulic pressure servo valve is K 21 MPa/mA. Voltage and current gain K of antiskid brake control box1＝1.556mA/V。
When the power switch of the digital electric transmission anti-skid brake system is switched on, and the static brake switch is switched on, the digital electric transmission anti-skid brake system outputs the static brake pressure of 20 MPa. The dead zone current is 1mA, and the maximum current output to the electro-hydraulic pressure servo valve by the anti-skid brake control box is 20 mA; pressure-current gain of electrohydraulic pressure servo valve is K 21 MPa/mA. In a static braking state, the voltage and current gain K of the antiskid brake control box1M＝4.222mA/V。
When a power switch of the digital electric transmission anti-skid brake system is switched on, a static brake switch is switched on, and a brake command sensor outputs a control voltage signal of 1.8V.DC, the digital electric transmission anti-skid brake system is in a static brake state, and the digital electric transmission anti-skid brake system outputs a static brake pressure of 20 MPa.
When a power switch of the digital telex antiskid brake system is switched on and a static brake switch is switched off and a brake command sensor outputs a control voltage signal of 1.8V.DC, the brake command voltage of the brake command sensor is less than 2 V.DC; the electromagnetic hydraulic lock is locked, and the digital telex antiskid brake system does not output brake current.
When the power switch of the digital electric transmission anti-skid brake system is switched on and the static brake switch is switched off, and when a control voltage signal output by the brake command sensor is more than or equal to 2.0V.DC, the electromagnetic hydraulic lock is unlocked, and the digital electric transmission anti-skid brake system outputs normal brake pressure according to a voltage value output by the brake command sensor.
Pressure-current gain of electrohydraulic pressure servo valve is K 21 MPa/mA. Voltage and current gain K of antiskid brake control box1＝1.556mA/V。
The parameters of the electro-hydraulic pressure servo valve in the embodiment are that the temperature of a working environment is-55-70 ℃, the oil inlet pressure of a system is 21MPa, and the oil return pressure is 1 MPa; the dead zone current is 1mA, the rated current is 8mA, and the maximum current is 20 mA; the rated pressure is 8MPa, and the maximum pressure is more than 20 MPa; the pressure-current gain of the electrohydraulic pressure servo valve 6 is K 21 MPa/mA. The brake command voltage range of the brake command sensor 3 is 1.8 V.DC-6.3 V.DC, the antiskid voltage range of the antiskid brake control box 4 is 0 V.DC-4.5 V.DC, and the control current range is 1 mA-20 mA; the static current is 1mA, the static voltage of the brake command sensor is 1.8V.DC, and the voltage and current gain K of the antiskid brake control box11.556 mA/V; in a static braking state, the voltage and current gain K of the antiskid brake control box1M＝4.222mA/V。
Therefore, the linear control of the static brake pressure of the digital telex antiskid braking system is completed.
Claims (6)
1. A static brake pressure linear control method of a digital electric transmission anti-skid brake system is characterized by comprising the following specific steps:
step 1, determining the logic of an electromagnetic hydraulic lock:
when the braking instruction is less than Vks1When the electromagnetic hydraulic lock is locked, the brake is forbidden, and the logic 0 is used for representing; when the braking instruction is larger than Vks2When the electromagnetic hydraulic lock is unlocked and braked, the logic 1 is used for expressing, and the formula (1) gives a specific logic relation;
in the formula: KS electromagnetic hydraulic lock switch lock signal, 1: representing unlocking, 0: representing the lock is closed; vs: a brake command voltage signal; vks1: closing and locking voltage threshold values of the electromagnetic hydraulic lock; vks2: unlocking voltage threshold value of the electromagnetic hydraulic lock;
step 2, determining the logic of the electromagnetic hydraulic lock during static braking:
when in static braking, the anti-skid brake control box outputs an unlocking signal to the electromagnetic hydraulic lock according to the state of the static brake switch, and the control relation of the electromagnetic hydraulic lock is determined through a formula (2);
step 3, determining the state logic of the electromagnetic hydraulic lock:
the determined state logic of the electromagnetic hydraulic lock is shown in a table 1:
TABLE 1
Description of the drawings: "1" represents an unlocked state; "0" represents a locked state;
in Table 1, ZKS1Representing a left electro-hydraulic lock status signal; YKS1A right electromagnetic hydraulic lock state signal indicating the determination of the right brake command voltage signal; LKS1For left electromagnetic hydraulic lock state signal ZKS1State signal YKS of right electromagnetic hydraulic lock1Jointly determining a state signal of the electromagnetic hydraulic lock;
step 4, determining the brake pressure control logic of the digital electric transmission anti-skid brake system:
the determined digital electric transmission anti-skid brake system brake pressure control logic comprises digital electric transmission anti-skid brake system brake pressure control logic under normal brake and static brake conditions;
during normal braking: the brake command voltage signal is changed through the stroke change of the brake command sensor, and the anti-skid brake control box outputs corresponding control current according to the brake command voltage signal; wherein the control current is determined by equation (3);
in the formula: i isFIs the output current of the antiskid brake control box, wherein the quiescent current is IF0Maximum current of IFM；
K is the antiskid brake control box voltage current gain, wherein the rated value is K1Maximum value of K1M；
VsIs a braking command voltage signal with a braking command static voltage of Vs0The maximum brake command voltage is VsM；
VFIs an anti-skid voltage with a quiescent value of VF0Maximum value of antiskid voltage is VFM；
During static braking: the antiskid brake control box outputs current to the electro-hydraulic pressure servo valve according to the state of the static brake switch, and a control relation is given through a formula (4);
determining the output current of the antiskid brake control box 4:
IF＝IFMstatic brake switch on
IF＝IF0Static brake switch off (4)
Step 5, determining the output brake pressure of the electro-hydraulic pressure servo valve
In the braking process of the digital telex antiskid braking system, the control relation of the electrohydraulic pressure servo valve is shown in a formula (5) according to the braking pressure P output by the electrohydraulic pressure servo valve controlled by the antiskid braking control box;
P＝K2(IF-IF0)+P0 (5)
in the formula: k2Is the electro-hydraulic pressure servo valve pressure-current gain;
P0is the return oil pressure of the anti-skid brake system;
p is the pressure output by the electro-hydraulic pressure servo valve;
step 6, determining the linear control logic of the static brake pressure:
the power switch of the digital electric transmission anti-skid brake system is switched on, and when the static brake switch is switched on, the digital electric transmission anti-skid brake system outputs the static brake pressure of 20 MPa; the static current is 1mA, and the maximum current output to the electro-hydraulic pressure servo valve by the anti-skid brake control box is 20 mA; pressure-current gain of electrohydraulic pressure servo valve is K21 MPa/mA; in the static braking state, the maximum value K of the voltage and current gain of the antiskid brake control box1M＝4.222mA/V；
When a power switch of the digital electric transmission anti-skid brake system is switched on, a static brake switch is switched on, and a brake command sensor outputs a control voltage signal of 1.8V.DC, the digital electric transmission anti-skid brake system is in a static brake state, and the digital electric transmission anti-skid brake system outputs a static brake pressure of 20 MPa;
when the power switch of the digital telex antiskid brake system is switched on and the static brake switch is switched off, and when the brake command sensor outputs a control voltage signal of 1.8V.DC, the brake command voltage of the brake command sensor is less than 2 V.DC; the electromagnetic hydraulic lock is locked, and the digital telex anti-skid brake system does not output brake current;
when a power switch of the digital electric transmission anti-skid brake system is switched on, and a static brake switch is switched off, and when a control voltage signal output by a brake command sensor is more than or equal to 2.0V.DC, an electromagnetic hydraulic lock is unlocked, and the digital electric transmission anti-skid brake system outputs normal brake pressure according to a voltage value output by the brake command sensor;
pressure-current gain of electrohydraulic pressure servo valve is K21 MPa/mA; rated value K of voltage and current gain of antiskid brake control box1＝1.556mA/V；
Therefore, the linear control of the static brake pressure of the digital telex antiskid braking system is completed.
2. The digital telex antiskid braking system static brake pressure linear control method of claim 1, characterized in that, in the digital telex antiskid braking system, one end of a power switch is connected with a 28V.DC power supply, and the other end of the power switch is connected with a power input interface of an antiskid brake control box; one end of the static brake switch is connected with the 28V.DC power supply, and the other end of the static brake switch is connected with the static brake control module of the anti-skid brake control box; the two brake command sensors are respectively connected with a brake command acquisition interface of the antiskid brake control box; the hydraulic lock control signal output end of the antiskid brake control box is connected with the control signal input end of the electromagnetic hydraulic lock; an oil input interface of the electromagnetic hydraulic lock is connected with a 21MPa oil inlet oil way of the system, a working oil port of the electromagnetic hydraulic lock is connected with an oil inlet of the electro-hydraulic pressure servo valve, and an oil return port of the electromagnetic hydraulic lock is connected with an oil return oil way; a control interface of the electro-hydraulic pressure servo valve is connected with a brake instruction output interface of the anti-skid brake control box, and a working oil port of the electro-hydraulic pressure servo valve is connected with a brake oil inlet of a brake main wheel; the oil return of the electro-hydraulic pressure servo valve is connected with an oil return way; the two electromagnetic hydraulic locks and the electro-hydraulic pressure servo valves are respectively and symmetrically positioned at the left machine wheel and the right machine wheel; the wheel speed sensor is used for acquiring a rotating speed signal of a brake main wheel.
3. The digital teletype antiskid braking system static brake pressure linear control method of claim 1, wherein when determining the logic of the electromagnetic hydraulic lock, the antiskid brake control box monitors the brake command voltage signal outputted from the brake command sensor in real time, when braking normally, the antiskid brake control box changes the brake command voltage signal according to the stroke change of the brake command sensor, and the antiskid brake control box outputs the unlocking signal of the electromagnetic hydraulic lock according to the brake command voltage signal.
4. The digital electro-pneumatic linear control method for the static brake pressure of the anti-skid brake system according to claim 1, wherein the static current I in the digital electro-pneumatic brake system brake pressure control logic during normal braking determined in step 4F01mA, rated current 8mA, maximum current IFMIs 20mA, K1＝1.556mA/V，K1M4.222 mA/V; the brake command voltage signal range of the brake command sensor is 1.8 V.DC-6.3 V.DC, and the static voltage of the brake command voltage signal is 1.8 V.DC; the antiskid voltage range of the antiskid brake control box is 0 V.DC-4.5 V.DC, and the control current range of the antiskid brake control box is 1 mA-20 mA; the quiescent current of the antiskid brake control box is 1 mA.
5. The digital electro-hydraulic linear control method for the static brake pressure of the antiskid braking system according to claim 1, wherein the parameters of the electro-hydraulic servo valve in the step 5 are as follows: the temperature of the working environment is-55-70 ℃, the oil inlet pressure of the system is 21MPa, and the oil return pressure is 1 MPa; pressure-current gain of electrohydraulic pressure servo valve is K21 MPa/mA; quiescent current IF01mA, rated current 8mA and maximum current 20 mA; the rated pressure is 8MPa, and the maximum pressure is more than 20 MPa.
6. The digital electric transmission antiskid braking system static brake pressure linear control method according to claim 1, wherein the static brake pressure linear control logic is determined in step 6: the brake command voltage range of the brake command sensor is 1.8 V.DC-6.3 V.DC, the antiskid voltage range of the antiskid brake control box is 0 V.DC-4.5 V.DC, and the control current range is 1 mA-20 mA; the static current is 1mA, the static voltage of the brake command sensor is 1.8V.DC, and the voltage and the current of the antiskid brake control boxNominal value K of the gain11.556 mA/V; in the static braking state, the maximum value K of the voltage and current gain of the antiskid brake control box1M＝4.222mA/V。
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| CN109533300A (en) * | 2018-11-19 | 2019-03-29 | 西安航空制动科技有限公司 | Improve the aircraft brake-by-wire system and control method of take-off line braking ability |
| CN109866942B (en) * | 2019-03-28 | 2022-05-06 | 中国飞机强度研究所 | Inclination posture adjusting device and method for aviation tire inertia test bed |
| CN110510111B (en) * | 2019-09-09 | 2024-01-30 | 西安航空制动科技有限公司 | Static brake protection circuit with anti-interference capability and design method thereof |
| CN110525405A (en) * | 2019-09-09 | 2019-12-03 | 西安航空制动科技有限公司 | The brake system and design method of hydraulic power source are controlled by brake instruction transducer |
| CN113428123B (en) * | 2021-07-15 | 2022-10-14 | 西安航空制动科技有限公司 | Tire burst prevention airplane brake system and control method thereof |
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