CN113022514A - Airplane wheel brake cooling control system and control method - Google Patents
Airplane wheel brake cooling control system and control method Download PDFInfo
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- CN113022514A CN113022514A CN202110298613.8A CN202110298613A CN113022514A CN 113022514 A CN113022514 A CN 113022514A CN 202110298613 A CN202110298613 A CN 202110298613A CN 113022514 A CN113022514 A CN 113022514A
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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
- B60T5/00—Vehicle modifications to facilitate cooling of brakes
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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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
Abstract
The working state of internal equipment of the airplane wheel brake cooling system is detected in real time after the airplane is powered on by judging the working state of the airplane wheel brake cooling system, so that the effective working state of the airplane wheel brake cooling system can be identified, the working state of the internal equipment of the system is continuously monitored, the airplane wheel brake cooling system is timely cut off when a fault occurs, and an independent system operation mode is provided for pilots and ground service, so that the service life of the airplane wheel brake cooling system is prolonged by 3000 FH; the station-passing time of the airplane is shortened to be within 25 minutes, and the operation cost of the airplane is reduced; and the fault state is uploaded, an independent system operation mode is provided for ground service, and the work load of ground service personnel is reduced by twenty percent.
Description
Technical Field
The invention relates to the technical field of airplane wheel brake cooling, in particular to a wheel brake cooling control system and a wheel brake cooling control method for an airplane.
Background
The airplane wheel braking system is the most critical part in realizing the ground deceleration of an airplane, determines the landing and takeoff safety of the airplane, and in the airplane wheel braking system, a core part for realizing the ground deceleration is a braking heat reservoir which is mainly used for converting the kinetic energy of the airplane into absorbable heat energy through friction, and the direct expression form of the heat energy is the temperature of the braking heat reservoir. Because the brake hot reservoir has certain temperature use limitation, the airplane, especially the civil passenger plane, is often sent to fly after experiencing one landing brake because the temperature of the brake hot reservoir is too high and needs to wait for a long time due to the taking-off safety consideration, and the temperature is reduced to a certain threshold. In order to shorten the transition time of the airplane and ensure the take-off safety, the brake hot store is forcibly cooled by a water cooling or air cooling mode, and the two modes are both feasible for the brake hot store made of metal-based powder alloy. For modern airplanes, the brake heat reservoir is often made of C/C composite brake materials, but due to the problems of oxidation resistance and wet friction coefficient attenuation, the materials cannot be cooled by water cooling and can only be cooled by air cooling, so that the transition time of the airplane is shortened.
The control logic of the airplane wheel brake cooling system in the prior art is that after an airplane lands, a pilot controls a control switch, and the airplane wheel brake cooling is implemented through airplane state judgment, so that the aim of quickly cooling the airplane wheels of the airplane is fulfilled.
The invention of publication number CN110901902A discloses a brake cooling motor control system and a control method, which realize the control of a multi-wheel system brake cooling motor, consider status signals such as wheel load signals, an air service switch, a ground service switch, etc., and consider that the closed-loop control of the brake cooling motor is realized by a brake temperature sensor, in order to reduce the energy consumption on the motor, but the invention does not consider the influence of an alternating current power supply on the motor and other systems on the self-operation of the brake cooling system, and the status detection of the wheel brake cooling system.
The invention of publication number CN109307025A discloses a control method of a brake cooling system, which refers to the basic composition and function implementation manner of the brake cooling system, and introduces landing gear air-ground signals and an air switch to make logic judgment. However, the invention does not fully consider the monitoring of the working state of the brake cooling system and the control of the fault state.
The invention creation of the publication number CN109305147 discloses an airborne brake air cooling system and a control method, the invention refers to the basic composition of the brake air cooling system, and the automatic control of the brake air cooling system is realized by monitoring the speed of an airplane wheel, the air/ground state of the airplane and the working time of a cooling motor. But the invention does not consider the maintenance and the use of the brake air cooling system by ground service maintainers.
The invention creation of the publication number US2019/0136926 discloses a control system of an aircraft brake cooling fan, and the invention provides a composition and a control method of the brake cooling system, and logical judgment is carried out through signals such as wheel load signals and power supply frequency signals. However, the invention does not fully consider the monitoring of the working state of the brake cooling system and the control of the fault state.
Disclosure of Invention
The invention provides an aircraft wheel brake cooling control system and a control method, aiming at overcoming the defects that the influence of an alternating current power supply and other systems on an aircraft on the work of a brake cooling system is not considered, the state detection of the aircraft wheel brake cooling system and the operation of ground service maintenance personnel on the brake cooling system on the ground in the prior art.
The invention provides an aircraft wheel brake cooling control system which comprises a brake cooling control unit, an alternating current power supply, a solid-state power controller, a relay assembly, a driving motor, an in-shaft adapter, a fan, a wind collecting cover assembly, an airborne maintenance system switch, a cooling switch and a direct current power supply. The output end of the cooling switch is communicated with the first input end of the brake cooling control unit, the on/off signal of the cooling switch is received, and a pilot controls the switch of the brake cooling system through the cooling switch; the output end of the on-board maintenance system switch is communicated with the second input end of the brake cooling control unit, the on/off signal of the on-board maintenance system switch is received, a maintainer controls the on/off of the brake cooling system through the on-board maintenance system switch, and when the on-board maintenance system switch is in an off state, the brake cooling system is in an off state; the output end of the alternating current power supply is communicated with the third input end of the brake cooling control unit and receives the alternating current power supply frequency of the alternating current power supply; the output end of the solid-state power relay is communicated with the fourth input end of the brake cooling control unit and receives the working current of the solid-state power controller; the output end of the direct current power supply is communicated with the fifth input end of the brake cooling control unit, and power supply information is provided for the brake cooling control unit to work; the output end of the driving motor is communicated with the sixth input end of the brake cooling control unit, and the brake cooling control unit receives a working temperature signal of the driving motor; the output end of the brake cooling control unit is communicated with the input end of the relay assembly to control the on-off of the relay assembly; the output end of the alternating current power supply is communicated with the input end of the solid-state power controller, and the alternating current power supply is protected by the solid-state power controller; the output end of the solid-state power controller is communicated with the input end of the relay assembly and is used for receiving an alternating current power supply signal; the output end of the relay assembly is communicated with the input end of the driving motor to control the switching of the motor; the driving motor is arranged in a main wheel shaft of the undercarriage and drives the fan to rotate so as to provide cooling air for the brake device; the wind collecting cover assembly is arranged on the outer side of the hub of the main wheel and used for guiding wind and protecting.
The specific process for performing the braking cooling control on the airplane wheel of the airplane by using the cooling control system provided by the invention comprises the following steps:
step one, determining the working state of an alternating current power supply of a brake cooling system.
There are three methods for determining the operating state of an ac power source:
i, determining the working state of an alternating current power supply through the frequency of the alternating current power supply;
II, determining the working state of the alternating current power supply through the position or threshold value of the throttle lever signal;
and III, determining the working state of the alternating current power supply through the engine speed signal.
The specific process for determining the working state of the power supply of the brake cooling system comprises the following steps:
when the working state of the alternating current power supply is determined through the frequency of the alternating current power supply, the brake control unit determines the working state of the alternating current power supply through an alternating current power supply frequency signal from the alternating current power supply: and when the working frequency of the alternating current power supply is more than or equal to 360Hz and less than or equal to 425Hz, judging that the working state of the alternating current power supply is normal, otherwise, judging that the working state of the alternating current power supply is a fault.
And II, when the working state of the alternating current power supply is determined through the position or the threshold value of the throttle lever signal, the brake control unit determines the working state of the alternating current power supply through the throttle lever signal from the engine system. The throttle lever signal comprises a throttle lever hard wire signal and a throttle lever bus signal. The specific process is as follows:
when the hard wire signal of the throttle lever is judged to be in a slow parking place or a reverse pushing place, the working state of the alternating current power supply is judged to be normal; otherwise, the working state of the alternating current power supply is a fault.
When the working state of the alternating current power supply is determined through the throttle lever bus signal, and the throttle lever bus signal is smaller than 15 degrees, judging that the working state of the alternating current power supply is normal; otherwise, the working state of the alternating current power supply is judged to be a fault.
When the working state of the alternating current power supply is determined through the engine rotating speed signal, the brake control unit determines the working state of the alternating current power supply through the engine rotating speed signal from the engine system; when the rotating speed of the engine is less than 14500r/min, judging that the working state of the alternating current power supply is normal; otherwise, the working state of the alternating current power supply is a fault.
Step two, determining the air/ground state of the airplane:
the air/ground state of the aircraft is determined by a throttle lever signal or a landing gear wheel load signal.
I, determining the air/ground state of the airplane through a throttle lever signal:
determining that the judgment logic of the air/ground state of the airplane is throttle lever logic according to the throttle lever signal;
the throttle lever logic is:
and when the left throttle lever hard wire signal L _ TL and the right throttle lever hard wire signal R _ TL are slow parking spaces or reverse thrust, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
When the left throttle lever BUS L _ BUS _ TL and the right throttle lever BUS R _ BUS _ TL are slow parking spaces or reverse thrust, the air/ground state of the airplane is determined to be the ground, and otherwise, the air/ground state of the airplane is determined to be the air.
When the left throttle lever hard line signal L _ TL and the left throttle lever BUS L _ BUS _ TL are slow parking spaces or reverse thrust, the air/ground state of the airplane is determined to be the ground, otherwise, the air/ground state of the airplane is determined to be the air.
When the right throttle lever hard wire signal R _ TL and the right throttle lever BUS R _ BUS _ TL are slow parking spaces or reverse thrust, the air/ground state of the airplane is determined to be the ground, otherwise, the air/ground state of the airplane is determined to be the air.
II, judging through undercarriage wheel-load signals:
the judgment logic for determining the air/ground state of the airplane through the undercarriage wheel load signal is wheel load logic:
the wheel load logic is as follows:
and when the left undercarriage wheel load signal L _ WOW and the right undercarriage wheel load signal R _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
When the left landing gear wheel-borne BUS L _ BUS _ WOW and the right landing gear wheel-borne BUS R _ BUS _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
And when the left undercarriage wheel-mounted hard wire signal L _ WOW and the left undercarriage wheel-mounted BUS L _ BUS _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
When the right undercarriage wheel-mounted hard wire signal R _ WOW and the right undercarriage wheel-mounted BUS R _ BUS _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
When the empty/ground state of the airplane is determined through the throttle lever logic and the wheel load logic, any throttle lever logic and any wheel load logic combination are selected for judgment; when any logic of the selected throttle lever logic and the selected wheel load logic combination is judged to be the ground, the air/ground state of the airplane is considered to be the ground, and otherwise, the airplane is in the air.
And step three, cooling control is carried out on the airplane wheel.
When the fan switch and the onboard maintenance system switch are both in the state of executing the airplane wheel brake cooling instruction, the brake cooling channels of the airplane wheels are independently controlled according to the working state of the alternating current power supply determined in the step 1 and the air/ground state of the airplane determined in the step 2, and the brake cooling of the airplane wheels is respectively implemented:
and when the air/ground state of the airplane is the ground and the working state of the alternating current power supply is a fault, the braking cooling of the airplane wheels is forbidden.
When the air/ground state of the airplane is in the air and the working state of the alternating current power supply is normal, the braking and cooling of the airplane wheels are forbidden.
And when the air/ground state of the airplane is in the air and the working state of the alternating current power supply is in a fault, the braking cooling of the airplane wheels is forbidden.
When the air/ground state of the airplane is the ground and the working state of the alternating current power supply is normal, the airplane wheel brake cooling system works, and the driving motor is powered on to respectively cool the brake airplane wheels.
Step four, inhibiting the cooling function of the single-channel brake:
in the process of cooling each brake wheel, each driving motor outputs the temperature of the stator winding to a brake cooling control unit; if the brake cooling control unit detects that the temperature of the driving motor is more than 160 ℃, judging that the driving motor works abnormally; if the temperature of the driving motor is detected to be less than or equal to 160 ℃, the driving motor is judged to work normally.
Or judging the working state of the driving motor through the working current of the driving motor; judging that the driving motor works abnormally when the working current of the driving motor is larger than 3.5A; and when the working current of the driving motor is less than or equal to 3.5A, judging that the driving motor works normally.
When the driving motor works abnormally, the driving motor is closed through the channel relay where the driving motor is located, and therefore the channel cooling function is closed.
Step five, judging the working state of the airplane wheel brake cooling system:
the working states of the airplane wheel brake cooling system comprise a detection driving motor working state, a fan switching state, a ground service maintenance system switching state, an alternating current power supply working state and an airplane air/ground state.
The logic for judging the working state of the wheel brake cooling system is as follows:
the airplane wheel brake cooling system provides the avionics system with information on the working state of the airplane wheel brake cooling system. The state information includes normal operation, failure, and abnormal operation. When the driving motor reaches a working state, has an instruction and has current, the driving motor works normally; when the driving motor reaches a working state, no instruction exists, and the driving motor works abnormally when current exists; when the driving motor reaches the working state, has instructions and has no current, the driving motor is in failure.
When the driving motor is powered on, the four-wheel brake wheels are sequentially numbered as a left outer wheel, a left inner wheel, a right inner wheel and a right outer wheel from the outermost wheel of the left wheel. Sequentially powering on and cooling each wheel brake from the left outer wheel by adopting a time-sharing power-on mode, and enabling the time interval of starting powering on each wheel to be 5 s; until the four wheel drive motors are powered up and maintained.
Step six, closing the brake cooling function of the wheel brake cooling system:
and when the driving motor of the left outer wheel of the wheel brake cooling system continuously works for more than 1 hour, all the driving motors are turned off through the relay, and then the brake cooling function of the whole wheel brake cooling system is turned off.
And the brake cooling control of the airplane wheel is finished.
The invention uses the working frequency information of the AC power supply on the AC power supply receiver; receiving the rotating speed of the engine and converting the rotating speed into the alternating current working frequency on the engine; receiving the angle of the throttle lever and converting the angle into an alternating current working frequency on the motor according to the angle; and when the working frequency of the alternating current power supply is less than or equal to a certain threshold, judging that the power supply is in an effective working state.
The landing gear grounding method judges the grounding state through the received landing gear wheel load signal and the throttle lever signal, and judges that the aircraft grounding is in an effective working state when the wheel load is grounded and the throttle lever is smaller than the maximum ground slow parking space. When the power supply working state and the aircraft grounding state are simultaneously effective working states, the airplane wheel brake cooling system is in the effective working state, the airplane wheel brake cooling system works by combining the instructions of pilots or ground staff, and the driving motor is powered on. When the locomotive brake cooling system works, the driving motors are electrified in a time-sharing mode, and power is supplied to the corresponding driving motors every 5 seconds. When the locomotive brake cooling system works, the working state of the brake cooling motor is monitored, monitoring data comprise the working temperature of the driving motor and the current on the alternating current wire of the driving motor, and when the value exceeds a certain threshold, the corresponding driving motor stops working, and fault information is recorded and uploaded to the navigation system.
The airplane wheel brake cooling system provides state information to the airplane by monitoring the working state of a brake cooling motor, the working state of a pilot and ground service instruction, the working state of a power supply and the grounding state of the airplane. The specific logic is as follows: the status information includes normal operation, failure, and abnormal operation. Taking a brake cooling motor as a unit, and when the working state is reached, an instruction is given, and current is supplied, the brake cooling motor works normally; the working state is achieved, no instruction is given, and abnormal work is realized when current exists; when the working state is reached, the fault is present when the instruction is present and the current is absent. According to the invention, by judging the working state of the airplane wheel brake cooling system, the working state of the internal equipment of the airplane wheel brake cooling system is detected in real time after the airplane is electrified, and is cut off in time when a fault occurs, so that the service life of the airplane wheel brake cooling system is prolonged by 3000 FH; the station-passing time of the airplane is shortened to be within 25 minutes, and the operation cost of the airplane is reduced; and the fault state is uploaded, an independent system operation mode is provided for ground service, and the work load of ground service personnel is reduced by twenty percent.
The airplane wheel brake cooling system can identify the effective working state of the airplane wheel brake cooling system, continuously monitor the working state of internal equipment of the system, cut off in time when a fault occurs, and provide an independent system operation mode for pilots and ground service.
Drawings
FIG. 1 is a schematic diagram of the connection of a brake cooling system;
FIG. 2 is a schematic diagram of the air/ground state determination logic of an aircraft.
Fig. 3 is a flow chart of a cooling control method of the present invention.
In the figure: 1. a brake cooling control unit; 2. an alternating current power supply; 3. a solid state power controller; 4. a relay assembly; 5. a drive motor; 6. an in-shaft adapter; 7. a fan; 8. a wind-collecting cover assembly; 9. an onboard maintenance system switch; 10. a cooling switch; 11. a direct current power supply.
Detailed Description
The embodiment is a control method of a four-wheel brake cooling control system of a certain type of airplane.
The airplane wheel brake cooling system comprises a brake cooling control unit 1, an alternating current power supply 2, a solid-state power controller 3, a relay assembly 4, a driving motor 5, an in-shaft adapter 6, a fan 7, an air collecting cover assembly 8, an airborne maintenance system switch 9, a cooling switch 10 and a direct current power supply 11.
The output end of the cooling switch is communicated with the first input end of the brake cooling control unit, the on/off signal of the cooling switch is received, and a pilot controls the on/off of the brake cooling system through the cooling switch; the output end of the on-board maintenance system switch is communicated with the second input end of the brake cooling control unit, the on/off signal of the on-board maintenance system switch is received, a maintainer controls the on/off of the brake cooling system through the on-board maintenance system switch, and when the on-board maintenance system switch is in an off state, the brake cooling system is in an off state; the output end of the alternating current power supply is communicated with the third input end of the brake cooling control unit and receives the alternating current power supply frequency of the alternating current power supply; the output end of the solid-state power relay is communicated with the fourth input end of the brake cooling control unit and receives the working current of the solid-state power controller; the output end of the direct current power supply is communicated with the fifth input end of the brake cooling control unit, and power supply information is provided for the brake cooling control unit to work; the output end of the driving motor is communicated with the sixth input end of the brake cooling control unit, and the brake cooling control unit receives a working temperature signal of the driving motor; the output end of the brake cooling control unit is communicated with the input end of the relay assembly to control the on-off of the relay assembly; the output end of the alternating current power supply is communicated with the input end of the solid-state power controller, and the alternating current power supply is protected by the solid-state power controller; the output end of the solid-state power controller is communicated with the input end of the relay assembly and is used for receiving an alternating current power supply signal; the output end of the relay assembly is communicated with the input end of the driving motor to control the switching of the motor; the driving motor is arranged in a main wheel shaft of the undercarriage and drives the fan to rotate so as to provide cooling air for the brake device; the wind collecting cover component is arranged on the outer side of the hub of the main wheel and used for guiding wind and protecting.
The brake cooling control unit 1, the alternating current power supply 2, the solid-state power controller 3, the relay assembly 4, the driving motor 5, the in-shaft adapter 6, the fan 7, the air collecting cover assembly 8, the airborne maintenance system switch 9, the cooling switch 10 and the direct current power supply 11 are all in the prior art.
The embodiment is a control method for cooling the brake of four-wheel wheels of a certain type of airplane.
The specific process of this embodiment is as follows:
step one, determining the working state of the alternating current power supply.
There are three methods for determining the operating state of an ac power source:
i, determining the working state of an alternating current power supply through the frequency of the alternating current power supply;
II, determining the working state of the alternating current power supply through the position or threshold value of the throttle lever signal;
and III, determining the working state of the alternating current power supply through the engine speed signal.
The specific process for determining the working state of the power supply of the brake cooling system comprises the following steps:
when the working state of the alternating current power supply is determined through the frequency of the alternating current power supply, the brake control unit determines the working state of the alternating current power supply through an alternating current power supply frequency signal from the alternating current power supply: and when the working frequency of the alternating current power supply is more than or equal to 360Hz and less than or equal to 425Hz, judging that the working state of the alternating current power supply is normal, otherwise, judging that the working state of the alternating current power supply is a fault.
And II, when the working state of the alternating current power supply is determined through the position or the threshold value of the throttle lever signal, the brake control unit determines the working state of the alternating current power supply through the throttle lever signal from the engine system. The throttle lever signal comprises a throttle lever hard wire signal and a throttle lever bus signal.
The specific process is as follows:
when the working state of the alternating current power supply is determined by judging the throttle lever signal, and the hard wire signal on the throttle lever is in a slow parking place or a reverse pushing place, judging that the working state of the alternating current power supply is normal; otherwise, the working state of the alternating current power supply is a fault.
When the working state of the alternating current power supply is determined through the throttle lever bus signal, and the throttle lever bus signal is smaller than 15 degrees, judging that the working state of the alternating current power supply is normal; otherwise, the working state of the alternating current power supply is judged to be a fault.
When the working state of the alternating current power supply is determined through the engine rotating speed signal, the brake control unit determines the working state of the alternating current power supply through the engine rotating speed signal from the engine system; when the rotating speed of the engine is less than 14500r/min, judging that the working state of the alternating current power supply is normal; otherwise, the working state of the alternating current power supply is a fault.
Step two, determining the air/ground state of the airplane:
the air/ground state of the aircraft is determined by a throttle lever signal or a landing gear wheel load signal.
I, determining the air/ground state of the airplane through a throttle lever signal:
the judgment logic for determining the air/ground state of the airplane through the throttle lever signal is throttle lever logic:
and when the left throttle lever hard wire signal L _ TL and the right throttle lever hard wire signal R _ TL are slow parking spaces or reverse thrust, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
When the left throttle lever BUS L _ BUS _ TL and the right throttle lever BUS R _ BUS _ TL are slow parking spaces or reverse thrust, the air/ground state of the airplane is determined to be the ground, and otherwise, the air/ground state of the airplane is determined to be the air.
When the left throttle lever hard line signal L _ TL and the left throttle lever BUS L _ BUS _ TL are slow parking spaces or reverse thrust, the air/ground state of the airplane is determined to be the ground, otherwise, the air/ground state of the airplane is determined to be the air.
When the right throttle lever hard wire signal R _ TL and the right throttle lever BUS R _ BUS _ TL are slow parking spaces or reverse thrust, the air/ground state of the airplane is determined to be the ground, otherwise, the air/ground state of the airplane is determined to be the air.
II, judging through undercarriage wheel-load signals:
the judgment logic for determining the air/ground state of the airplane through the undercarriage wheel load signal is wheel load logic:
and when the left undercarriage wheel load signal L _ WOW and the right undercarriage wheel load signal R _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
When the left landing gear wheel-borne BUS L _ BUS _ WOW and the right landing gear wheel-borne BUS R _ BUS _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
And when the left undercarriage wheel-mounted hard wire signal L _ WOW and the left undercarriage wheel-mounted BUS L _ BUS _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
When the right undercarriage wheel-mounted hard wire signal R _ WOW and the right undercarriage wheel-mounted BUS R _ BUS _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
When the empty/ground state of the airplane is determined through the throttle lever logic and the wheel load logic, any throttle lever logic and any wheel load logic combination are selected for judgment; when any logic of the selected throttle lever logic and the selected wheel load logic combination is judged to be the ground, the air/ground state of the airplane is considered to be the ground, and otherwise, the airplane is in the air.
In this embodiment, a left throttle lever hard wire signal L _ TL, a right throttle lever hard wire signal R _ TL, a left landing gear wheel load signal L _ WOW, and a right landing gear wheel load signal R _ WOW are taken as examples for further explanation, and specific logic is shown in fig. 2, when the left throttle lever hard wire signal L _ TL and the right landing gear wheel load signal R _ TL are both ground, or when the left landing gear wheel load signal L _ WOW and the right landing gear wheel load signal R _ WOW are both slow parking spaces or reverse thrust, it is determined that the air/ground state of the aircraft is ground, otherwise, it is determined that the air/ground state of the aircraft is air.
And step three, cooling control is carried out on the airplane wheel.
When the fan switch and the onboard maintenance system switch are both in the state of executing the airplane wheel brake cooling instruction, the brake cooling channels of the airplane wheels are independently controlled according to the working state of the alternating current power supply determined in the step 1 and the air/ground state of the airplane determined in the step 2, and the brake cooling of the airplane wheels is respectively implemented:
and when the air/ground state of the airplane is the ground and the working state of the alternating current power supply is a fault, the braking cooling of the airplane wheels is forbidden.
When the air/ground state of the airplane is in the air and the working state of the alternating current power supply is normal, the braking and cooling of the airplane wheels are forbidden.
And when the air/ground state of the airplane is in the air and the working state of the alternating current power supply is in a fault, the braking cooling of the airplane wheels is forbidden.
When the air/ground state of the airplane is the ground and the working state of the alternating current power supply is normal, the airplane wheel brake cooling system works, and the driving motor is powered on to respectively cool the brake airplane wheels.
And when the driving motor is powered on, the four-wheel brake wheels are sequentially numbered as a left outer wheel, a left inner wheel, a right inner wheel and a right outer wheel from the outermost wheel of the left wheel. Sequentially powering on and cooling each wheel brake from the left outer wheel by adopting a time-sharing power-on mode, and enabling the time interval of starting powering on each wheel to be 5 s; until the four wheel drive motors are powered up and maintained.
Step four, inhibiting the cooling function of the single-channel brake:
in the process of cooling each brake wheel, each driving motor outputs the temperature of the stator winding to a brake cooling control unit; if the brake cooling control unit detects that the temperature of the driving motor is more than 160 ℃, judging that the driving motor works abnormally; if the temperature of the driving motor is detected to be less than or equal to 160 ℃, the driving motor is judged to work normally.
Or judging the working state of the driving motor through the working current of the driving motor; judging that the driving motor works abnormally when the working current of the driving motor is larger than 3.5A; and when the working current of the driving motor is less than or equal to 3.5A, judging that the driving motor works normally.
When the driving motor works abnormally, the driving motor is closed through the channel relay where the driving motor is located, and therefore the channel cooling function is closed.
Step five, judging the working state of the airplane wheel brake cooling system:
the working states of the airplane wheel brake cooling system comprise a detection driving motor working state, a fan switching state, a ground service maintenance system switching state, an alternating current power supply working state and an airplane air/ground state.
The logic for judging the working state of the wheel brake cooling system is as follows:
the airplane wheel brake cooling system provides the avionics system with information on the working state of the airplane wheel brake cooling system. The state information includes normal operation, failure, and abnormal operation. When the driving motor reaches a working state, has an instruction and has current, the driving motor works normally; when the driving motor reaches a working state, no instruction exists, and the driving motor works abnormally when current exists; when the driving motor reaches the working state, has instructions and has no current, the driving motor is in failure.
The state judgment logic of the wheel brake cooling system is shown in the table 1.
TABLE 1
Step six, closing the brake cooling function of the wheel brake cooling system:
and when the driving motor of the left outer wheel of the wheel brake cooling system continuously works for more than 1 hour, all the driving motors are turned off through the relay, and then the brake cooling function of the whole wheel brake cooling system is turned off.
And the brake cooling control of the airplane wheel is finished.
Claims (7)
1. A brake cooling control system for airplane wheels of an airplane comprises an alternating current power supply, a solid-state power controller, a relay assembly, a driving motor, an in-shaft adapter, a fan, a wind collecting cover assembly, an onboard maintenance system switch, a cooling switch and a direct current power supply; it is characterized by also comprising a brake cooling control unit; the output end of the cooling switch is communicated with the first input end of the brake cooling control unit, the on/off signal of the cooling switch is received, and a pilot controls the switch of the brake cooling system through the cooling switch; the output end of the on-board maintenance system switch is communicated with the second input end of the brake cooling control unit, the on/off signal of the on-board maintenance system switch is received, a maintainer controls the on/off of the brake cooling system through the on-board maintenance system switch, and when the on-board maintenance system switch is in an off state, the brake cooling system is in an off state; the output end of the alternating current power supply is communicated with the third input end of the brake cooling control unit and receives the alternating current power supply frequency of the alternating current power supply; the output end of the solid-state power relay is communicated with the fourth input end of the brake cooling control unit and receives the working current of the solid-state power controller; the output end of the direct current power supply is communicated with the fifth input end of the brake cooling control unit, and power supply information is provided for the brake cooling control unit to work; the output end of the driving motor is communicated with the sixth input end of the brake cooling control unit, and the brake cooling control unit receives a working temperature signal of the driving motor; the output end of the brake cooling control unit is communicated with the input end of the relay assembly to control the on-off of the relay assembly; the output end of the alternating current power supply is communicated with the input end of the solid-state power controller, and the alternating current power supply is protected by the solid-state power controller; the output end of the solid-state power controller is communicated with the input end of the relay assembly and is used for receiving an alternating current power supply signal; the output end of the relay assembly is communicated with the input end of the driving motor to control the switching of the motor; the driving motor is arranged in a main wheel shaft of the undercarriage and drives the fan to rotate so as to provide cooling air for the brake device; the wind collecting cover assembly is arranged on the outer side of the hub of the main wheel and used for guiding wind and protecting.
2. A control method for an aircraft wheel brake cooling control system as claimed in claim 1, characterized by the following steps:
step one, determining the working state of the alternating current power supply;
there are three methods for determining the operating state of an ac power source:
i, determining the working state of an alternating current power supply through the frequency of the alternating current power supply;
II, determining the working state of the alternating current power supply through the position or threshold value of the throttle lever signal;
III, determining the working state of the alternating current power supply through an engine rotating speed signal;
step two, determining the air/ground state of the airplane:
determining the air/ground state of the airplane through a throttle lever signal or a landing gear wheel load signal;
i, determining the air/ground state of the airplane through a throttle lever signal:
determining that the judgment logic of the air/ground state of the airplane is throttle lever logic according to the throttle lever signal;
II, judging through undercarriage wheel-load signals:
determining the judgment logic of the aircraft air/ground state as the wheel load logic through the undercarriage wheel load signal;
when the empty/ground state of the airplane is determined through the throttle lever logic and the wheel load logic, any throttle lever logic and any wheel load logic combination are selected for judgment; when any logic of the selected throttle lever logic and wheel load logic combination is judged to be the ground, the air/ground state of the airplane is considered to be the ground, otherwise, the airplane is in the air;
step three, cooling control is carried out on the airplane wheel;
when the fan switch and the onboard maintenance system switch are both in the state of executing the airplane wheel brake cooling instruction, the brake cooling channels of the airplane wheels are independently controlled according to the working state of the alternating current power supply determined in the step 1 and the air/ground state of the airplane determined in the step 2, and the brake cooling of the airplane wheels is respectively implemented:
when the air/ground state of the airplane is the ground and the working state of the alternating current power supply is a fault, the braking and cooling of the airplane wheels are forbidden;
when the air/ground state of the airplane is in the air and the working state of the alternating current power supply is normal, the braking and cooling of the airplane wheels are forbidden;
when the air/ground state of the airplane is in the air and the working state of the alternating current power supply is in a fault, the braking and cooling of the airplane wheel are forbidden;
when the air/ground state of the airplane is the ground and the working state of the alternating current power supply is normal, the airplane wheel brake cooling system works, and the driving motor is electrified to respectively cool the brake airplane wheels;
step four, inhibiting the cooling function of the single-channel brake:
in the process of cooling each brake wheel, each driving motor outputs the temperature of the stator winding to a brake cooling control unit; if the brake cooling control unit detects that the temperature of the driving motor is more than 160 ℃, judging that the driving motor works abnormally; if the temperature of the driving motor is detected to be less than or equal to 160 ℃, judging that the driving motor works normally; or judging the working state of the driving motor through the working current of the driving motor; judging that the driving motor works abnormally when the working current of the driving motor is larger than 3.5A; when the working current of the driving motor is less than or equal to 3.5A, judging that the driving motor works normally;
when the driving motor works abnormally, the driving motor is closed through a channel relay where the driving motor is located, and therefore the cooling function of the channel is closed;
step five, judging the working state of the airplane wheel brake cooling system:
the working states of the airplane wheel brake cooling system comprise a detection driving motor working state, a fan switching state, a ground service maintenance system switching state, an alternating current power supply working state and an airplane air/ground state;
the logic for judging the working state of the wheel brake cooling system is as follows:
the airplane wheel brake cooling system provides the working state information of the airplane wheel brake cooling system for the avionic system; the state information comprises normal work, fault and abnormal work; when the driving motor reaches a working state, has an instruction and has current, the driving motor works normally; when the driving motor reaches a working state, no instruction exists, and the driving motor works abnormally when current exists;
when the driving motor reaches a working state, has an instruction and has no current, the driving motor is in a fault state;
step six, closing the brake cooling function of the wheel brake cooling system:
when the driving motor of the left outer wheel of the wheel brake cooling system continuously works for more than 1 hour, all the driving motors are turned off through the relay, and then the brake cooling function of the whole wheel brake cooling system is turned off;
and the brake cooling control of the airplane wheel is finished.
3. A method of controlling an aircraft wheel brake cooling system as claimed in claim 2, wherein said determining the operational status of the brake cooling system power supply is by:
when the working state of the alternating current power supply is determined through the frequency of the alternating current power supply, the brake control unit determines the working state of the alternating current power supply through an alternating current power supply frequency signal from the alternating current power supply: when the working frequency of the alternating current power supply is more than or equal to 360Hz and less than or equal to 425Hz, judging that the working state of the alternating current power supply is normal, otherwise, judging that the working state of the alternating current power supply is a fault;
II, when the working state of the alternating current power supply is determined through the position or the threshold value of the throttle lever signal, the brake control unit determines the working state of the alternating current power supply through the throttle lever signal from the engine system; the throttle lever signal comprises a throttle lever hard wire signal and a throttle lever bus signal;
when the working state of the alternating current power supply is determined through the engine rotating speed signal, the brake control unit determines the working state of the alternating current power supply through the engine rotating speed signal from the engine system; when the rotating speed of the engine is less than 14500r/min, judging that the working state of the alternating current power supply is normal; otherwise, the working state of the alternating current power supply is a fault.
4. A method for controlling an aircraft wheel brake cooling control system as claimed in claim 3, wherein said determining the operating condition of the ac power source via the throttle lever signal is performed by:
when the working state of the alternating current power supply is determined by judging the throttle lever signal, and the hard wire signal on the throttle lever is in a slow parking place or a reverse pushing place, judging that the working state of the alternating current power supply is normal; otherwise, the working state of the alternating current power supply is a fault.
When the working state of the alternating current power supply is determined through the throttle lever bus signal, and the throttle lever bus signal is smaller than 15 degrees, judging that the working state of the alternating current power supply is normal; otherwise, the working state of the alternating current power supply is judged to be a fault.
5. A method of controlling an aircraft wheel brake cooling control system as claimed in claim 2, wherein said throttle lever logic is:
when the left throttle lever hard line signal L _ TL and the right throttle lever hard line signal R _ TL are slow parking spaces or reverse thrust, determining that the air/ground state of the airplane is the ground, otherwise, judging that the air/ground state of the airplane is the air;
when the left throttle lever BUS L _ BUS _ TL and the right throttle lever BUS R _ BUS _ TL are slow parking spaces or reverse thrust, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air;
when the left throttle lever hard line signal L _ TL and the left throttle lever BUS L _ BUS _ TL are slow parking spaces or reverse thrust, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air;
when the right throttle lever hard wire signal R _ TL and the right throttle lever BUS R _ BUS _ TL are slow parking spaces or reverse thrust, the air/ground state of the airplane is determined to be the ground, otherwise, the air/ground state of the airplane is determined to be the air.
6. A method of controlling an aircraft wheel brake cooling control system as claimed in claim 2, wherein said wheel load logic is:
when the left undercarriage wheel load signal L _ WOW and the right undercarriage wheel load signal R _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air;
when the left undercarriage wheel-mounted BUS L _ BUS _ WOW and the right undercarriage wheel-mounted BUS R _ BUS _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air;
when the left undercarriage wheel-mounted hard wire signal L _ WOW and the left undercarriage wheel-mounted BUS L _ BUS _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air;
when the right undercarriage wheel-mounted hard wire signal R _ WOW and the right undercarriage wheel-mounted BUS R _ BUS _ WOW are both the ground, determining that the air/ground state of the airplane is the ground, and otherwise, judging that the air/ground state of the airplane is the air.
7. A control method for an aircraft wheel brake cooling control system according to claim 2, characterized in that when the driving motor is powered on, the four-wheel brake wheels are numbered as a left outer wheel, a left inner wheel, a right inner wheel and a right outer wheel in turn from a left wheel outermost wheel; sequentially powering on and cooling each wheel brake from the left outer wheel by adopting a time-sharing power-on mode, and enabling the time interval of starting powering on each wheel to be 5 s; until the four wheel drive motors are powered up and maintained.
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