CN113428123B - Tire burst prevention airplane brake system and control method thereof - Google Patents
Tire burst prevention airplane brake system and control method thereof Download PDFInfo
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- CN113428123B CN113428123B CN202110801980.5A CN202110801980A CN113428123B CN 113428123 B CN113428123 B CN 113428123B CN 202110801980 A CN202110801980 A CN 202110801980A CN 113428123 B CN113428123 B CN 113428123B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
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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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/88—Pressure measurement in brake systems
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Aviation & Aerospace Engineering (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Regulating Braking Force (AREA)
Abstract
An oil return bypass with an electromagnetic valve is added in the aircraft brake system, and the added electromagnetic valve is communicated with a brake control box. When the brake control box receives a brake voltage signal with a lower amplitude, an oil supply port of the hydraulic lock and an oil inlet of the electro-hydraulic pressure servo valve are closed, and the electro-hydraulic pressure servo valve receives a brake current signal with a lower amplitude. And the brake control box judges the fault state of the electro-hydraulic pressure servo valve according to the pressure signal fed back by the pressure sensor and regulates the pressure of a brake pipeline according to the judgment result. When the fault that the pressure of a brake port cannot be released occurs in the electro-hydraulic pressure servo valve is judged, the residual pressure of a brake pipeline can be quickly and efficiently discharged through the oil return bypass, meanwhile, the spare brake system can be switched, the problem that the tire is blown out due to the fact that the residual pressure of the electro-hydraulic pressure servo valve cannot be released to cause that the aircraft drags the tire to slide is avoided, and the safety of the aircraft taking-off and landing process is improved.
Description
Technical Field
The invention relates to the technical field of aircraft braking, in particular to a hydraulic adjustment-based aircraft braking system capable of preventing tire burst and a control method thereof.
Background
The airplane brake system is used in the states of take-off, landing, ground motion, direction control, stop, turning brake and the like of an airplane, and mainly comprises a brake control box, a hydraulic accessory and an airplane wheel. The main stream system of the current airplane design is an airplane hydraulic brake control system, wherein an electro-hydraulic pressure servo valve is a key component influencing the airplane brake safety, and the working state of the electro-hydraulic pressure servo valve directly influences the function of the airplane brake system and the flight safety.
The existing airplane hydraulic brake control system cannot monitor the real-time state of the electro-hydraulic pressure servo valve and only can periodically judge whether the electro-hydraulic pressure servo valve has pressure output or not. When the electro-hydraulic pressure servo valve is abnormal, such as spraying failure, spring tube failure, clamping stagnation and the like, the output pressure of the electro-hydraulic pressure servo valve is unstable, and the braking efficiency of the hydraulic brake control system of the airplane can be reduced. Especially, due to the abnormal clamping stagnation of the valve core, the brake pressure cannot be released through the oil return port, so that the tire of the airplane is locked instantly to further cause tire burst, and great potential safety hazards are brought to the airplane. Therefore, the logic and pipeline arrangement of the existing aircraft hydraulic brake control system are improved, the state of the electro-hydraulic pressure servo valve is monitored in real time, and the occurrence of tire burst accidents can be avoided when the electro-hydraulic pressure servo valve fails, so that the safety of the brake system is improved, and the system is urgently needed in practical application.
Through retrieval, the invention with the publication number of CN110206773A provides a hydraulic lock with a rapid pressure relief function in a brake system, which comprises a coil assembly, a return spring, a movable iron core, a push rod, a steel ball, an outer steel ball seat, an inner steel ball seat, a guide seat, a piston, a valve core and a one-way valve, wherein the one-way valve is additionally arranged and connected with a brake port, a window b is additionally arranged at a power stage, the pressure of the brake port is directly led to oil return through the window b and the one-way valve, a pressure relief channel is additionally arranged, and the safety is improved. The problem of the unable pressure release of brake pressure because of pressure servo valve trouble leads to in the braking process is solved. The invention realizes the pressure relief of the brake pipeline based on the action of the slide valve, and is easy to be blocked with the servo valve simultaneously due to small clearance under the serious oil pollution condition; in addition, the invention can not sense the fault state of the electro-hydraulic pressure servo valve, so that the standby brake is not switched timely.
Disclosure of Invention
The invention provides a tire burst preventing aircraft brake system and a control method thereof, aiming at overcoming the defects that the aircraft brake system in the prior art cannot sense the running state of an electro-hydraulic pressure servo valve in real time and cannot release pressure when the electro-hydraulic pressure servo valve is abnormal, so that a tire burst is caused.
The tire burst prevention aircraft brake system comprises a brake control box, a hydraulic oil source, an oil supply pipeline, an oil return pipeline, a brake pipeline and an aircraft wheel, wherein the tire burst prevention aircraft brake system is divided into a left undercarriage brake system and a right undercarriage brake system; each undercarriage brake system comprises a brake pedal, a brake command sensor, a hydraulic lock, an electro-hydraulic pressure servo valve, a pressure sensor and a cylinder seat, and is characterized in that the left undercarriage brake system and the right undercarriage brake system respectively comprise an oil return bypass and an electromagnetic valve which are additionally arranged. The electrical input interface of the brake control box is respectively in electrical communication with the brake command sensor in the left undercarriage and the brake command sensor in the right undercarriage, and simultaneously, the electrical input interface of the brake control box is also respectively in electrical communication with the pressure sensors of the undercarriages. And an electrical output interface of the brake control box is respectively and electrically communicated with the hydraulic lock of each undercarriage, the electro-hydraulic pressure servo valve and the additionally arranged electromagnetic valve. The oil supply pipeline and the oil return pipeline are respectively and mechanically connected with an oil supply port and an oil return port of a hydraulic oil source. In each undercarriage, an oil inlet of the hydraulic lock is mechanically connected with the oil supply pipeline, an oil return port of the hydraulic lock is mechanically connected with the oil return pipeline, and an oil outlet of the hydraulic lock is mechanically connected with an oil inlet of the electro-hydraulic pressure servo valve.
The oil supply port and the oil return port of each electro-hydraulic pressure servo valve are respectively connected with the oil outlet and the oil return port of the hydraulic lock, and the brake port is respectively mechanically connected with a brake pipeline. Each additional electromagnetic valve is mechanically connected with a brake pipeline, and an output port is mechanically connected with an additional oil return bypass. Each increased oil return bypass is used for connecting the output port of each electromagnetic valve with an oil return pipeline. And each pressure sensor is respectively installed in a brake pipeline communicated with a brake port of the electro-hydraulic pressure servo valve, and an electrical output interface of each pressure sensor is respectively and electrically communicated with an electrical input interface of the brake control box. And the cylinder seats are respectively arranged on the wheels, and oil inlets of the cylinder seats are respectively mechanically connected with a brake pipeline.
The working temperature of the pressure sensor is-55 to 120 ℃; the response time is less than or equal to 1ms; the standard range is 0-25 MPa; accuracy ≤ 0.1% fs.
The added electromagnetic valve is of a normally closed type, the working temperature is-55-120 ℃, and the rated working voltage is 28V DC. The maximum length of the increased return oil bypass is determined by equation (1):
in the formula: l is max Is the maximum length of the added return oil bypass, t max Is the maximum time required to decrease from the maximum brake pressure to the minimum return pressure through the added left return bypass, ρ is the oil density, P max Is the maximum value of the brake line pressure, P min Is the minimum value of return line pressure.
The maximum length of the added oil return bypass is less than or equal to 2.42m
The specific process for controlling the braking pressure of the tire burst-proof aircraft braking system provided by the invention comprises the following steps:
the method comprises the following steps: determining the brake pressure of a brake pipeline in a brake releasing stage:
the relation between the brake pressure of the brake pipeline in the brake releasing stage output by the electro-hydraulic pressure servo valve and the currently input control current is determined by the formula (2):
P t ＝K×(I t -I 0 )+P 0 (2)
in the formula: p t The pressure of the brake port of the electro-hydraulic pressure servo valve at the moment t; k is the gain coefficient of the electro-hydraulic pressure servo valve; i is t Is the control current output by the brake control box at the moment t; I.C. A 0 Is static control dead-time current; p 0 Is the pressure of the return line.
Step two: monitoring the fault state of the electro-hydraulic pressure servo valve:
the brake control box automatically detects and judges the fault states of insufficient brake pressure and incapability of releasing the brake pressure of the electro-hydraulic pressure servo valve so as to realize fault monitoring of the electro-hydraulic pressure servo valve.
Setting the brake pressure threshold of the fault state of the electro-hydraulic pressure servo valve to be 2.2Mpa, setting the brake current threshold of a brake control box corresponding to the brake pressure threshold to be 5.5mA, and setting the continuous monitoring time to be 150ms.
The brake control box detects the brake pressure P output by the current electro-hydraulic pressure servo valve and the brake current I of the brake control box:
when the braking current I of the braking control box is larger than or equal to 5.5mA and the braking pressure P is larger than or equal to 2.2Mpa, the electro-hydraulic pressure servo valve works normally to brake normally. In the braking process, if the braking pressure P is less than 2.2Mpa and the braking pressure P is continuously detected to be less than 2.2Mpa within 150ms later, the fault that the braking pressure of the electro-hydraulic pressure servo valve is insufficient is judged, the fault is reported, and the backup braking system in the airplane braking system is switched to for braking.
When the brake control box detects that the brake current I of the brake control box is less than 5.5mA and the brake pressure P is less than the brake pressure threshold of 2.2MPa, the normal work of the electro-hydraulic pressure servo valve is judged, and the normal brake is carried out. In the braking process, if the braking pressure P is larger than or equal to 2.2Mpa and the braking pressure P is continuously detected to be larger than or equal to 2.2Mpa within 150ms later, the fault that the electro-hydraulic pressure servo valve cannot release the braking pressure is judged, and the step III is carried out.
Step three: releasing the brake pressure of a brake pipeline:
when the electro-hydraulic pressure servo valve is detected to be in a fault state that the brake pressure cannot be released, the brake control box sends a control signal to the electromagnetic valve, and the electromagnetic valve is opened, so that the brake pipeline is communicated with the oil return pipeline through the oil return bypass to release the brake pressure. Meanwhile, the brake control box gives a standby brake switching instruction and reports a main brake fault, so that a pilot can know the current use state of the aircraft brake system in real time.
And finishing the control process of the braking pressure of the aircraft braking system.
The working process of the invention is as follows:
when a pilot steps on a brake pedal, a brake instruction sensor outputs a voltage signal of which the amplitude is in direct proportion to the displacement of the pedal as a brake signal, a brake control box receives the brake signal and then inputs control voltage to a hydraulic lock, an oil supply port of the hydraulic lock and an oil inlet of an electro-hydraulic pressure servo valve are opened, meanwhile, the brake signal is processed by the brake control box and then outputs a brake current signal in direct proportion to the brake signal to the electro-hydraulic pressure servo valve, an oil return port of the electro-hydraulic pressure servo valve is gradually closed, the oil inlet is gradually opened, the brake port outputs brake pressure in direct proportion to the displacement of the pedal, the brake pressure of the brake port is further transmitted to a cylinder seat through a brake pipeline, a piston of the cylinder seat is pushed to move and extrude a brake disc, and the brake of an airplane wheel is realized.
When the pedal is released, the brake control box receives a brake voltage signal with a lower amplitude, the brake control box stops inputting control voltage to the hydraulic lock, so that an oil supply port of the hydraulic lock and an oil inlet of the electro-hydraulic pressure servo valve are closed, and the electro-hydraulic pressure servo valve receives a brake current signal with a lower amplitude. And at the moment, the brake control box judges the fault state of the electro-hydraulic pressure servo valve according to the proposed brake pressure control method of the airplane brake system and the pressure signal fed back by the pressure sensor, and regulates the pressure of a brake pipeline according to the judgment result.
1. And (3) normally braking, wherein at the moment, as shown in fig. 2, after the electro-hydraulic pressure servo valve receives a brake current signal with a lower amplitude, the oil inlet of the electro-hydraulic pressure servo valve is gradually closed, the oil return port of the electro-hydraulic pressure servo valve is gradually opened, the pressure of the brake port of the electro-hydraulic pressure servo valve flows back to the oil circuit of the system through the oil return pipeline, the brake pressure is not output any more, the piston of the cylinder seat is reset, and the wheel stops braking.
2. When the brake pressure is insufficient, the brake control box reports the main brake to the fault, and the main brake is switched to a standby brake system for emergency braking.
3. The pressure failure can not be released, the electromagnetic valve receives a current control signal of the brake control box and opens the valve port, so that the brake pressure of the brake pipeline flows back to the oil circuit of the system through the oil return bypass, the brake pressure is not output any more, and meanwhile, the brake control box reports the failure of the main brake and is switched to a standby brake system for emergency braking.
Compared with the prior art, the invention has the following advantages and beneficial effects:
the invention provides a tire burst-proof aircraft braking system, which is shown in figure 1, and also provides a corresponding aircraft braking system braking pressure control method, which is shown in figure 4. A section of oil return bypass with a controllable electromagnetic valve is added between an oil return pipeline and a brake pipeline of the proposed tire burst-proof aircraft brake system, and only the pipeline length of the added oil return bypass is required to be increasedL calculated by the formula (1) or less max When the electro-hydraulic pressure servo valve works and the pressure at the brake port cannot be released, the brake system can be used for t max Pressure is relieved from the return bypass within time. In addition, pressure feedback data provided by a pressure sensor in a brake pipeline of the electro-hydraulic pressure servo valve can be used for identifying the fault state of the electro-hydraulic pressure servo valve. The method for controlling the braking pressure of the aircraft braking system can judge the state of the electro-hydraulic pressure servo valve according to the state shown in figure 4, when the electro-hydraulic pressure servo valve is judged to have a fault that the pressure of a braking port cannot be released, the pressure of a braking pipeline can be automatically released, and the residual pressure of the braking pipeline can be quickly and efficiently discharged. As shown in FIG. 5, when the brake release time point 24 is reached, the pressure threshold judgment value 26 is used for judging that the electro-hydraulic pressure servo valve is in the fault state 25 that the pressure cannot be released, and the invention can adjust the pressure from 8MPa to the oil return pressure within 0.2 s. Meanwhile, the brake system can be switched to a standby brake system, the problem that the tire burst caused by the fact that the airplane drags the tire to slide due to the fact that the electro-hydraulic pressure servo valve has residual pressure and cannot release the brake is avoided, and the taking-off and landing safety of the airplane is improved.
Drawings
FIG. 1 is a schematic structural view of the invention;
FIG. 2 is a schematic diagram of the flow direction of oil in a hydraulic line during normal braking of the present invention;
FIG. 3 is a schematic diagram of the flow of hydraulic line oil in the event of a pressure servo valve failure according to the present invention;
FIG. 4 is a schematic diagram of a brake pressure control method;
fig. 5 is a schematic diagram of the control effect of the present invention.
In the figure: 1. a left brake pedal; 2. a left brake command sensor; 3. a brake control box; 4. an oil supply line; 5. a source of hydraulic oil; 6. a left hydraulic lock; 7. a left electro-hydraulic pressure servo valve; 8. an oil return line; 9. an added left return oil bypass; 10. an additional left solenoid valve; 11. a left pressure sensor; 12. a brake pipeline; 13. a left cylinder block; 14. a left airplane wheel; 15. a right airplane wheel; 16. a right cylinder block; 17. an added right return oil bypass; 18. an additional right solenoid valve; 19. a right pressure sensor; 20. a right electro-hydraulic pressure servo valve; 21. a right hydraulic lock; 22. a right brake command sensor; 23. a right brake pedal; 24. releasing the braking time point; 25. judging that the electro-hydraulic pressure servo valve is in a fault state that the pressure cannot be released, and starting to release the pressure from the bypass at a time point; 26. and (5) judging the pressure threshold.
Detailed Description
The embodiment is an aircraft brake system capable of preventing tire burst.
The aircraft brake system comprises a brake control box 3, a hydraulic oil source 5, an oil supply pipeline 4, an oil return pipeline 8, a brake pipeline 12, a left undercarriage and a right undercarriage, wherein the left undercarriage and the right undercarriage are symmetrically distributed on two sides of an aircraft body. Wherein:
the left undercarriage comprises a left brake pedal 1, a left brake command sensor 2, an added left oil return bypass 9, a left hydraulic lock 6, a left electro-hydraulic pressure servo valve 7, an added left electromagnetic valve 10, a left pressure sensor 11, a left cylinder seat 13 and a left wheel 14, wherein: the left brake instruction sensor 2 is arranged below the bottom plate of the cockpit and is mechanically connected with a left brake pedal 1 of the cockpit. The brake control box 3 is positioned in the main landing gear equipment cabin, and an electrical input interface of the brake control box 3 is electrically connected with the left brake command sensor 2 and the left pressure sensor 11 through cables. An electrical output interface of the brake control box 3 is respectively and electrically connected with the left hydraulic lock 6, the left electro-hydraulic pressure servo valve 7 and the added left electromagnetic valve 10 through cables. The oil supply pipeline 4 and the oil return pipeline 8 are mechanically connected with an oil supply port and an oil return port of the hydraulic oil source 5 respectively. An oil inlet of the left hydraulic lock 6 is mechanically connected with the oil supply pipeline 4, an oil return port is mechanically connected with the oil return pipeline 8, and an oil outlet is mechanically connected with an oil inlet of the left electro-hydraulic pressure servo valve 7. And an oil supply port and an oil return port of the left electro-hydraulic pressure servo valve 7 are respectively connected with an oil outlet and an oil return port of the left hydraulic lock 6, and a brake port is mechanically connected with a brake pipeline 12. The added left electromagnetic valve 10 is mechanically connected with a brake pipeline 12, and the output port is mechanically connected with the added left oil return bypass 9. The added left oil return bypass 9 is used for connecting an output port of the left electromagnetic valve 10 with the oil return pipeline 8. And the left pressure sensor 11 is arranged at the position of a brake pipeline outside a brake port of the left electro-hydraulic pressure servo valve 7, and an electrical output interface is electrically communicated with an electrical input interface of the brake control box 3 through a cable. The left cylinder seat 13 is installed on the left wheel 14, and an oil inlet is mechanically connected with the brake pipeline 12.
In this embodiment, parameters of the left pressure sensor, the added left solenoid valve and the added left oil return bypass are determined according to the working environment of the brake system and the logic requirement of the proposed control method, and the parameters of the pressure sensor should satisfy: the working temperature is-55 to 120 ℃; the response time is less than or equal to 1ms; the standard range is 0-25 MPa; accuracy ≤ 0.1% fs. The added left electromagnetic valve parameters should satisfy: a normally closed type; the working temperature is-55 to 120 ℃; the rated operating voltage is 28V DC.
In this embodiment, the maximum length of the increased oil return bypass is determined by formula (1)
In the formula: l is max Is the maximum length of the added return oil bypass, t max Is the maximum time required to decrease from the maximum brake pressure to the minimum return pressure through the added return oil bypass, ρ is the oil density, P max Is the maximum value of the brake line pressure, P min Is the minimum value of return line pressure.
When calculating the maximum length L of the left oil return bypass added in the left landing gear Lmax Is determined by the formula (1-1)
In the formula: l is Lmax Is the maximum length of the added left return oil bypass, t Lmax Is the maximum time required to decrease from the maximum brake pressure to the minimum return pressure through the added left return bypass, ρ is the oil density, P max Is the maximum value of the brake line pressure, P min Is the minimum value of return line pressure. In this embodiment, the maximum value of the brake pipe pressure of the brake system is21MPa, the minimum value of the return line pressure is 0MPa.
The right landing gear comprises a right wheel 15, a right cylinder block 16, an added right oil return bypass 17, an added right electromagnetic valve 18, a right pressure sensor 19, a right electro-hydraulic pressure servo valve 20, a right hydraulic lock 21, a right brake command sensor 22 and a right brake pedal 23. Wherein: the right brake instruction sensor 22 is arranged below the bottom plate of the cockpit and is mechanically connected with a right brake pedal 23 of the cockpit, and an electrical output interface is electrically communicated with an electrical input interface of the brake control box 3 through a cable. An oil inlet of the right hydraulic lock 21 is mechanically connected with the oil supply pipeline 4, an oil return port is mechanically connected with the oil return pipeline 8, an oil outlet is mechanically connected with an oil inlet of the right electro-hydraulic pressure servo valve 20, and an electrical input interface is electrically communicated with an electrical output interface of the brake control box 3 through a cable. The oil supply port and the oil return port of the right electro-hydraulic pressure servo valve 20 are respectively connected with the oil outlet and the oil return port of the right hydraulic lock 21, the brake port is mechanically connected with the brake pipeline 12, and the electrical input interface is electrically communicated with the electrical output interface of the brake control box 3 through a cable. The added right electromagnetic valve 18 is mechanically connected with the brake pipeline 12, the output port is mechanically connected with the added right oil return bypass 17, and the electrical input interface is electrically communicated with the electrical output interface of the brake control box 3 through a cable. The added right return bypass 17 is used to connect the output of the right solenoid valve 18 with the return line 8. And the right pressure sensor 19 is arranged at the position of a brake pipeline outside a brake port of the right electro-hydraulic pressure servo valve 20, and an electrical output interface is electrically communicated with an electrical input interface of the brake control box 3 through a cable. The right cylinder block 16 is arranged on the right wheel 15, and an oil inlet is mechanically connected with the brake pipeline 12.
And determining parameters of a right pressure sensor, an added right electromagnetic valve and an added right oil return bypass according to the working environment of the brake system and the logic requirement of the proposed control method, wherein the parameters of the pressure sensor and the added right electromagnetic valve are the same as the parameters of a left pressure sensor and the added left electromagnetic valve of the left landing gear. The maximum length of the added right return bypass is determined by equation (1-2):
in the formula: l is a radical of an alcohol Rmax Is the maximum length of the added right return oil bypass, t Rmax Is the maximum time required to decrease from the maximum brake pressure to the minimum return pressure through the added right return bypass, ρ is the oil density, P max Is the maximum value of the brake line pressure, P min Is the minimum value of return line pressure. In this embodiment, the maximum value of the brake pipeline pressure of the brake system is 21MPa, and the minimum value of the oil return pipeline pressure is 0MPa.
The process for controlling the brake pressure of the aircraft brake system proposed in this embodiment is:
the method comprises the following steps: determining the brake pressure of a brake pipeline in a brake releasing stage:
the relation between the brake pressure of the brake pipeline in the brake releasing stage output by the electro-hydraulic pressure servo valve and the currently input control current is determined by the formula (2):
P t ＝K×(I t -I 0 )+P 0 (2)
in the formula: p t The pressure of a brake port of the electro-hydraulic pressure servo valve at the moment t; k is the gain coefficient of the electro-hydraulic pressure servo valve, and K =0.6MPa/mA; i is t Is the control current output by the brake control box at the moment t; i is 0 Is static control of dead zone current, I 0 ＝4mA；P 0 Is the pressure of the return line, P 0 ＝0.8MPa。
Step two: monitoring the fault state of the electro-hydraulic pressure servo valve:
the brake control box automatically detects and judges the insufficient brake pressure and the incapability of releasing the brake pressure of the electro-hydraulic pressure servo valve so as to realize the fault monitoring of the electro-hydraulic pressure servo valve.
Setting the brake pressure threshold of the fault state of the electro-hydraulic pressure servo valve to be 2.2Mpa, setting the brake current threshold of a brake control box corresponding to the brake pressure threshold to be 5.5mA, and setting the continuous monitoring time to be 150ms.
The brake control box detects the brake pressure P output by the current electro-hydraulic pressure servo valve and the brake current I of the brake control box:
when the braking current I of the braking control box is larger than or equal to 5.5mA and the braking pressure P is larger than or equal to 2.2Mpa, the electro-hydraulic pressure servo valve works normally to brake normally. In the braking process, if the braking pressure P is less than 2.2Mpa and the braking pressure P is continuously detected to be less than 2.2Mpa within 150ms later, the fault that the braking pressure of the electro-hydraulic pressure servo valve is insufficient is judged, the fault is reported, and the backup braking system in the airplane braking system is switched to for braking.
When the brake control box detects that the brake current I of the brake control box is less than 5.5mA and the brake pressure P is less than the brake pressure threshold of 2.2MPa, the normal work of the electro-hydraulic pressure servo valve is judged, and the normal brake is carried out. In the braking process, if the braking pressure P is larger than or equal to 2.2Mpa and the braking pressure P is continuously detected to be larger than or equal to 2.2Mpa within 150ms later, the fault that the electro-hydraulic pressure servo valve cannot release the braking pressure is judged, and the step III is carried out.
Step three: releasing the brake pressure of a brake pipeline:
when the electro-hydraulic pressure servo valve is detected to be in a fault that the brake pressure cannot be released, the brake control box sends a control signal to the electromagnetic valve, and the electromagnetic valve is opened, so that the brake pipeline is communicated with the oil return pipeline through the oil return bypass, and the brake pressure is released. Meanwhile, the brake control box gives a standby brake switching instruction and reports a main brake fault, so that a pilot can know the current use state of the aircraft brake system in real time.
And finishing the control process of the braking pressure of the aircraft braking system.
Claims (3)
1. A tyre burst-proof aircraft brake system comprises a brake control box, a hydraulic oil source, an oil supply pipeline, an oil return pipeline, a brake pipeline and an aircraft wheel, wherein the tyre burst-proof aircraft brake system is divided into a left undercarriage brake system and a right undercarriage brake system; each undercarriage brake system respectively comprises a brake pedal, a brake command sensor, a hydraulic lock, an electro-hydraulic pressure servo valve, a pressure sensor and a cylinder seat, and is characterized in that the left undercarriage brake system and the right undercarriage brake system respectively comprise an additional oil return bypass and an electromagnetic valve; the electrical input interface of the brake control box is respectively and electrically communicated with the brake command sensor in the left undercarriage and the brake command sensor in the right undercarriage, and meanwhile, the electrical input interface of the brake control box is also respectively and electrically communicated with the pressure sensor of each undercarriage; the electrical output interface of the brake control box is respectively and electrically communicated with the hydraulic lock, the electro-hydraulic pressure servo valve and the added electromagnetic valve of each undercarriage; the oil supply pipeline and the oil return pipeline are respectively and mechanically connected with an oil supply port and an oil return port of a hydraulic oil source; in each undercarriage, an oil inlet of a hydraulic lock is mechanically connected with the oil supply pipeline, an oil return port is mechanically connected with the oil return pipeline, and an oil outlet is mechanically connected with an oil inlet of an electro-hydraulic pressure servo valve; the oil supply port and the oil return port of each electro-hydraulic pressure servo valve are respectively connected with the oil outlet and the oil return port of the hydraulic lock, and the brake port is respectively mechanically connected with a brake pipeline; each additional electromagnetic valve is mechanically connected with a brake pipeline, and an output port is mechanically connected with an additional oil return bypass; each added oil return bypass is used for connecting the output port of each electromagnetic valve with an oil return pipeline; the pressure sensors are respectively arranged in a brake pipeline communicated with a brake port of the electro-hydraulic pressure servo valve, and the electrical output interfaces of the pressure sensors are respectively in electrical communication with the electrical input interface of the brake control box; the cylinder seats are respectively installed on the wheels, and oil inlets of the cylinder seats are respectively mechanically connected with a brake pipeline;
the added electromagnetic valve is of a normally closed type, the working temperature is-55-120 ℃, and the rated working voltage is 28V DC; the maximum length of the increased oil return bypass is determined by equation (1):
in the formula: l is max Is the maximum length of the added return oil bypass, t max Is reduced from a maximum value of the brake pressure to back through the increased left oil return bypassMaximum time required for minimum oil pressure, ρ is oil density, P max Is the maximum value of the brake line pressure, P min Is the minimum value of return line pressure; the maximum length of the added oil return bypass is less than or equal to 2.42m.
2. A runflat aircraft brake system as claimed in claim 1, wherein the operating temperature of the pressure sensor is-55 ℃ to 120 ℃; the response time is less than or equal to 1ms; the standard range is 0-25 MPa; accuracy ≤ 0.1% fs.
3. A method for controlling the braking pressure of the tire burst-proof aircraft braking system of claim 1, which is characterized by comprising the following specific processes:
the method comprises the following steps: determining the braking pressure of a braking pipeline in a braking releasing stage:
the relation between the brake pressure of the brake pipeline in the brake releasing stage output by the electro-hydraulic pressure servo valve and the currently input control current is determined by the formula (2):
P t ＝K×(I t -I 0 )+P 0 (2)
in the formula: p t The pressure of a brake port of the electro-hydraulic pressure servo valve at the moment t; k is the gain coefficient of the electro-hydraulic pressure servo valve; I.C. A t Is the control current output by the brake control box at the moment t; I.C. A 0 Is static control dead-time current; p is 0 Is the pressure of the return line;
step two: monitoring the fault state of the electro-hydraulic pressure servo valve:
the brake control box automatically detects and judges the fault states that the brake pressure of the electro-hydraulic pressure servo valve is insufficient and the brake pressure cannot be released, so that the fault monitoring of the electro-hydraulic pressure servo valve is realized;
setting a brake pressure threshold of a fault state of the electro-hydraulic pressure servo valve to be 2.2Mpa, a brake current threshold of a brake control box corresponding to the brake pressure threshold to be 5.5mA, and continuous monitoring time to be 150ms;
the brake pressure P and the brake control box brake current I output by the current electro-hydraulic pressure servo valve are detected through the brake control box:
when the brake current I of the brake control box is more than or equal to 5.5mA and the brake pressure P is more than or equal to 2.2Mpa, the electro-hydraulic pressure servo valve works normally to brake normally; in the braking process, if the braking pressure P is less than 2.2Mpa and the braking pressure P is continuously detected within 150ms later, the fault that the braking pressure of the electro-hydraulic pressure servo valve is insufficient is judged, the fault is reported, and the backup braking system in the airplane braking system is switched to perform braking;
when the brake control box detects that the brake current I of the brake control box is less than 5.5mA and the brake pressure P is less than 2.2Mpa, the electro-hydraulic pressure servo valve is judged to normally work, and normal braking is carried out; in the braking process, if the braking pressure P is larger than or equal to 2.2Mpa and the braking pressure P is continuously detected to be larger than or equal to 2.2Mpa within 150ms later, the fault that the electro-hydraulic pressure servo valve cannot release the braking pressure is judged, and the step III is carried out;
step three: releasing the brake pressure of a brake pipeline:
when the electro-hydraulic pressure servo valve is detected to be in a fault state that the brake pressure cannot be released, the brake control box sends a control signal to the electromagnetic valve, and the electromagnetic valve is opened, so that the brake pipeline is communicated with the oil return pipeline through the oil return bypass to release the brake pressure; meanwhile, the brake control box gives a command of switching to backup brake and reports the main brake fault, so that a pilot can know the current use state of the aircraft brake system in real time;
and finishing the control process of the braking pressure of the aircraft braking system.
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