CN114013636A - Method for analyzing and simulating antiskid failure of airplane wheel braking system - Google Patents

Method for analyzing and simulating antiskid failure of airplane wheel braking system Download PDF

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Publication number
CN114013636A
CN114013636A CN202111290396.4A CN202111290396A CN114013636A CN 114013636 A CN114013636 A CN 114013636A CN 202111290396 A CN202111290396 A CN 202111290396A CN 114013636 A CN114013636 A CN 114013636A
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wheel
speed
airplane
locking protection
lwp
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CN114013636B (en
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陈国慧
马晓军
鲁静
张卓
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Xian Aviation Brake Technology Co Ltd
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Xian Aviation Brake Technology Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/42—Arrangement or adaptation of brakes
    • B64C25/44—Actuating mechanisms
    • B64C25/46—Brake regulators for preventing skidding or aircraft somersaulting
    • 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
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

Abstract

A method for analyzing and simulating antiskid failure of an airplane wheel braking system comprises the following steps of comparing the ratio of the speed of a left airplane wheel to the speed of a right airplane wheel: when the speed ratio of the two wheels is large, the brake pressure of the low-speed wheels is released, airplane yawing caused by large speed difference of the two wheels is avoided, meanwhile, after the brake pressure of the low-speed wheels is released, the wheels can quickly rotate to continue braking, if the wheels do not rotate after 2s, the antiskid fault of a wheel brake channel is judged, after the antiskid fault occurs, wheel locking protection is inhibited until the wheels are restarted, warning and display are provided for a pilot, the brake function is prevented from being lost due to continuous work of the wheel locking protection function, the usability of the wheel brake system is improved by 5%, wheel tire burst possibly caused by the antiskid fault is avoided, and the tire burst possibility of the wheels is reduced by 8%; and the airplane wheel locking protection function is subjected to simulation verification. And the detection and the realization of the function do not need to increase other hardware of the brake control system, and the cost is lower.

Description

Method for analyzing and simulating antiskid failure of airplane wheel braking system
Technical Field
The invention relates to the field of airplane brake control, in particular to an analysis and simulation method for antiskid failure of an airplane wheel brake system.
Background
Most civil aircraft braking systems are digital telex braking systems nowadays, not only have the brake function but also have the antiskid function simultaneously, and the antiskid function includes wheel lock protection function and slip control function, and wherein what the slip control function adopted is speed difference and bias voltage regulation control's strategy, and wheel lock protection function prevents that the aircraft from taking place to driftage when high-speed braking. The brake control system mainly comprises an instruction sensor, a speed sensor, a servo valve, a cut-off valve, a controller and the like.
The speed sensor plays a decisive role in the antiskid function, and the brake control system performs slippage control and wheel locking protection control according to the collected signals of the wheel speed sensor, so that the antiskid function of the airplane is realized. However, the current antiskid failure detection is basically to perform fault judgment through self-detection and comparison of speed sensor signals, and the judgment of speed faults through the wheel locking protection function is less.
The invention with the publication number of CN113002802A discloses an airplane wheel speed sensor with a state output function, which monitors the working state of the airplane wheel speed sensor in real time through the improvement of the airplane wheel speed sensor, and outputs the airplane wheel speed sensor to an electronic anti-skid controller to send the fault of the airplane wheel speed sensor, but the invention does not consider the fault that the airplane wheel speed detected by the airplane wheel speed sensor is inaccurate for judgment, and when the airplane wheel speed detected by the speed sensor is inaccurate, the airplane wheel tire burst or the brake function loss may be caused.
The invention with the publication number of CN112622863A discloses a fault processing method for an aircraft anti-skid braking system, which calculates the wheel skid amount through the aircraft speed and the wheel speed, and adopts a corresponding fault processing strategy according to the skid state of the wheel.
Disclosure of Invention
The invention provides an antiskid failure analysis and simulation method for an airplane wheel braking system, which aims to solve the problem that the tire burst or the loss of the braking function of an airplane wheel caused by inaccurate detection value of an airplane wheel speed sensor and other antiskid faults can not be determined in the prior art.
The specific process of the invention is as follows:
step 1, determining a locking protection reference speed of an airplane wheel;
calculating the reference speed V of the left airplane wheel by the formula (1)L_refCalculating the reference speed V of the right wheel by the formula (2)R_refCalculating the wheel locking protection reference speed V by the formula (3)lwp_ref：
Figure BDA0003334676700000021
Figure BDA0003334676700000022
Vlwp_ref＝max(VL_ref，VR_ref) (3)
Wherein a is the acceleration of the airplane, t is the time, Vlwp_refReference speed, V, for wheel locking protectionL_refIs the left wheel reference speed, VR_refIs the reference speed of the right wheel,
Figure BDA0003334676700000023
is the last moment value of the reference speed of the left wheel,
Figure BDA0003334676700000024
the value of the right wheel reference speed last moment is shown.
When the airplane lands and brakes, the left airplane wheel speed V detected by the left airplane wheel speed sensor is respectively acquired by the brake controllerL_wThe right wheel speed V detected by the right wheel speed sensorR_wAnd aircraft acceleration a detected by an aircraft airspeed head.
Step 2, judging whether the airplane wheel locking protection reference speed is effective:
when the left/right wheel speed sensor is in an open circuit, judging that the left/right wheel speed is invalid; judging that the left/right wheel speed is invalid when the left/right wheel speed sensor is short-circuited; judging that the left/right wheel speed is invalid when the detection value of the left/right wheel speed sensor is not in the speed range; otherwise, the left/right wheel speed is considered to be valid.
If the left wheel speed VL_wEffective, then the left wheel reference speed VL_refIs effective; if the left wheel speed VL_wInvalid, the left wheel reference speed VL_refAnd (4) invalidation. If the speed V of the right wheelR_wEffective, then the right wheel reference speed VR_refThe method is effective; if the speed V of the right wheelR_wIf not, the reference speed V of the right wheelR_refAnd (4) invalidation.
If the reference speed V of the left airplane wheelL_refAnd a right wheel reference speed VR_refAll are invalid, judging the locking protection reference speed V of the airplane wheellwp_refInvalid; otherwise, judging the locking protection reference speed V of the airplane wheellwp_refIs effective.
The detection range of each speed sensor is 0-300 km/h.
Step 3, judging whether to activate the airplane wheel locking protection:
when the following conditions are met, the brake controller activates wheel locking protection:
left wheel speed VL_wLocking protection reference speed V with airplane wheellwp_refWhen the left wheel locking protection is effective, the brake controller activates the left wheel locking protection; if the left wheel speed VL_wOr the wheel locking protection reference speed Vlwp_refWhen invalid, the brake controller does not activate the left wheel locking protection.
Right wheel speed VR_wLocking protection reference speed V with airplane wheellwp_refWhen the airplane wheels are all effective, the right airplane wheel locking protection is activated; if the speed V of the right wheelR_wOr the wheel locking protection reference speed Vlwp_refAnd when the vehicle is invalid, the brake controller does not activate the right wheel locking protection.
Step 4, judging whether the brake pressure of the airplane wheel is released:
judging whether to release the brake pressure of the left wheel through the formula (4) and the formula (5):
Vlwp_ref>Vd (4)
VL_w<LWP_ON_SKID_FACTOR*Vlwp_ref (5)
wherein, VdThe threshold value is the working threshold value of the airplane wheel locking protection, and the LWP _ ON _ SKID _ FACTOR is the working coefficient of the airplane wheel locking protection.
When formula (4) and formula (5) are satisfied, the brake controller releases the brake pressure of the left wheel: otherwise, the brake controller continues to brake the left airplane wheel.
Judging whether to release the brake pressure of the right wheel through the formula (4) and the formula (6):
Vlwp_ref>Vd (4)
VR_w<LWP_ON_SKID_FACTOR*Vlwp_ref (6)
when formula (4) and formula (6) are satisfied, the brake controller releases the brake pressure of the right wheel: otherwise, the brake controller continues to brake the right wheel.
When judging whether the braking pressure of the airplane wheel is released or not, the selected working speed threshold value V for locking protection of the airplane wheeldIs 45 km/h; and setting the working coefficient LWP _ ON _ SKID _ FACTOR of the wheel lock protection to be 0.35.
Step 5, judging whether to continue to apply brake to the airplane wheel:
whether the brake pressure is continuously applied to the left wheel is judged through the formula (7) and the formula (8):
Vlwp_ref≤Vd (7)
VL_w>LWP_OFF_SKIDFFACTOR*Vlwp_ref (8)
wherein, VdThe threshold value of the work of the wheel lock protection is LWP _ OFF _ SKID _ FACTOR, and the threshold value is the exit coefficient of the wheel lock protection.
When the formula (7) and the formula (8) are met, the brake controller continues to apply brake to the left airplane wheel; otherwise, the brake controller continuously releases the brake pressure of the left wheel.
Whether the brake is continuously applied to the right wheel is judged through the formula (7) and the formula (9):
VL_w>LWP_OFF_SKID_FACTOR*Vlwp_ref(9)
when the formula (7) and the formula (9) are met, the brake controller continues to apply brake to the right and left airplane wheels; otherwise, the brake controller continuously releases the brake pressure of the right wheel.
When determining whether to continue to apply the brake to the wheel, the exit coefficient LWP _ OFF _ skip _ FACTOR of the selected wheel lock protection is 0.7.
Step 6, judging whether an antiskid fault exists:
when the following conditions are met, the brake controller judges the antiskid fault of the wheel channel of the left/right wheel: when the brake controller judges that the step 4 is met and the duration threshold t is metsAnd when the brake controller judges that the condition for continuously applying the brake to the left/right wheel in the step 5 is not met, judging that the left/right wheel channel has an anti-skid fault, and inhibiting the wheel locking protection.
Time threshold t of wheel locking protectionsIs 2 s.
Step 7, judging whether the airplane wheel locking protection inhibition is released:
when the brake controller judges an anti-skid fault and inhibits the locking protection of the airplane wheels, if the reference speed of the locking protection of the airplane wheels is less than or equal to the working speed threshold value of the locking protection of the airplane wheels, the locking protection inhibition of the airplane wheels is removed.
Step 8, establishing a wheel locking protection model:
the specific process for establishing the airplane wheel locking protection model comprises the following steps:
i, determining the relation between input variables and output variables in formulas related to the wheel lock-up protection reference speed:
the input variables are left wheel speed/right wheel speed and there is left wheel speed/right wheel speed effectiveness. And the validity refers to that the wheel speed judged in the step 2 is valid or invalid.
And (3) obtaining the reference speed of the left/right wheel and the reference speed validity of the left/right wheel through formulas (1) and (2), and obtaining the wheel locking protection reference speed and the wheel locking protection reference speed validity through a formula (3). The output variables are the left wheel speed/right wheel speed and the left wheel speed/right wheel speed validity, the wheel lock up protection reference speed and the wheel lock up protection reference speed validity.
II, judging whether the airplane wheel locking protection is activated:
and when the left wheel speed/the right wheel speed and the wheel locking protection reference speed are effective, activating a wheel locking protection function and entering wheel locking protection judgment logic.
III, judging whether the wheel locking protection works:
inputting three input variables AND one output variable to an AND module; the input variables are the left airplane wheel speed/the right airplane wheel speed and the airplane wheel locking protection reference speed; the output variable is a control signal for suppressing the wheel brake channel brake pressure.
The judgment conditions of the logic code of the first input variable and the logic code of the second input variable are represented by the following formulas (5) and (8):
VL_w<LWP_ON_SKID_FACTOR*Vlwp_ref (5)
VL_w>LWP_OFF_SKIDFFACTOR*Vlwp_ref (8)
when the input variables satisfy formula (5) and do not satisfy formula (8), the logic code of the first input variable is 1, whereas the logic code of the first input variable is 0.
When the input variables satisfy equation (5) and do not satisfy equation (8), and the DURATION is less than the time threshold LWP _ MAX _ DURATION, the logic code of the second input variable is 1; whereas the second input variable is 0.
The judgment condition of the logic code with the formula (4) as the third input variable:
Vlwp_ref>Vd (4)
when the input variables satisfy the formula (4), the logic code of the third input variable is 1; otherwise, the logic code of the third input variable is 0.
When the logic codes of the three input variables are all 1, the logic code of the output variable is also 1. When any one of the logic codes of the three input variables is 0, the logic code of the output variable is also 0.
And when the logic code of the output variable is 1, the braking pressure of the airplane wheel braking channel is restrained, and when the logic code of the output variable is 0, the braking pressure of the airplane wheel braking channel is not restrained.
IV, judging whether the left airplane wheel brake channel/the right airplane wheel brake channel has an anti-skid fault:
and if the left wheel speed/the right wheel speed is smaller than the product of LWP _ OFF _ SKID _ FACTOR and the wheel lock-up protection reference speed, and the DURATION is longer than or equal to a time threshold LWP _ MAX _ DURATION, judging the anti-SKID fault of the wheel brake channel, and inhibiting the wheel lock-up protection function of the channel until the wheel lock-up protection reference speed is smaller than the working speed of the wheel lock-up protection, reactivating the wheel lock-up protection function, and giving a warning to the pilot and displaying that the anti-SKID function of the channel is lost.
Therefore, a model with the wheel locking protection function is established and used for judging the skid resistance failure.
Compared with the prior art, the invention has the advantages that:
according to the ratio of the speed of the left wheel to the speed of the right wheel, when the ratio of the speeds of the two wheels is large, the brake pressure of the low-speed wheels is released, airplane yawing caused by large speed difference of the two wheels is avoided, meanwhile, after the brake pressure of the low-speed wheels is released, the wheels can be quickly started to continue braking, if the wheels are not started after 2s, the antiskid faults of wheel brake channels are judged, wheel locking protection is inhibited until the wheels are restarted after the antiskid faults occur, warning and display are provided for a pilot, the situation that the brake function is lost due to continuous work of the wheel locking protection function is prevented, the usability of a wheel brake system is improved by 5%, wheel tire burst possibly caused by the antiskid faults is avoided, and the tire burst possibility of the wheels is reduced by 8%; the invention also provides a modeling simulation method for the wheel locking protection, which is used for carrying out simulation verification on the wheel locking protection function. And the detection and the realization of the function do not need to increase other hardware of the brake control system, and the cost is lower.
Drawings
FIG. 1 is a schematic diagram of the technical solution of the present invention.
Fig. 2 is a simulation working model of the locking protection of the airplane wheel in the antiskid failure of the airplane.
Fig. 3 is a flow chart of the present invention.
Detailed Description
The embodiment provides a method for analyzing and simulating antiskid failure of an airplane wheel braking system, which comprises the following specific processes:
step 1, determining a reference speed of wheel locking protection:
the airplane wheel locking protection means that when the ratio of the airplane wheel speeds of the two landing gears of the airplane exceeds 35%, the brake pressure of the low-speed airplane wheel is released, so that the low-speed airplane wheel is restarted, and the airplane is prevented from yawing or damaging the landing gears due to the fact that the airplane wheel speeds of the two landing gears are inconsistent.
When the reference speed of the airplane wheel locking protection is determined, the left airplane wheel speed V detected by the left airplane wheel speed sensor is respectively obtained through the brake controller when the airplane lands and brakesL_wThe right wheel speed V detected by the right wheel speed sensorR_wAnd aircraft acceleration a detected by an aircraft airspeed head.
Calculating the reference speed V of the left airplane wheel by the formula (1)L_refCalculating the reference speed V of the right wheel by the formula (2)R_refCalculating the wheel locking protection reference speed V by the formula (3)lwp_ref：
Figure BDA0003334676700000061
Figure BDA0003334676700000062
Vlwp_ref＝max(VL_ref，VR_ref) (3)
Wherein a is the acceleration of the airplane, t is the time, Vlwp_refReference speed, V, for wheel locking protectionL_refIs the left wheel reference speed, VR_refIs the reference speed of the right wheel,
Figure BDA0003334676700000064
is the last moment value of the reference speed of the left wheel,
Figure BDA0003334676700000063
the value of the right wheel reference speed last moment is shown.
Step 2, judging whether the airplane wheel locking protection reference speed is effective:
and when any one of the following conditions is met, judging that the wheel speed is invalid:
when the left/right wheel speed sensor is in an open circuit, judging that the left/right wheel speed is invalid; judging that the left/right wheel speed is invalid when the left/right wheel speed sensor is short-circuited; judging that the left/right wheel speed is invalid when the detection value of the left/right wheel speed sensor is not in the speed range; otherwise, the left/right wheel speed is considered to be valid.
If the left wheel speed VL_wEffective, then the left wheel reference speed VL_refIs effective; if the left wheel speed VL_wInvalid, the left wheel reference speed VL_refAnd (4) invalidation. If the speed V of the right wheelR_wEffective, then the right wheel reference speed VR_refThe method is effective; if the speed V of the right wheelR_wIf not, the reference speed V of the right wheelR_refAnd (4) invalidation.
If the reference speed V of the left airplane wheelL_refAnd a right wheel reference speed VR_refAll are invalid, judging the locking protection reference speed V of the airplane wheellwp_refInvalid; otherwise, judging the locking protection reference speed V of the airplane wheellwp_refIs effective.
In the embodiment, the detection range of each speed sensor is 0-300 km/h.
Step 3, judging whether to activate the airplane wheel locking protection:
when the following conditions are met, the brake controller activates wheel locking protection:
left wheel speed VL_wLocking protection reference speed V with airplane wheellwp_refWhen the left wheel locking protection is effective, the brake controller activates the left wheel locking protection; if the left wheel speed VL_wOr the wheel locking protection reference speed Vlwp_refWhen invalid, the brake controller does not activate the left wheel locking protection.
Right wheel speed VR_wLocking protection reference speed V with airplane wheellwp_refWhen the airplane wheels are all effective, the right airplane wheel locking protection is activated; if the speed V of the right wheelR_wOr the wheel locking protection reference speed Vlwp_refAnd when the vehicle is invalid, the brake controller does not activate the right wheel locking protection.
Step 4, judging whether the brake pressure of the airplane wheel is released:
when the following conditions are met, the brake controller releases the brake pressure of the wheel:
the reference speed of the airplane wheel locking protection is larger than the working speed threshold value V of the airplane wheel locking protectiond. When the speed of the left airplane wheel is smaller than the product of the airplane wheel locking protection working coefficient LWP _ OFF _ SKID _ FACTOR and the airplane wheel locking protection reference speed, the brake controller releases the brake pressure of the left airplane wheel; otherwise, the brake controller continues to apply the brake to the left wheel.
Judging whether to release the brake pressure of the left wheel through the formula (4) and the formula (5):
Vlwp_ref>Vd (4)
VL_w<LWP_ON_SKID_FACTOR*Vlwp_ref (5)
wherein, VdThe threshold value is the working threshold value of the airplane wheel locking protection, and the LWP _ ON _ SKID _ FACTOR is the working coefficient of the airplane wheel locking protection.
When the following conditions are met, the brake controller releases the brake pressure of the right wheel:
if the reference speed of the airplane wheel locking protection is larger than the working speed threshold value V of the airplane wheel locking protectiondAnd the right airplane wheel speed is less than the airplane wheel locking protection work coefficient and the airplane wheel locking protection referenceWhen the speed is multiplied, the brake controller releases the brake pressure of the right airplane wheel; otherwise, the brake controller continues to apply the brake to the right wheel.
And (3) judging whether to release the brake pressure of the right landing gear wheel or not through the formula (4) and the formula (6):
Vlwp_ref>Vd (4)
VR_w<LWP_ON_SKID_FACTOR*Vlwp_ref (6)
the working speed threshold value V of the airplane wheel locking protection selected in the embodimentdIs 45 km/h; and setting the working coefficient LWP _ ON _ SKID _ FACTOR of the wheel lock protection to be 0.35.
Step 5, judging whether to continue to apply brake to the airplane wheel:
when any one of the following conditions is met, the brake controller continues to apply the brake to the left wheel:
if the airplane wheel locking protection reference speed is less than or equal to the working speed threshold value V of the airplane wheel locking protectiondOr when the speed of the left airplane wheel is greater than the product of the airplane wheel locking protection exit coefficient and the airplane wheel locking protection reference speed, the brake controller continues to apply the brake to the left airplane wheel; and otherwise, the brake controller continuously releases the brake pressure of the left undercarriage wheel.
Whether the brake pressure is continuously applied to the left wheel is judged through the formula (7) and the formula (8):
Vlwp_ref≤Vd (7)
VL_w>LWP_OFF_SKIDFFACTOR*Vlwp_ref (8)
wherein, VdThe threshold value of the work of the wheel lock protection is LWP _ OFF _ SKID _ FACTOR, and the threshold value is the exit coefficient of the wheel lock protection.
When any one of the following conditions is met, the brake controller continues to apply the brake to the right wheel:
if the airplane wheel locking protection reference speed is less than or equal to the working speed threshold value V of the airplane wheel locking protectiondOr the right wheel speed is larger than the wheel lock protection exit coefficient LWP _ OFF _ SKID _ FACTOR and the wheel lock protectionWhen the reference speed is multiplied, the brake controller continues to apply the brake to the right airplane wheel; otherwise, the brake controller continuously releases the brake pressure of the right wheel.
Whether the brake is continuously applied to the right wheel is judged through the formula (7) and the formula (9):
VL_w>LWP_OFF_SKID_FACTOR*Vlwp_ref (9)
the exit coefficient LWP _ OFF _ skip _ FACTOR of the wheel lock protection selected in this embodiment is 0.7.
Step 6, judging whether an antiskid fault occurs:
when the following conditions are met, the brake controller judges the antiskid fault of the wheel channel of the left wheel: when the brake controller judges that the step 4 is met, and the duration threshold t issAnd then, when the brake controller judges that the condition of continuously applying the brake to the left wheel in the step 5 is not met, the left wheel channel is considered to have an anti-skid fault, and wheel locking protection is inhibited.
When the following conditions are met, the brake controller judges the antiskid fault of the right wheel channel:
when the brake controller judges that the brake pressure of the right wheel released in the step 4 is met, the duration threshold tsAnd then, when the brake controller judges that the condition of continuously applying the brake to the right wheel in the step 5 is not met, the anti-skid fault of the channel of the right wheel is considered, and the wheel locking protection is inhibited.
Time threshold t of airplane wheel locking protection selected by the embodimentsIs 2 s.
Step 7, judging whether the airplane wheel locking protection inhibition is released:
when the brake controller judges an anti-skid fault and inhibits the locking protection of the airplane wheels, if the reference speed of the locking protection of the airplane wheels is less than or equal to the working speed threshold value of the locking protection of the airplane wheels, the locking protection inhibition of the airplane wheels is removed.
Step 8, establishing a wheel locking protection model:
according to the logic and equation of the airplane wheel locking protection function established in the steps 1 to 7, MATLAB simulation calculation software is utilized, under the Simulink environment, an airplane wheel speed signal and an acceleration signal are used as input values, reference speed and reference speed of airplane wheel locking protection are carried out, and whether the airplane wheel locking protection is activated or quit to output corresponding brake pressure is judged according to the reference speed of the airplane wheel locking protection; and judging whether the working time of the airplane wheel locking protection exceeds a threshold value, if so, judging the antiskid fault of the channel, and inhibiting the airplane wheel locking protection function until the reference speed of the airplane wheel locking protection is reduced to the working threshold value of the airplane wheel locking protection to remove the inhibition.
The specific process for establishing the airplane wheel locking protection model comprises the following steps:
i, determining the relation between the input variable and the output variable in formulas (1) to (3) related to the wheel lock protection reference speed:
the input variables are left/right wheel speed value and validity. The validity refers to that the wheel speed value judged in the step 2 is valid or invalid, the validity of the left/right wheel reference speed and the left/right wheel reference speed is obtained through formulas (1) and (2), and the validity of the wheel locking protection reference speed and the wheel locking protection reference speed is obtained through a formula (3). The output variables are the left wheel speed/right wheel speed and the left wheel speed/right wheel speed validity, the wheel lock up protection reference speed and the wheel lock up protection reference speed validity.
II, judging whether the airplane wheel locking protection is activated:
and when the effectiveness of the left wheel speed/the right wheel speed and the wheel locking protection reference speed is effective, the wheel locking protection can normally work, and the working model of the wheel locking protection is entered.
III, judging whether the wheel locking protection works:
as shown in fig. 2, three input variables AND one output variable are input to the AND block; the input variables are the left airplane wheel speed/the right airplane wheel speed and the airplane wheel locking protection reference speed; the output variable is a control signal for suppressing the wheel brake channel brake pressure.
The judgment conditions of the logic code of the first input variable and the logic code of the second input variable are represented by the following formulas (5) and (8):
VL_w<LWP_ON_SKID_FACTOR*Vlwp_ref (5)
VL_w>LWP_OFF_SKIDFFACTOR*Vlwp_ref (8)
when the input variables satisfy formula (5) and do not satisfy formula (8), the logic code of the first input variable is 1, whereas the logic code of the first input variable is 0.
When the input variables satisfy equation (5) and do not satisfy equation (8), and the DURATION is less than the time threshold LWP _ MAX _ DURATION, the logic code of the second input variable is 1; whereas the second input variable is 0.
The judgment condition of the logic code with the formula (4) as the third input variable:
Vlwp_ref>Vd (4)
when the input variables satisfy the formula (4), the logic code of the third input variable is 1; otherwise, the logic code of the third input variable is 0.
When the logic codes of the three input variables are all 1, the logic code of the output variable is also 1. When any one of the logic codes of the three input variables is 0, the logic code of the output variable is also 0.
And when the logic code of the output variable is 1, the braking pressure of the airplane wheel braking channel is restrained, and when the logic code of the output variable is 0, the braking pressure of the airplane wheel braking channel is not restrained.
IV, judging whether the left airplane wheel brake channel/the right airplane wheel brake channel has an anti-skid fault:
if the left wheel speed/right wheel speed is less than the product of LWP _ OFF _ skip _ FACTOR and the wheel lock-up protection reference speed and the DURATION is greater than or equal to the time threshold LWP _ MAX _ DURATION as shown in fig. 2, determining an anti-SKID fault of the wheel brake channel and inhibiting the wheel lock-up protection function of the channel until the wheel lock-up protection reference speed is less than the working speed of the wheel lock-up protection, reactivating the wheel lock-up protection function, and giving a warning to the pilot and displaying that the anti-SKID function of the channel is lost.
Wherein the time threshold LWP _ MAX _ DURATION is 2 s.
And acquiring two values of the activation state and the fault state of the wheel locking protection function through a display simulation module.
Thus, the model of the wheel locking protection function for judging the antiskid failure is completed.

Claims (9)

1. The method for analyzing and simulating the antiskid failure of the airplane wheel braking system is characterized by comprising the following specific processes:
step 1, determining a locking protection reference speed of an airplane wheel;
calculating the reference speed V of the left airplane wheel by the formula (1)L_refCalculating the reference speed V of the right wheel by the formula (2)R_ref，
Calculating the wheel locking protection reference speed V through a formula (3)lwp_ref：
Figure FDA0003334676690000011
Figure FDA0003334676690000012
Vlwp_ref＝max(VL_ref，VR_ref) (3)
Wherein a is the acceleration of the airplane, t is the time, Vlwp_refReference speed, V, for wheel locking protectionL_refIs the left wheel reference speed, VR_refIs the reference speed of the right wheel,
Figure FDA0003334676690000013
is the last moment value of the reference speed of the left wheel,
Figure FDA0003334676690000014
the value of the reference speed last time of the right airplane wheel is obtained;
step 2, judging whether the airplane wheel locking protection reference speed is effective:
if the left wheel speed VL_wEffective, then the left wheel reference speed VL_refIs effective; if the left wheel speed VL_wInvalid, the left wheel reference speed VL_refInvalid; if the speed V of the right wheelR_wEffective, then the right wheel reference speed VR_refThe method is effective; if the speed V of the right wheelR_wIf not, the reference speed V of the right wheelR_refInvalid;
if the reference speed V of the left airplane wheelL_refAnd a right wheel reference speed VR_refAll are invalid, judging the locking protection reference speed V of the airplane wheellwp_refInvalid; otherwise, judging the locking protection reference speed V of the airplane wheellwp_refThe method is effective;
step 3, judging whether to activate the airplane wheel locking protection:
when the following conditions are met, the brake controller activates wheel locking protection:
left wheel speed VL_wLocking protection reference speed V with airplane wheellwp_refWhen the left wheel locking protection is effective, the brake controller activates the left wheel locking protection; if the left wheel speed VL_wOr the wheel locking protection reference speed Vlwp_refWhen the left airplane wheel locking protection is invalid, the brake controller does not activate the left airplane wheel locking protection;
right wheel speed VR_wLocking protection reference speed V with airplane wheellwp_refWhen the airplane wheels are all effective, the right airplane wheel locking protection is activated; if the speed V of the right wheelR_wOr the wheel locking protection reference speed Vlwp_refWhen the vehicle is invalid, the brake controller does not activate the locking protection of the right wheel;
step 4, judging whether the brake pressure of the airplane wheel is released:
judging whether to release the brake pressure of the left wheel through the formula (4) and the formula (5):
Vlwp_ref＞Vd (4)
VL_w＜LWP_ON_SKID_FACTOR*Vlwp_ref (5)
wherein, VdThe threshold value is the working threshold value of the airplane wheel locking protection, and the LWP _ ON _ SKID _ FACTOR is the working coefficient of the airplane wheel locking protection;
when formula (4) and formula (5) are satisfied, the brake controller releases the brake pressure of the left wheel: otherwise, the brake controller continues to brake the left airplane wheel;
judging whether to release the brake pressure of the right wheel through the formula (4) and the formula (6):
Vlwp_ref＞Vd (4)
VR_w＜LWP_ON_SKID_FACTOR*Vlwp_ref (6)
when formula (4) and formula (6) are satisfied, the brake controller releases the brake pressure of the right wheel: otherwise, the brake controller continues to brake the right airplane wheel;
step 5, judging whether to continue to apply brake to the airplane wheel:
whether the brake pressure is continuously applied to the left wheel is judged through the formula (7) and the formula (8):
Vlwp_ref≤Vd (7)
VL_w＞LWP_OFF_SKIDFFACTOR*Vlwp_ref (8)
wherein, VdThe threshold value is the working threshold value of the airplane wheel locking protection, and the LWP _ OFF _ SKID _ FACTOR is the exiting coefficient of the airplane wheel locking protection;
when the formula (7) and the formula (8) are met, the brake controller continues to apply brake to the left airplane wheel; otherwise, the brake controller continuously releases the brake pressure of the left airplane wheel;
whether the brake is continuously applied to the right wheel is judged through the formula (7) and the formula (9):
VL_w＞LWP_OFF_SKID_FACTOR*Vlwp_ref (9)
when the formula (7) and the formula (9) are met, the brake controller continues to apply brake to the right and left airplane wheels; otherwise, the brake controller continuously releases the brake pressure of the right wheel;
step 6, judging whether an antiskid fault exists:
when the following conditions are met, the brake controller judges the antiskid fault of the wheel channel of the left/right wheel: when the brake controller judges that the step 4 is met and the duration threshold t is metsAnd when the brake controller judges that the condition for continuously applying the brake to the left/right wheel in the step 5 is not met, the brake controller judges that the left/right wheel is appliedThe wheel channel has an antiskid fault, and the locking protection of the wheel is inhibited;
step 7, judging whether the airplane wheel locking protection inhibition is released:
when the brake controller judges an anti-skid fault and inhibits the locking protection of the airplane wheels, if the reference speed of the locking protection of the airplane wheels is less than or equal to the working speed threshold value of the locking protection of the airplane wheels, the locking protection inhibition of the airplane wheels is removed;
step 8, establishing a wheel locking protection model:
the specific process for establishing the airplane wheel locking protection model comprises the following steps:
i, determining the relation between input variables and output variables in formulas related to the wheel lock-up protection reference speed:
the input variables are the left wheel speed/right wheel speed and the effectiveness of the left wheel speed/right wheel speed; the validity refers to that the wheel speed judged in the step 2 is valid or invalid;
II, judging whether the airplane wheel locking protection is activated:
when the left airplane wheel speed/the right airplane wheel speed and the airplane wheel locking protection reference speed are effective, activating an airplane wheel locking protection function, and entering a judgment logic of airplane wheel locking protection;
III, judging whether the wheel locking protection works:
inputting three input variables AND one output variable to an AND module;
the judgment conditions of the logic code of the first input variable and the logic code of the second input variable are represented by the following formulas (5) and (8):
VL_w＜LWP_ON_SKID_FACTOR*Vlwp_ref (5)
VL_w＞LWP_OFF_SKIDFFACTOR*Vlwp_ref (8)
when the input variables satisfy formula (5) and do not satisfy formula (8), the logic code of the first input variable is 1, whereas the logic code of the first input variable is 0;
when the input variables satisfy equation (5) and do not satisfy equation (8), and the DURATION is less than the time threshold LWP _ MAX _ DURATION, the logic code of the second input variable is 1; otherwise, the second input variable is 0;
the judgment condition of the logic code with the formula (4) as the third input variable:
Vlwp_ref＞Vd (4)
when the input variables satisfy the formula (4), the logic code of the third input variable is 1; otherwise, the logic code of the third input variable is 0;
when the logic codes of the three input variables are all 1, the logic code of the output variable is also 1; when any logic code in the logic codes of the three input variables is 0, the logic code of the output variable is also 0;
when the logic code of the output variable is 1, the brake pressure of the airplane wheel brake channel is inhibited, and when the logic code of the output variable is 0, the brake pressure of the airplane wheel brake channel is not inhibited;
IV, judging whether the left airplane wheel brake channel/the right airplane wheel brake channel has an anti-skid fault:
whether the left wheel speed/the right wheel speed is smaller than the product of LWP _ OFF _ SKID _ FACTOR and the wheel locking protection reference speed or not and the DURATION time is longer than or equal to the time threshold LWP _ MAX _ DURATION, judging the anti-SKID fault of the wheel braking channel and inhibiting the wheel locking protection function of the channel until the wheel locking protection reference speed is smaller than the working speed of the wheel locking protection, reactivating the wheel locking protection function, and giving a warning to a pilot and displaying that the anti-SKID function of the channel is lost;
therefore, a model with the wheel locking protection function is established and used for judging the skid resistance failure.
2. The method for analyzing and simulating the antiskid failure of the airplane wheel braking system according to claim 1, wherein when the reference speed for wheel locking protection is determined in the step 1, and when an airplane lands and brakes, the left wheel speed V detected by the left wheel speed sensor is respectively obtained by the brake controllerL_wThe right wheel speed V detected by the right wheel speed sensorR_wAnd aircraft acceleration a detected by an aircraft airspeed head.
3. The method for analyzing and simulating the antiskid failure of the airplane wheel braking system according to claim 1, wherein in the step of judging whether the airplane wheel locking protection reference speed is effective or not, the detection range of each speed sensor is 0-300 km/h.
4. The method for analyzing and simulating antiskid failure of an airplane wheel braking system according to claim 1, wherein in step 4, when determining whether to release the airplane wheel braking pressure, the selected working speed threshold value V for airplane wheel locking protection is selecteddIs 45 km/h; and setting the working coefficient LWP _ ON _ SKID _ FACTOR of the wheel lock protection to be 0.35.
5. The method for analyzing and simulating antiskid failure of an airplane wheel brake system according to claim 1, wherein in step 5, the exit coefficient LWP _ OFF _ skip _ FACTOR of the wheel lock protection selected when determining whether to continue to apply the brakes to the wheels is 0.7.
6. The method for analyzing and simulating the antiskid failure of the airplane wheel braking system according to claim 1, wherein in step 6, in the step of judging whether the antiskid fault exists: time threshold t for wheel locking protectionsIs 2 s.
7. The method for analyzing and simulating antiskid failure of an airplane wheel braking system according to claim 1, wherein in step 2, when the left/right wheel speed sensor is in an open circuit, it is determined that the left/right wheel speed is invalid; judging that the left/right wheel speed is invalid when the left/right wheel speed sensor is short-circuited; judging that the left/right wheel speed is invalid when the detection value of the left/right wheel speed sensor is not in the speed range; otherwise, the left/right wheel speed is considered to be valid.
8. The method for analyzing and simulating the antiskid failure of the airplane wheel braking system according to claim 1, wherein in step 8, the effectiveness of the left/right wheel reference speed and the left/right wheel reference speed is obtained through formulas (1) and (2), and the effectiveness of the wheel locking protection reference speed and the wheel locking protection reference speed are obtained through formula (3); the output variables are the left wheel speed/right wheel speed and the left wheel speed/right wheel speed validity, the wheel lock up protection reference speed and the wheel lock up protection reference speed validity.
9. The method for analyzing and simulating antiskid failure of an airplane wheel braking system according to claim 1, wherein in step 8, the input variables are left wheel speed/right wheel speed and wheel locking protection reference speed; the output variable is a control signal for suppressing the wheel brake channel brake pressure.
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