CN115290137A - Vxworks-based real-time fault diagnosis method for fuel oil supply system - Google Patents
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- 238000003745 diagnosis Methods 0.000 title claims abstract description 51
- 239000000295 fuel oil Substances 0.000 title claims abstract description 29
- 238000000034 method Methods 0.000 title claims abstract description 23
- 239000000446 fuel Substances 0.000 claims abstract description 226
- 238000012545 processing Methods 0.000 claims abstract description 4
- 238000012423 maintenance Methods 0.000 claims description 9
- 230000008569 process Effects 0.000 claims description 5
- 239000007789 gas Substances 0.000 abstract description 5
- 239000002737 fuel gas Substances 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 5
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
- G01D21/00—Measuring or testing not otherwise provided for
- G01D21/02—Measuring two or more variables by means not covered by a single other subclass
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D37/00—Arrangements in connection with fuel supply for power plant
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D37/00—Arrangements in connection with fuel supply for power plant
- B64D37/32—Safety measures not otherwise provided for, e.g. preventing explosive conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/22—Fuel supply systems
- F02C7/236—Fuel delivery systems comprising two or more pumps
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Abstract
The invention discloses a Vxworks-based real-time fault diagnosis method for a fuel oil supply system, which comprises the steps of obtaining a fuel oil pressure value, a fuel oil pressure alarm value, a power supply state of a booster pump and the rotating speed of an engine fuel gas generator in real time when processing resources distributed by Vxworks are obtained, judging the working state of the fuel oil supply system according to the fuel oil pressure value, selecting a diagnosis logic corresponding to the working state, and carrying out fault diagnosis on the booster pump and a fuel oil pressure sensor in the fuel oil supply system according to whether the fuel oil pressure value triggers the fuel oil pressure alarm value, the power supply state of the booster pump and the rotating speed of the engine fuel gas generator; the power supply state information of the booster pump and the rotating speed of the engine gas generator are acquired through an airborne bus, and the fuel pressure value and the fuel pressure warning value are acquired through an acquisition circuit. The invention can reliably diagnose the fault in real time.
Description
Technical Field
The invention belongs to the field of avionic design, relates to a real-time fault diagnosis method, and particularly relates to a Vxworks-based real-time fault diagnosis method for a fuel oil supply system.
Background
The type of aircraft fuel supply system depends primarily on the number of engines. The fuel oil system of the single-engine airplane comprises a gravity fuel supply system, a fuel pump fuel supply system, an upper single-wing injection fuel supply system and the like.
When the oil tank is positioned below the engine, gravity oil supply cannot be provided, and a fuel oil booster pump is required to be arranged on the airplane to ensure sufficient fuel oil flow.
The fault diagnosis of the fuel pump oil supply system is mainly realized by finding out low fuel pressure alarm in the flight process, then finding out the fault of the fuel supply system through ground data playback after landing, and then isolating which module fault is, so that longer maintenance time can be spent.
Disclosure of Invention
The invention aims to provide a Vxworks-based real-time fault diagnosis method for a fuel oil supply system.
The invention aims to be realized by the following technical scheme:
a Vxworks-based real-time fault diagnosis method for a fuel oil supply system comprises the following fault diagnosis processes:
when processing resources distributed by Vxworks are obtained, acquiring a fuel pressure value, a fuel pressure alarm value, a power supply state of a booster pump and the rotating speed of an engine gas generator in real time, judging the working state of a fuel oil supply system according to the fuel pressure value, and selecting a diagnosis logic corresponding to the working state to carry out fault diagnosis on the booster pump and a fuel pressure sensor in the fuel oil supply system according to whether the fuel pressure value triggers the fuel pressure alarm value, the power supply state of the booster pump and the rotating speed of the engine gas generator; the power supply state information of the booster pump and the rotating speed of the engine gas generator are acquired through an airborne bus, and the fuel pressure value and the fuel pressure warning value are acquired through an acquisition circuit.
Further, the method also comprises the steps of storing the real-time diagnosis result when the diagnosis is finished, and storing the parameters for diagnosis at the fault moment together if the fault exists.
And further, the real-time diagnosis result is sent to the ground equipment, the ground equipment analyzes and displays, the diagnosis logic is verified, whether the flight task is ended in advance is determined according to the severity of the fault, and if the flight safety is not influenced, a maintenance scheme is made in advance.
The invention has the beneficial effects that:
according to the invention, different diagnosis logics are adopted to obtain the normal, power-on, fault, power-off and other diagnosis results of the booster pump 1, the booster pump 2 and the fuel pressure sensor through the fuel pressure value, the fuel pressure alarm value, the power supply state of the booster pump, the rotating speed of the engine fuel generator and other parameters, and maintenance personnel can perform corresponding maintenance by referring to the diagnosis results.
The VxWorks real-time operating system running on the PowerPC processor can ensure the real-time performance and reliability of software, can download data through a bus interface, and can perform fault diagnosis in real time and output a fault diagnosis result.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without inventive efforts, wherein:
FIG. 1 is a schematic diagram of the diagnostic logic of the embodiment provided when the fuel pressure is not greater than 0.02 MPa;
FIG. 2 is a schematic diagram of the diagnostic logic of the embodiment when the fuel pressure is greater than 0.02MPa and less than or equal to 0.05 MPa;
FIG. 3 is a schematic diagram of the diagnostic logic of the embodiment when the fuel pressure is greater than 0.05MPa and less than or equal to 0.09 MPa;
FIG. 4 is a schematic diagram of the diagnostic logic for the case where the fuel pressure is greater than 0.09 MPa.
FIG. 5 is a flow schematic diagram of a Vxworks-based real-time fault diagnosis method for a fuel supply system.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples.
By way of illustration, the fuel supply system in the present embodiment is: set up 2 booster pumps on the aircraft, booster pump 1 and booster pump 2 are parallelly connected, can switch on booster pump 1 before the engine start, and through the fuel pressure who gathers, whether the pressure of looking over booster pump 1 production is normal, and booster pump 2 opens when the engine starts, closes booster pump 1, and it is normal whether the pressure of looking over booster pump 2 production is normal. If the situation that the fuel supply pressure is low occurs in the flight process, the two booster pumps can be simultaneously opened, and normal fuel supply is guaranteed. After the oil supply pressure is normal, the booster pump 1 stops working.
The VxWorks-based real-time fault diagnosis method for the fuel oil supply system is a task of the VxWorks real-time operating system running on a PowerPC processor. The Vxworks operating system builds a real-time multi-task software framework, comprises a multi-task scheduling mechanism (adopting a mode of combining priority preemption and time slice rotation), an inter-task synchronization mechanism, a watchdog mechanism and a memory management mechanism, and simultaneously receives real-time data sent by an external interface,
according to the Vxworks-based real-time fault diagnosis method for the fuel oil supply system, the fault diagnosis process is as follows:
when processing resources distributed by Vxworks are obtained, a fuel pressure value, a fuel pressure alarm value, a power supply state of a booster pump and the rotating speed of an engine fuel gas generator (hereinafter referred to as Ng) are obtained in real time, then the working state of the fuel oil supply system is judged according to the fuel pressure value, and then diagnosis logics corresponding to the working state are selected to carry out fault diagnosis on the booster pump 1, the booster pump 2 and a fuel pressure sensor in the fuel oil supply system according to whether the fuel pressure value triggers the fuel pressure alarm value, the power supply state of the booster pump and the rotating speed of the engine fuel gas generator. The power supply state information of the booster pump and the rotating speed of the engine gas generator are acquired through an airborne bus, and the fuel pressure value and the fuel pressure warning value are acquired through an acquisition circuit.
In this embodiment, the operating states of the fuel supply system include a booster pump non-on state, a booster pump 1 on state, a booster pump 2 on state, and an engine on state.
Referring to fig. 1, when the fuel pressure is not greater than 0.02Mpa, the booster pump is considered to be in an unopened state, and the diagnostic logic at this time is:
a) If the fuel pressure value triggers a fuel pressure alarm value and the booster pump 1 and the booster pump 2 are both electrified, the faults of the booster pump 1 and the booster pump 2 and the normal (low pressure) of the fuel pressure sensor are diagnosed;
b) If the fuel pressure value triggers a fuel pressure alarm value, and the booster pump 1 and the booster pump 2 are not electrified, the faults of the booster pump 1 and the booster pump 2 are diagnosed, and the fuel pressure sensor is normal;
c) If the fuel pressure value triggers a fuel pressure alarm value, and the booster pump 1 is connected and the booster pump 2 is disconnected, the faults of the booster pump 1, the power failure of the booster pump 2 and the normal of the fuel pressure sensor are diagnosed;
d) If the fuel pressure value triggers the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, the power failure of the booster pump 1, the fault of the booster pump 2 and the normal of the fuel pressure sensor are diagnosed;
e) If the fuel pressure value does not trigger the fuel pressure alarm value, and the booster pump 1 and the booster pump 2 are both electrified, the faults of the fuel pressure sensor and the electrification of the booster pump 1 and the booster pump 2 are diagnosed;
f) If the fuel pressure value does not trigger the fuel pressure alarm value, and the booster pump 1 and the booster pump 2 are not electrified, the power failure of the booster pump 1 and the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
g) If the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is connected, and the booster pump 2 is disconnected, then the faults of the booster pump 1, the booster pump 2 and the fuel pressure sensor are diagnosed;
h) If the fuel pressure value does not trigger the fuel pressure alarm value, and the booster pump 1 is disconnected and the booster pump 2 is connected, the power failure of the booster pump 1, the fault of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed.
Referring to fig. 2, when the fuel pressure is greater than 0.02Mpa and less than or equal to 0.05Mpa, the state of 1 booster pump is considered to be turned on, and the diagnosis logic is as follows:
a) If the Ng is more than or equal to 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is disconnected, the booster pump 1 is diagnosed to be powered off, the booster pump 2 is diagnosed to be powered off, and the fuel pressure sensor is diagnosed to be normal;
b) If the Ng is more than or equal to 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, the power failure of the booster pump 1, the fault of the booster pump 2 and the normal fuel pressure sensor are diagnosed;
c) If the Ng is more than or equal to 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is connected, and the booster pump 2 is connected, then the faults of the booster pump 1, the booster pump 2 and the fuel pressure sensor are diagnosed as normal;
d) If the Ng is more than or equal to 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is connected, the booster pump 2 is connected, and faults of the fuel pressure sensor are diagnosed when the booster pump 1 is electrified, the booster pump 2 is electrified;
e) If the Ng is more than or equal to 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, then the faults of the booster pump 1, the booster pump 2 and the fuel pressure sensor are diagnosed;
f) If the Ng is more than or equal to 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is switched on, and the booster pump 2 is switched off, then the power on of the booster pump 1, the power off of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
g) If the Ng is more than or equal to 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is disconnected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
h) If the Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected and the booster pump 2 is disconnected, the booster pump 1 is powered off, the booster pump 2 is powered off and the fuel pressure sensor is normal;
i) If Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is switched on, and the booster pump 2 is switched off, then the faults of the booster pump 1, the power failure of the booster pump 2 and the normal of the fuel pressure sensor are diagnosed;
j) If Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, then the power failure of the booster pump 1, the fault of the booster pump 2 and the normal of the fuel pressure sensor are diagnosed;
k) If the Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is connected, and the booster pump 2 is connected, then the faults of the booster pump 1, the booster pump 2 and the fuel pressure sensor are diagnosed as normal;
l) if the Ng is less than 10%, triggering a fuel pressure alarm value by a fuel pressure value, switching on a booster pump 1 and switching on a booster pump 2, diagnosing that the booster pump 1 is electrified, the booster pump 2 is electrified and a fuel pressure sensor has faults;
m) if the Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is disconnected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
n) if the Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is switched on, and the booster pump 2 is switched off, then the conditions that the booster pump 1 is powered on, the booster pump 2 is powered off, and the fuel pressure sensor is in fault are diagnosed.
Referring to fig. 3, when the fuel pressure is greater than 0.05Mpa and less than or equal to 0.09Mpa, it is considered that 2 booster pumps are turned on, and the diagnostic logic is as follows:
a) If the Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
b) If the Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is switched on, the booster pump 2 is switched off, and then the power on of the booster pump 1, the power off of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
c) If the Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
d) If the Ng is more than or equal to 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is disconnected, the power failure of the booster pump 1, the power failure of the booster pump 2 and the normal fuel pressure sensor are diagnosed;
e) If the Ng is more than or equal to 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, the power failure of the booster pump 1, the normal booster pump 2 and the normal fuel pressure sensor are diagnosed;
f) If the Ng is more than or equal to 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is switched on, and the booster pump 2 is switched off, the booster pump 1 is normal, the booster pump 2 is switched off, and the fuel pressure sensor is normal;
g) If the Ng is more than or equal to 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is switched on, the booster pump 2 is switched on, and the fuel pressure sensor is normal;
h) If the Ng is more than or equal to 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is connected, the booster pump 2 is connected, and faults of the fuel pressure sensor are diagnosed when the booster pump 1 is electrified, the booster pump 2 is electrified;
i) If the Ng is more than or equal to 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, then the faults of the booster pump 1, the booster pump 2 and the fuel pressure sensor are diagnosed;
j) If the Ng is more than or equal to 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is switched on, and the booster pump 2 is switched off, then the power on of the booster pump 1, the power off of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
k) If the Ng is more than or equal to 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is disconnected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
l) if the Ng is less than 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected and the booster pump 2 is disconnected, the booster pump 1 is diagnosed to be powered off, the booster pump 2 is diagnosed to be powered off, and the fuel pressure sensor is normal;
m) if the Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is switched on, the booster pump 2 is switched off, and the condition that the booster pump 1 is powered on, the booster pump 2 is powered off and the fuel pressure sensor is normal is diagnosed;
n) if the Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, then the power failure of the booster pump 1, the power on of the booster pump 2 and the normal of the fuel pressure sensor are diagnosed;
o) if the Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is switched on, the booster pump 2 is switched on, and then the booster pump 1, the booster pump 2 and the fuel pressure sensor are diagnosed to be normal;
p) if the Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is disconnected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
q) if the Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is switched on, and the booster pump 2 is switched off, then the power on of the booster pump 1, the power off of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
r) if the Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
s) if Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is switched on, the booster pump 2 is switched on, and then faults of the fuel pressure sensor, the booster pump 1 is powered on, the booster pump 2 is powered on are diagnosed.
Referring to fig. 4, when the fuel pressure is greater than 0.09Mpa, the engine is considered to be in the engine-on state, and the diagnosis logic is as follows:
a) If the Ng is more than 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is switched on, the booster pump 2 is switched on, the booster pump 1 is electrified, the booster pump 2 is electrified, and the fuel pressure sensor is normal;
b) If Ng is more than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is switched on, and the booster pump 2 is switched off, the booster pump 1 is powered on, the booster pump 2 is powered off, and the fuel pressure sensor is normal;
c) If the Ng is more than 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, the booster pump 1 is diagnosed to be powered off, the booster pump 2 is powered on, and the fuel pressure sensor is diagnosed to be normal;
d) If the Ng is more than 10 percent, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected and the booster pump 2 is disconnected, the power failure of the booster pump 1, the power failure of the booster pump 2 and the normal state of the fuel pressure sensor are diagnosed;
e) If the Ng is more than 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is connected, the booster pump 2 is connected, and faults of the fuel pressure sensor, the booster pump 1 is electrified, the booster pump 2 is electrified and the fuel pressure sensor are diagnosed;
f) If the Ng is more than 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is switched on, and the booster pump 2 is switched off, then the power on of the booster pump 1, the power off of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
g) If the Ng is more than 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
h) If the Ng is more than 10 percent, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected and the booster pump 2 is disconnected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
i) If the Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is switched on, the booster pump 2 is switched on, and the booster pump 1 is powered on, the booster pump 2 is powered on, and the fuel pressure sensor is normal;
j) If Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is switched on, and the booster pump 2 is switched off, then the booster pump 1 is powered on, the booster pump 2 is powered off, and the fuel pressure sensor is normal;
k) If Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, then the booster pump 1 is powered off, the booster pump 2 is powered on, and the fuel pressure sensor is normal;
l) if the Ng is less than 10%, the fuel pressure value does not trigger the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is disconnected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the normal fuel pressure sensor are diagnosed;
m) if the Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is switched on, the booster pump 2 is switched on, and faults of the fuel pressure sensor, the booster pump 1 is electrified, the booster pump 2 is electrified and the fuel pressure sensor are diagnosed;
n) if Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is switched on, and the booster pump 2 is switched off, then the power on of the booster pump 1, the power off of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
o) if the Ng is less than 10%, the fuel pressure value triggers a fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is connected, then the power failure of the booster pump 1, the power failure of the booster pump 2 and the fault of the fuel pressure sensor are diagnosed;
p) if the Ng is less than 10%, the fuel pressure value triggers the fuel pressure alarm value, the booster pump 1 is disconnected, and the booster pump 2 is disconnected, then the power failure of the booster pump 1, the power failure of the booster pump 2, and the fault of the fuel pressure sensor are diagnosed.
And when the diagnosis is finished, storing the real-time diagnosis result, and if the fault exists, storing the parameters for diagnosis at the fault moment together. The diagnostic result and the diagnostic parameter at the fault moment are stored, so that the subsequent positioning problem and the correctness of the diagnostic logic are facilitated, a file system is operated on VxWorks, and the convenience and the easiness in data maintenance are ensured.
The real-time diagnosis result can also be sent to ground equipment for analysis and display, so that the diagnosis logic can be conveniently verified. The data link is used for carrying out fault diagnosis and fruit bearing to the ground, whether the flight task is finished in advance can be determined according to the severity of the fault aiming at the unmanned aerial vehicle, if the flight safety is not influenced, a maintenance scheme can be made in advance, the maintenance time is saved, and the attendance rate is improved.
The Vxworks-based real-time fault diagnosis method for the fuel oil supply system can be applied to integrity and use monitoring system embedded software and used as a part of an airborne fault diagnosis method. Because airborne equipment has limited computing resources, the traditional fault diagnosis method is applied to ground software, and the method can acquire real-time data, diagnose in real time and transmit the data to the ground through a data link, so that ground staff can know the health state of an oil supply system in advance, the maintenance time is reduced after the ground falls, and the attendance rate is improved. In addition, the booster pump 1, the booster pump 2 and the fuel pressure sensor are of pure mechanical structures, have no self-checking function, and infer the state of the mechanical equipment through other data fusion methods.
It should be understood that equivalents and modifications of the technical solution and inventive concept thereof may occur to those skilled in the art, and all such modifications and alterations should fall within the scope of the appended claims.
Claims (3)
1. A Vxworks-based real-time fault diagnosis method for a fuel oil supply system is characterized by comprising the following fault diagnosis processes:
when processing resources distributed by Vxworks are obtained, acquiring a fuel pressure value, a fuel pressure alarm value, a power supply state of a booster pump and the rotating speed of an engine gas generator in real time, judging the working state of a fuel oil supply system according to the fuel pressure value, and selecting a diagnosis logic corresponding to the working state to carry out fault diagnosis on the booster pump and a fuel pressure sensor in the fuel oil supply system according to whether the fuel pressure value triggers the fuel pressure alarm value, the power supply state of the booster pump and the rotating speed of the engine gas generator; the power supply state information of the booster pump and the rotating speed of the engine gas generator are acquired through an airborne bus, and the fuel pressure value and the fuel pressure warning value are acquired through an acquisition circuit.
2. The Vxworks-based fuel oil supply system real-time fault diagnosis method according to claim 1, characterized by further comprising the step of storing a real-time diagnosis result when the diagnosis is finished, and storing parameters for diagnosis at the moment of the fault if the fault exists.
3. The Vxworks-based real-time fault diagnosis method for the fuel oil supply system is characterized by further comprising the steps of sending a real-time diagnosis result to ground equipment, enabling the ground equipment to analyze and display, verifying diagnosis logic, and determining whether a flight task is ended in advance according to the severity of a fault, and if flight safety is not affected, making a maintenance scheme in advance.
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|---|---|---|---|---|
| CN115573894A (en) * | 2022-11-15 | 2023-01-06 | 中国航空工业集团公司金城南京机电液压工程研究中心 | Fuel pump state monitoring and analyzing method |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115573894A (en) * | 2022-11-15 | 2023-01-06 | 中国航空工业集团公司金城南京机电液压工程研究中心 | Fuel pump state monitoring and analyzing method |
| CN115573894B (en) * | 2022-11-15 | 2023-10-20 | 中国航空工业集团公司金城南京机电液压工程研究中心 | Fuel pump state monitoring and analyzing method |
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