CN118062228A - Anti-skid brake system, control method, residual pressure fault warning method and disposal method - Google Patents
Anti-skid brake system, control method, residual pressure fault warning method and disposal method Download PDFInfo
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Abstract
The invention belongs to the technical field of aircraft brake control, and discloses an anti-skid brake system, a control method, a residual pressure fault alarming method and a treatment method. The left servo valve assembly and the right servo valve assembly are mechanically backed up by adopting the connecting pipeline and the communication switch, so that the mechanical dual redundancy design of the servo valve assembly of the anti-skid brake system is realized, when only one servo valve assembly has mechanical failure, the anti-skid brake system can be used in a degrading mode, the switching to emergency brake is not needed, and the safety of the braking operation of an airplane is improved.
Description
Technical Field
The invention belongs to the technical field of airplane brake control, and particularly relates to an anti-skid brake system, a control method, a residual pressure fault alarming method and a disposal method.
Background
During the process of taking off and landing of an aircraft, the safety and the reliability of an anti-skid braking system are critical, the electric part of a servo valve assembly in the existing anti-skid braking system of the aircraft generally adopts a dual redundancy design, and when one redundancy fails, the other redundancy can be switched for use. However, in the mechanical aspect, the servo valve assembly is still single in redundancy, when the servo valve assembly is mechanically failed, the anti-skid braking system can be caused to generate residual pressure failure, so that the anti-skid braking system cannot be used, at the moment, a pilot needs to isolate the anti-skid braking system and switch to emergency braking to brake an aircraft, and if the pilot does not switch or the switching time is improper, accidents such as tire burst, runway flushing and the like can occur.
Disclosure of Invention
The invention aims to provide an anti-skid braking system with mechanical dual redundancy, which solves the safety problem caused by that when the residual pressure is in failure due to mechanical failure of the anti-skid braking system of an airplane, the anti-skid braking system can only be switched to emergency braking.
The invention also aims to provide a control method, a residual pressure fault alarming method and a disposal method of the anti-skid brake system.
The invention is realized by the following technical scheme:
An anti-skid braking system comprises a braking instruction sensor, a controller and two paths of braking control systems which are respectively used for braking and braking a left wheel and a right wheel of an airplane;
The brake control system comprises a servo valve assembly, a brake device, a wheel speed sensor and a pressure sensor, wherein the brake command sensor, the servo valve assembly, the wheel speed sensor and the pressure sensor are respectively and electrically connected with the controller, the servo valve assembly comprises a hydraulic lock and a servo valve, the servo valve is connected with the brake device through a brake pipeline, a connecting pipeline is arranged between the brake pipelines of the two brake control systems, and a communication switch for controlling the on-off of the connecting pipeline is arranged on the connecting pipeline.
In some embodiments, the controller is electrically connected to the communication switch.
In some embodiments, the servo valve assembly employs electrical dual redundancy control.
A control method of an anti-skid brake system, comprising the steps of:
Detecting the current fault state of a servo valve assembly in a two-way brake control system, wherein the fault state comprises a mechanical fault and an electrical fault, the mechanical fault comprises a residual pressure fault or insufficient pressure output, and the electrical fault comprises an electrical dual redundancy control fault of the servo valve assembly;
When detecting following trouble, close the hydraulic lock of the servo valve subassembly that appears the residual pressure trouble and control the brake piping of two way brake control system of communication switch intercommunication, include:
Mechanical failure occurs in a servo valve component in any one path of brake control system, and at least one redundancy in electric dual redundancy control of the servo valve component in the other path of brake control system without mechanical failure does not occur;
Two redundancy in the electrical dual redundancy control of the servo valve assembly in any one of the brake control systems fail, and the servo valve assembly in the other brake control system does not mechanically fail and at least one of the two redundancy in the electrical dual redundancy control of the one brake control system does not fail.
A residual pressure fault alarming method of an anti-skid brake system comprises the following steps:
Judging the flight state of the current aircraft, including a ground state and an air state;
Detecting whether residual pressure faults occur to servo valve components in two paths of brake control systems in different flight states, and alarming when residual pressure faults occur to the servo valve components in at least one path of brake control systems;
Judging the fault form, and outputting corresponding alarm prompts according to different fault forms, wherein the fault form comprises the condition that only one path of servo valve components in the brake control system have residual pressure faults and the condition that the servo valve components in the two paths of brake control systems have residual pressure faults.
In some embodiments, under a ground state, acquiring current aircraft speed, brake pressure and motion state parameters of aircraft wheels, judging a current fault hazard condition according to the acquired parameters, and outputting a corresponding alarm prompt according to the current fault hazard condition;
The fault hazard condition includes:
The braking pressure is not more than 1.5MPa, and the friction of the machine wheel does not occur;
The speed of the airplane is not more than 30 km/h, the braking pressure is not more than 1.5MPa and not more than 3MPa, and the airplane wheels are rubbed but not locked;
the speed of the airplane is not more than 30 km/h, the braking pressure is more than 3.0MPa, and the airplane wheels are locked;
the speed of the airplane is greater than 30 km/h, the braking pressure is not greater than 3.0MPa, and the left wheel or the right wheel is locked;
The speed of the airplane is greater than 30 km/h, the braking pressure is greater than 3.0MPa, and the left wheel or the right wheel is locked.
In some embodiments, the step of detecting whether a residual pressure fault occurs in a servo valve assembly in a two-way brake control system under different flight conditions includes:
Under the ground state, after the pedal is loosened, the detection pressure data of the pressure sensor under the state that the brake command sensor does not output is obtained, and when the detection pressure data is larger than the set brake pressure limit value and lasts for the set time, the residual pressure fault of a servo valve component in the brake control system is judged.
In some embodiments, the step of detecting whether the residual pressure fault occurs in the servo valve assembly in the two-way brake control system under different flight conditions comprises:
In the air state, after the landing gear is put down and the anti-skid brake system completes self-checking, the detection pressure data of the pressure sensor is obtained after the excitation current stops outputting, and when the detection pressure data is larger than the set brake pressure limit value and lasts for the set time, the residual pressure fault of the servo valve component of the road brake control system is judged.
The residual pressure fault treatment method of the anti-skid brake system comprises the steps of obtaining current aircraft speed, brake pressure and motion state parameters of aircraft wheels when residual pressure faults occur in a ground state, judging the current fault hazard state according to the obtained parameter conditions, and controlling the anti-skid brake system according to the current fault hazard state, wherein the method comprises the following steps:
when the speed of the airplane is not more than 30 km/h, the braking pressure is not more than 1.5MPa and not more than 3MPa, and the airplane wheel is rubbed but not locked, the hydraulic lock of the servo valve assembly with residual pressure fault is not closed, and a first alarm prompt is output;
When the speed of the airplane is not more than 30 km/h, the braking pressure is more than 3.0MPa, and the airplane wheel is locked, closing a hydraulic lock of a servo valve assembly with residual pressure fault, controlling a communication switch to communicate with a brake pipeline of a two-way brake control system, and outputting a second alarm prompt;
when the speed of the airplane is greater than 30 km/h, the braking pressure is not greater than 3.0MPa, and the left wheel or the right wheel is locked, the hydraulic lock of the servo valve assembly with residual pressure fault is not closed, and a third alarm prompt is output;
The speed of the aircraft is greater than 30 km/h, the braking pressure is greater than 3.0MPa, and under the condition that the left wheel or the right wheel is locked, the hydraulic lock of the servo valve assembly with residual pressure fault is closed, the communication switch is controlled to be communicated with the brake pipelines of the two-way brake control system, and a fourth warning prompt is output.
In some embodiments, when the residual pressure fault occurs in the air state, the exciting current is output to the servo valve corresponding to the servo valve assembly, after the repeated setting times, if the residual pressure fault still exists, the hydraulic lock of the servo valve assembly with the residual pressure fault is closed, the brake pipelines of the two brake control systems are communicated through the communication switch, and a fifth alarm prompt is output.
Compared with the prior art, the invention has the following advantages:
1. The left servo valve component and the right servo valve component are mechanically backed up by adopting the connecting pipeline and the communication switch in the anti-skid brake system, so that the mechanical dual redundancy design of the servo valve component of the anti-skid brake system is realized, under certain conditions, when only one servo valve component has mechanical failure, the anti-skid brake system can be used in a degrading mode, the switching to emergency brake is not needed, and the safety of the aircraft brake operation is improved.
2. Based on the design of mechanical dual redundancy and electrical dual redundancy of the anti-skid braking system, the automatic control of the anti-skid braking system under different fault states is realized through the judgment of different fault states; the method combines the alarming and the disposal of residual pressure faults, provides a larger operation space for the braking operation of the anti-skid braking system in the fault state, realizes the more flexible disposal of the braking operation of the aircraft in different fault states, and simultaneously combines the alarming prompt in different fault states, thereby improving the safety and the reliability of the braking of the aircraft in the fault state of the anti-skid braking system, reducing the operation difficulty of pilots and avoiding the influence of human misoperation on the flight safety.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following description will briefly describe the drawings in the embodiments, it being understood that the following drawings only illustrate some embodiments of the present invention and should not be considered as limiting the scope, and that other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a functional block diagram of an anti-skid brake system according to an embodiment of the present invention.
FIG. 2 is a schematic diagram of a mechanical dual redundancy implementation of an anti-skid brake system in accordance with an embodiment of the present invention.
FIG. 3 is a flowchart of a ground residual pressure warning processing method in an embodiment of the invention.
Wherein:
The device comprises a 1-brake instruction sensor, a 2-controller, a 3-servo valve assembly, a 31-hydraulic lock, a 32-servo valve, a 33-communication switch, a 4-wheel speed sensor, a 5-brake device, a 6-pressure sensor, a 7-brake pipeline and an 8-wheel.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention.
Example 1
As shown in fig. 1, the anti-skid brake system in this embodiment includes a brake command sensor 1, a controller 2, and two brake control systems for braking left and right wheels of an aircraft, respectively.
As shown in fig. 2, the brake control system includes a servo valve assembly 3, a brake device 5, a wheel speed sensor 4, and a pressure sensor 6, and the brake command sensor 1, the servo valve assembly 3, the wheel speed sensor 4, and the pressure sensor 6 are electrically connected to the controller 2, respectively.
The servo valve assembly 3 comprises a hydraulic lock 31 and a servo valve 32, and the servo valve 32 is connected with the brake device 5 through a brake pipeline 7.
The brake command sensor 1 is generally mounted on a pedal and outputs a signal proportional to the pedal displacement.
The controller 2 is a control part of the anti-skid brake system and is used for controlling the output pressure of the servo valve assembly 3 by collecting signals of the brake command sensor 1; the wheel speed sensor is used for detecting the rotating speed of the wheel 8, and the controller outputs corresponding anti-slip signals according to the rotating speed of the wheel to control the output pressure of the servo valve assembly, so that the wheel 8 is ensured not to drag a tire; the pressure sensor 6 is used for detecting the output pressure of the servo valve assembly, the controller collects signals of the pressure sensor 6, and the abnormal pressure output fault of the servo valve assembly 3 is judged by combining signals of the brake command sensor 1 and the like, so that the mechanical dual redundancy switching control of the anti-skid brake system is performed.
The servo valve assembly 3 outputs a braking pressure proportional to an excitation current according to the excitation current of the controller 2.
As shown in fig. 2, the servo valve assembly 3 is composed of a hydraulic lock 31 and a servo valve, the hydraulic lock 31 is electrically connected to the controller 2, and the controller 2 controls the opening and closing of the hydraulic lock 31. When the controller 2 controls the hydraulic lock 31 to be opened and closed, liquid in the hydraulic source enters the servo valve, pressure is output to the brake device 5 through the brake pipeline 7, and the piston in the brake device 5 moves and applies braking acting force to the brake disc of the machine wheel, so that the braking of the machine wheel 8 is realized.
The core idea of the anti-skid brake system for realizing mechanical dual redundancy is that two groups of servo valve assemblies 3 in the two-way brake control system are set to be mutually mechanical backups.
As shown in fig. 2, a connecting pipeline is arranged between the brake pipelines 7 of the two-way brake control system, and a communication switch for controlling the on-off of the connecting pipeline is arranged on the connecting pipeline.
For convenience of description, in connection with the structure of the anti-skid brake system in fig. 2, the brake control system for controlling the left wheel in the drawing is referred to as a left-way brake control system, the brake control system for controlling the right wheel in the drawing is referred to as a right-way brake control system, and correspondingly, other components are respectively identified by the names of left-way and right-way in different brake control systems.
If the left servo valve assembly 3 has mechanical failure, the left hydraulic lock 31 can be closed, the communication switch 33 is opened, the two paths of brake devices 5 can be simultaneously controlled through the right servo valve assembly 3, the anti-skid brake system is used in a degraded mode, a corresponding alarm prompt is output, a pilot is reminded to correct the deviation through front wheel turning, the whole anti-skid brake system is not required to be directly isolated during braking operation, the safety redundancy of the anti-skid brake system is improved, and the safety of aircraft braking operation in a failure state is ensured; when the right road has mechanical failure, the control modes are the same, and the description is omitted here.
As shown in fig. 2, the connecting pipeline and the two brake pipelines 7 can be communicated by adopting a three-way pipe, and the communication mode is not limited in the invention.
In another embodiment of the present invention, the controller 2 is electrically connected to the communication switch.
The controller 2 controls the communication switch 33 by outputting an electric signal. The controller 2 can comprehensively judge whether the anti-skid braking system has mechanical faults according to the acquired numerical values of the pressure sensor 6, the numerical values of the wheel speed sensor and the like, realize automatic control of a communication switch according to the fault state, realize automatic control of connection and disconnection of a connecting pipeline, and realize automatic switching and control of mechanical dual redundancy of the anti-skid braking system.
In another embodiment of the present invention, the servo valve assembly 3 adopts electrical dual redundancy control, specifically, both the two servo valve assemblies 3 are configured to perform electrical dual redundancy control, and in any one servo valve assembly, when one electrical redundancy fails, the servo valve assembly is isolated and switched to the other electrical redundancy for control, so that the servo valve assembly can still work normally when one electrical redundancy fails.
Example two
A control method of an anti-skid brake system, comprising the steps of:
Detecting the current fault state of a servo valve assembly in the two-way brake control system;
The fault conditions include mechanical faults including residual pressure faults or insufficient pressure output and electrical faults including electrical dual redundancy conditions of the servo valve assembly;
when a specific fault is detected, closing the servo valve assembly with residual pressure fault and controlling the communication switch to communicate with the brake pipelines of the two-way brake control system;
These specific faults include:
The servo valve component in any path of brake control system has mechanical failure, and one redundancy in the electric dual redundancy control of the servo valve component in the other path of brake control system without mechanical failure does not have failure;
Two redundancy in the electrical dual redundancy control of the servo valve assembly in any one of the brake control systems fail, and the servo valve assembly in the other brake control system does not fail mechanically and at least one of the two redundancy in the electrical dual redundancy control does not fail.
For example, the mechanical failure may be classified into a left-path mechanical failure and a right-path mechanical failure according to a location where the mechanical failure occurs. The left servo valve assembly and the right servo valve assembly are controlled by adopting electric double redundancy, wherein the electric double redundancy control faults are divided into electric single faults and electric double faults, specifically, if only one electric redundancy of the left servo valve assembly breaks down, the left servo valve assembly is in a left electric single fault, and if both electric redundancy of the left servo valve assembly break down, the left servo valve assembly is in a left electric double fault, and the right servo valve assembly is in the same way.
When only the left mechanical fault occurs and the right electrical double fault does not occur, the hydraulic lock of the servo valve assembly in the left brake control system is closed, the communication switch is controlled to be communicated with the brake pipelines of the two brake control systems, namely, the other mechanical redundancy is started, and the servo valve assembly in the right brake control system outputs pressure to the two brake devices at the same time, so that the anti-skid brake system is degraded. The same applies when only a right mechanical failure occurs and no left electrical double failure occurs.
When the left road mechanical fault and the right road mechanical fault occur simultaneously, the left road electric double fault and the right road electric double fault occur simultaneously or the mechanical fault and the electric double fault occur respectively in two different roads, the anti-skid braking system loses control force, namely the anti-skid braking system fails, and at the moment, a pilot is generally required to be informed to switch emergency braking to brake an airplane.
Specifically, as shown in table 1, the control method and strategy of the anti-skid brake system under different fault conditions are given.
TABLE 1
Generally, when an electric and mechanical failure occurs in an anti-skid brake system at the same time, the mechanical failure is preferentially judged, for example, when a left-way mechanical failure and a right-way electric single failure occur, the two-way brake control system is simultaneously controlled through the right-way brake control system, and the electric redundancy of the right-way failure is isolated.
Example III
A residual pressure fault warning method of an anti-skid brake system based on the first embodiment comprises the following steps:
Judging the flight state of the current aircraft, including a ground state and an air state;
Detecting whether residual pressure faults occur to servo valve components in two paths of brake control systems in different flight states, and alarming when residual pressure faults occur to the servo valve components in at least one path of brake control systems;
Judging the fault form, and outputting corresponding alarm prompts according to different fault forms, wherein the fault form comprises the condition that only one path of servo valve components in the brake control system have residual pressure faults and the condition that the servo valve components in the two paths of brake control systems have residual pressure faults.
Mechanical failure of the anti-skid brake system can result in a residual pressure failure. The residual pressure fault is that when the controller does not send exciting current to control the output pressure of the servo valve assembly, the output pressure of the servo valve assembly is larger than a set pressure limit value and lasts for a set time, namely, the output pressure of the servo valve assembly is not controlled by the controller, and the anti-skid braking system is controlled to fail, so that risks such as tire burst, yaw, runway rushing out and the like of an airplane are caused in the braking process.
When the residual pressure faults occur and cannot be removed, the pilot is required to switch the emergency brake to brake, but if the pilot does not switch or does not switch for a long time, risks such as tire burst and runway rushing out still occur, so that the residual pressure warning is required to prompt the pilot, and the pilot can conveniently and reasonably treat the faults in time.
The common opportunities for the residual pressure warning are the take-off phase and landing phase of the aircraft.
A takeoff stage: before taking off, the pilot firstly stops the aircraft on the starting line through the stopping brake, after the pilot is ready, the pedal is stepped on, the stopping brake is changed into the anti-skid brake, the pedal is loosened by the pilot, and the aircraft slides out. When the take-off is required to be stopped in the take-off process, the pilot steps on the pedal, signals are output to the controller through the brake command sensor, and the controller controls the servo valve assembly to output pressure, brakes the wheels and brakes the aircraft. In the take-off stage, if the pilot releases the pedal, the controller outputs exciting current to disappear, but the output pressure of the servo valve assembly does not disappear, and the output pressure is larger than the set pressure limit value and lasts for a set time, the situation that the aircraft has residual pressure faults is indicated, and residual pressure fault warning is needed.
Landing stage: before landing, the pilot releases the landing gear in the air and carries out self-checking on the anti-skid braking system, and the purpose of the self-checking is to determine whether the anti-skid braking system works normally. In the self-checking process, the controller outputs exciting current to control the output pressure of the servo valve assembly. If the self-checking is finished, the exciting current output by the controller disappears, but the output pressure of the servo valve component does not disappear, the fact that the aircraft has residual pressure faults is indicated, and residual pressure fault alarming is needed.
Because the disposal modes adopted when the residual pressure faults occur in the two stages are different, the flight state of the current airplane needs to be judged first, and whether the current airplane is in a ground state or an air state is determined.
After the flight state is judged, whether residual pressure faults occur to the servo valve assemblies in the two paths of brake control systems or not is detected, and when the residual pressure faults occur to the servo valve assemblies in at least one path of brake control systems are detected, an alarm is given. According to the difference of the servo valve components with residual pressure faults, the hydraulic control system can be divided into different fault modes, specifically, the hydraulic control system can be divided into the case that only one path of servo valve components in the brake control system have residual pressure faults and the case that the servo valve components in two paths of brake control systems have residual pressure faults.
The pilot needs to take different countermeasures according to different fault forms, so that the fault forms need to be judged, and corresponding alarm prompts are output according to the different fault forms.
The alarm prompt can adopt a proper mode, the embodiment adopts an alarm lamp and a voice alarm, and the invention does not limit the specific mode of the alarm prompt.
The step of detecting whether the residual pressure fault occurs to the servo valve assembly in the two-way brake system in different flight states is different in the moment of detecting the residual pressure fault because of different aircraft states.
In another embodiment of the invention, when the aircraft is in a ground state, after the pedal is released, the detection pressure data of the pressure sensor in a state that the brake command sensor does not output is acquired, and when the detection pressure data is larger than the set brake pressure limit value and lasts for a set time, the residual pressure fault of the servo valve component in the brake control system is judged.
Under the ground state, if the servo valve assembly works normally, after the pedal is loosened, namely the pedal is not displaced, the command sensor does not output, at the moment, the controller should control the servo valve assembly not to output pressure, and if the detection data of the pressure sensor acquired at the moment is larger than the set pressure limit value and the pressure is not disappeared in the set time, the residual pressure fault of the servo valve assembly in the road brake control system can be judged.
In practical applications, the pressure limit may be set to a minimum brake pressure, i.e., a minimum pressure at which movement of the brake piston causes limited wheel movement. The invention is not limited in this regard. The duration of the braking pressure may be set to, for example, 0.5s, which is not limited by the present invention.
Because the anti-skid braking system is the final guarantee of the runway braking of the aircraft, in order to reduce the risk of rushing out of the runway, the residual pressure warning of the aircraft in the ground state is required to be treated in a grading way, so that the pilot is guaranteed to use the anti-skid braking system to the maximum extent, and the risk of rushing out of the runway is reduced. Specifically, the current fault dangerous condition should be judged first, and different alarm prompts are output according to different fault dangerous conditions, so that the pilot can make different treatments according to different alarm prompts.
In another embodiment of the invention, when the aircraft is in a ground state, current aircraft speed, brake pressure and motion state parameters of aircraft wheels are obtained, the current fault hazard condition is judged according to the obtained parameters, and corresponding alarm prompt is output according to the current fault hazard condition;
the fault hazard conditions herein include:
The braking pressure is not more than 1.5MPa, and the friction of the machine wheel does not occur;
The speed of the airplane is not more than 30 km/h, the braking pressure is not more than 1.5MPa and not more than 3MPa, and the airplane wheels are rubbed but not locked;
the speed of the airplane is not more than 30 km/h, the braking pressure is more than 3.0MPa, and the airplane wheels are locked;
the speed of the airplane is greater than 30 km/h, the braking pressure is not greater than 3.0MPa, and the left wheel or the right wheel is locked;
The speed of the airplane is greater than 30 km/h, the braking pressure is greater than 3.0MPa, and the left wheel or the right wheel is locked.
Generally, the greater the aircraft speed, the greater the brake pressure and the more dangerous. Corresponding warning prompts are output according to different dangerous situations, so that a pilot can better grasp specific situations of the aircraft, and the danger can be accurately dealt with in time.
In the air state, the time for detecting the residual pressure fault is after the air self-checking is finished.
In another embodiment of the present invention, the step of detecting whether the residual pressure failure occurs in the servo valve assembly in the two-way brake control system under different flight conditions includes:
In the air state, after the landing gear is put down and the anti-skid brake system completes self-checking, the detection pressure data of the pressure sensor is obtained after the excitation current stops outputting, and when the detection pressure data is larger than the set brake pressure limit value and lasts for the set time, the residual pressure fault of the servo valve component of the road brake control system is judged.
In the self-checking process, the controller sends excitation current to control the output pressure of the servo valve assembly, and judges whether the output pressure of the servo valve assembly is controllable. After the self-checking is finished, exciting current disappears, if the anti-skid braking system has no fault at this time, the output pressure of the servo valve component also disappears, and if the pressure does not disappear and is still larger than the set braking pressure limit for a set time, the residual pressure fault of the servo valve component of the road brake control system can be judged.
Different treatment methods are needed for the residual pressure faults under different flight states, and an example of the treatment method for the residual pressure faults of the aircraft under the ground state and the air state is provided in the fourth embodiment and the fifth embodiment respectively.
Example IV
A method for handling a residual pressure failure in an anti-skid brake system according to the first embodiment, comprising:
When residual pressure faults occur in the ground state, current aircraft speed, braking pressure and motion state parameters of aircraft wheels are obtained, the current fault hazard state is judged according to the obtained parameter conditions, and an anti-skid braking system is controlled according to the current fault hazard state, and the method comprises the following steps:
when the speed of the airplane is not more than 30 km/h, the braking pressure is not more than 1.5MPa and not more than 3MPa, and the airplane wheel is rubbed but not locked, the hydraulic lock of the servo valve assembly with residual pressure fault is not closed, and a first alarm prompt is output;
When the speed of the airplane is not more than 30 km/h, the braking pressure is more than 3.0MPa, and the airplane wheel is locked, closing a hydraulic lock of a servo valve assembly with residual pressure fault, controlling a communication switch to communicate with a brake pipeline of a two-way brake control system, and outputting a second alarm prompt;
when the speed of the airplane is greater than 30 km/h, the braking pressure is not greater than 3.0MPa, and the left wheel or the right wheel is locked, the hydraulic lock of the servo valve assembly with residual pressure fault is not closed, and a third alarm prompt is output;
The speed of the aircraft is greater than 30 km/h, the braking pressure is greater than 3.0MPa, and under the condition that the left wheel or the right wheel is locked, the hydraulic lock of the servo valve assembly with residual pressure fault is closed, the communication switch is controlled to be communicated with the brake pipelines of the two-way brake control system, and a fourth warning prompt is output.
In combination with the third embodiment, after the pedal is released in a ground state, the detected pressure data of the pressure sensor in a state where the brake command sensor does not output is obtained, and when the detected pressure data is greater than the set brake pressure limit value and lasts for a set time, the residual pressure fault of the servo valve assembly in the brake control system is judged. After the residual pressure fault is judged, the current aircraft speed, braking pressure and motion state parameters of aircraft wheels are obtained, the current fault hazard state is judged according to the obtained parameter conditions, and the anti-skid braking system is controlled according to the current fault hazard state.
Specifically, as shown in table 2, the residual pressure failure handling manner in different states is given.
TABLE 2
The method for disposing the residual pressure faults of the airplane is characterized in that the method comprises the steps of grading disposal, judging fault hazard states of different grades according to the speed, the braking pressure and the motion state parameters of wheels of the airplane, temporarily taking no measures when the hazard states are lighter (the braking pressure is not more than 3 Mpa), closing a hydraulic lock of a servo valve assembly with residual pressure faults when the fault hazard is larger (the braking pressure is more than 3.0 Mpa), controlling a communication switch to communicate with a brake pipeline of a two-way brake control system, namely switching to the other mechanical redundancy, and degrading the use of an anti-skid brake system.
The first alarm prompt, the second alarm prompt, the third alarm prompt and the fourth alarm prompt can respectively adopt proper modes, and different alarm prompts are realized by adopting different combination modes of the alarm lamp and the voice alarm in the embodiment, so the invention is not limited.
In practical application, as shown in fig. 3, in addition to checking the residual pressure fault, when the brake command sensor outputs, it may be detected whether the output pressure of the servo valve assembly is insufficient, specifically, it may be set that when the detected pressure data is less than 40% of the theoretical brake pressure and lasts for 0.5s, it is determined that the pressure insufficiency fault occurs, and a pressure insufficiency alarm is performed.
If the brake has no residual pressure fault or insufficient pressure fault, normal anti-skid braking can be performed.
Example five
A method for handling a residual pressure failure in a brake system according to the method of the first embodiment includes:
When the residual pressure fault occurs in the air state, exciting current is output to the servo valve corresponding to the servo valve assembly, after repeated setting times, if the residual pressure fault still exists, the hydraulic lock of the servo valve assembly with the residual pressure fault is closed, a brake pipeline of the two-way brake control system is communicated through a communication switch, and a fifth alarm prompt is output.
The operation is to repeatedly perform power-on self-test on the anti-skid brake system, and the self-test current drives the valve core to move for a plurality of times through hydraulic fluid impact, so that surplus flows are forced to run away to eliminate clamping stagnation.
If the residual pressure fault does not disappear after the repeated setting times, closing the hydraulic lock of the servo valve assembly with the residual pressure fault according to the mechanical dual-redundancy control logic, and communicating the brake pipelines of the two-way brake control system through the communication switch, namely switching to the other mechanical redundancy.
In practical application, the number of repetitions is generally set to 3, and the present invention is not limited thereto.
The fifth warning cue is to tell the pilot the state of the anti-skid brake system of the aircraft at this time, so that the pilot can better grasp the state of the aircraft.
The foregoing description of the embodiments of the present invention should not be construed as limiting the invention in any way, but rather as merely providing illustrations of some of the above embodiments, variations of the invention that are apparent from the above description, and modifications and variations of the invention that fall within the true scope of the invention.
Claims (10)
1. The anti-skid braking system is characterized by comprising a braking instruction sensor, a controller and two paths of braking control systems which are respectively used for braking and braking a left wheel and a right wheel of an airplane;
The brake control system comprises a servo valve assembly, a brake device, a wheel speed sensor and a pressure sensor, wherein the brake command sensor, the servo valve assembly, the wheel speed sensor and the pressure sensor are respectively and electrically connected with the controller, the servo valve assembly comprises a hydraulic lock and a servo valve, the servo valve is connected with the brake device through a brake pipeline, a connecting pipeline is arranged between the brake pipelines of the two brake control systems, and a communication switch for controlling the on-off of the connecting pipeline is arranged on the connecting pipeline.
2. The anti-skid brake system of claim 1, wherein said controller is electrically connected to said connectivity switch.
3. The non-skid brake system of claim 1 or 2, wherein the servo valve assembly employs electrical dual redundancy control.
4. A method of controlling an anti-skid brake system according to any one of claims 1 to 3, comprising the steps of:
Detecting the current fault state of a servo valve assembly in a two-way brake control system, wherein the fault state comprises a mechanical fault and an electrical fault, the mechanical fault comprises a residual pressure fault or insufficient pressure output, and the electrical fault comprises an electrical dual redundancy control fault of the servo valve assembly;
When detecting following trouble, close the hydraulic lock of the servo valve subassembly that appears the residual pressure trouble and control the brake piping of two way brake control system of communication switch intercommunication, include:
Mechanical failure occurs in a servo valve component in any one path of brake control system, and at least one redundancy in electric dual redundancy control of the servo valve component in the other path of brake control system without mechanical failure does not occur;
Two redundancy in the electrical dual redundancy control of the servo valve assembly in any one of the brake control systems fail, and the servo valve assembly in the other brake control system does not mechanically fail and at least one of the two redundancy in the electrical dual redundancy control of the one brake control system does not fail.
5. A method for alarming a residual pressure failure based on an anti-skid brake system according to any one of claims 1 to 3, comprising:
Judging the flight state of the current aircraft, including a ground state and an air state;
Detecting whether residual pressure faults occur to servo valve components in two paths of brake control systems in different flight states, and alarming when residual pressure faults occur to the servo valve components in at least one path of brake control systems;
Judging the fault form, and outputting corresponding alarm prompts according to different fault forms, wherein the fault form comprises the condition that only one path of servo valve components in the brake control system have residual pressure faults and the condition that the servo valve components in the two paths of brake control systems have residual pressure faults.
6. The residual pressure fault warning method according to claim 5, characterized in that under the ground state, current aircraft speed, brake pressure and motion state parameters of aircraft wheels are obtained, current fault hazard conditions are judged according to the obtained parameters, and corresponding warning prompts are output according to the current fault hazard conditions;
The fault hazard condition includes:
The braking pressure is not more than 1.5MPa, and the friction of the machine wheel does not occur;
The speed of the airplane is not more than 30 km/h, the braking pressure is not more than 1.5MPa and not more than 3MPa, and the airplane wheels are rubbed but not locked;
the speed of the airplane is not more than 30 km/h, the braking pressure is more than 3.0MPa, and the airplane wheels are locked;
the speed of the airplane is greater than 30 km/h, the braking pressure is not greater than 3.0MPa, and the left wheel or the right wheel is locked;
The speed of the airplane is greater than 30 km/h, the braking pressure is greater than 3.0MPa, and the left wheel or the right wheel is locked.
7. The method of claim 5, wherein the step of detecting whether a residual pressure fault occurs in a servo valve assembly in the two-way brake control system under different flight conditions comprises:
Under the ground state, after the pedal is loosened, the detection pressure data of the pressure sensor under the state that the brake command sensor does not output is obtained, and when the detection pressure data is larger than the set brake pressure limit value and lasts for the set time, the residual pressure fault of a servo valve component in the brake control system is judged.
8. The method of claim 5, wherein the step of detecting whether the residual pressure fault occurs in the servo valve assembly in the two-way brake control system in different flight conditions comprises:
In the air state, after the landing gear is put down and the anti-skid brake system completes self-checking, the detection pressure data of the pressure sensor is obtained after the excitation current stops outputting, and when the detection pressure data is larger than the set brake pressure limit value and lasts for the set time, the residual pressure fault of the servo valve component of the road brake control system is judged.
9. A method for handling a residual pressure failure based on an anti-skid brake system according to any one of claims 1 to 3, wherein when a residual pressure failure occurs in a ground state, current aircraft speed, brake pressure and motion state parameters of aircraft wheels are acquired, a current failure hazard state is determined according to the acquired parameter conditions, and the anti-skid brake system is controlled according to the current failure hazard condition, comprising:
when the speed of the airplane is not more than 30 km/h, the braking pressure is not more than 1.5MPa and not more than 3MPa, and the airplane wheel is rubbed but not locked, the hydraulic lock of the servo valve assembly with residual pressure fault is not closed, and a first alarm prompt is output;
When the speed of the airplane is not more than 30 km/h, the braking pressure is more than 3.0MPa, and the airplane wheel is locked, closing a hydraulic lock of a servo valve assembly with residual pressure fault, controlling a communication switch to communicate with a brake pipeline of a two-way brake control system, and outputting a second alarm prompt;
when the speed of the airplane is greater than 30 km/h, the braking pressure is not greater than 3.0MPa, and the left wheel or the right wheel is locked, the hydraulic lock of the servo valve assembly with residual pressure fault is not closed, and a third alarm prompt is output;
The speed of the aircraft is greater than 30 km/h, the braking pressure is greater than 3.0MPa, and under the condition that the left wheel or the right wheel is locked, the hydraulic lock of the servo valve assembly with residual pressure fault is closed, the communication switch is controlled to be communicated with the brake pipelines of the two-way brake control system, and a fourth warning prompt is output.
10. A method for handling a residual pressure failure in an anti-skid brake system according to any one of claims 1 to 3, wherein when a residual pressure failure occurs in an air state, an excitation current is output to a servo valve of a corresponding servo valve assembly, and after repeated setting times, if the residual pressure failure still exists, a hydraulic lock of the servo valve assembly having the residual pressure failure is closed, and a brake pipeline of the two brake control systems is connected through a communication switch, and a fifth warning prompt is output.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410495891.6A CN118062228A (en) | 2024-04-24 | 2024-04-24 | Anti-skid brake system, control method, residual pressure fault warning method and disposal method |
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| CN202410495891.6A CN118062228A (en) | 2024-04-24 | 2024-04-24 | Anti-skid brake system, control method, residual pressure fault warning method and disposal method |
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| US5397173A (en) * | 1993-03-08 | 1995-03-14 | Messier-Bugatti | Electro-hydraulic braking system for the wheels of an aircraft |
| CN203111499U (en) * | 2013-01-29 | 2013-08-07 | 中国航空工业集团公司西安飞机设计研究所 | Aeroplane failure-safety braking control system |
| CN113428123A (en) * | 2021-07-15 | 2021-09-24 | 西安航空制动科技有限公司 | Tire burst prevention airplane brake system and control method thereof |
| US20230074835A1 (en) * | 2021-09-09 | 2023-03-09 | Goodrich Corporation | Systems and methods to detect shut off valve failure for improved uncommanded braking |
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2024
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5397173A (en) * | 1993-03-08 | 1995-03-14 | Messier-Bugatti | Electro-hydraulic braking system for the wheels of an aircraft |
| CN203111499U (en) * | 2013-01-29 | 2013-08-07 | 中国航空工业集团公司西安飞机设计研究所 | Aeroplane failure-safety braking control system |
| CN113428123A (en) * | 2021-07-15 | 2021-09-24 | 西安航空制动科技有限公司 | Tire burst prevention airplane brake system and control method thereof |
| US20230074835A1 (en) * | 2021-09-09 | 2023-03-09 | Goodrich Corporation | Systems and methods to detect shut off valve failure for improved uncommanded braking |
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