CN216979950U

CN216979950U - Fault simulation system of airplane air entraining system

Info

Publication number: CN216979950U
Application number: CN202220037012.1U
Authority: CN
Inventors: 朱贵森; 兰朝辉
Original assignee: Wuhu Shuangyi Aero Tech Co ltd
Current assignee: Wuhu Shuangyi Aero Tech Co ltd
Priority date: 2022-01-07
Filing date: 2022-01-07
Publication date: 2022-07-15
Anticipated expiration: 2032-01-07

Abstract

The utility model relates to the field of airplane air entraining systems, in particular to a fault simulation system of an airplane air entraining system, which comprises a test area, a software system and an airplane part; the test area comprises an air source system and control area, a component installation and control area and a recovery system area in an aircraft environmental control test room; the software system comprises a data acquisition system, a simulation system and a control and diagnosis system which realize systematic linkage through a computer, and realizes simulation of the whole system and even a single component; the aircraft component comprises a normal component and a fault component to be diagnosed, the support of flight big data further assists the application of the system and the development and application of the flight big data, so that the simulation system can play a remarkable role in the aspects of reproduction of difficult faults, judgment of important events and investigation of unsafe events, and in addition, corresponding parameters can be customized according to needs to carry out customized simulation, judgment and identification.

Description

Fault simulation system of airplane air entraining system

Technical Field

The utility model relates to the field of airplane air entraining systems, in particular to a fault simulation system of an airplane air entraining system.

Background

Because faults in the air passenger A320 airplane bleed air system occur frequently, a part of dismantled fault parts often become a problem which is difficult to solve between an airline company and a maintenance manufacturer because specific fault reasons cannot be found; influences of different degrees are brought to airlines and maintenance manufacturers, and potential safety hazards can exist. At present, domestic MRO lacks deep theoretical research in the field or lacks systematic matching resources required in the research, so that the research effect in the field is slow. The OEM manufacturers abroad have corresponding technical strength, but implement technical blockade and limitation on the domestic MRO uninterruptedly, so that the technical support on the domestic MRO is limited, and the development of the domestic civil aviation industry is influenced.

The utility model uses the reverse thinking, and from the practical application point of view, adopts the real airplane components to establish the simulation system on the ground, and can truly simulate or restore the operation condition of the air-entraining system or the air-entraining components in the system based on the support of QAR decoding data, thereby solving the problems.

The prior fault simulation document and the simulation device are explained as follows:

in 10 th of 1.2013, 10 th of 'computer application and software', volume 30, 10 th of release of 'modeling and fault simulation of an aircraft bleed air system' of China university of civil aviation automation school, the article mainly obtains a fault symptom when a component is in fault and a dynamic change curve and a change process of parameters of each component of the bleed air system by performing mathematical modeling and software simulation on existing parameters in a manual.

The fault simulation model described herein is only a theoretical study for a single component, is not a systematic simulation and diagnosis system, does not have a corresponding platform to achieve systematic linkage, and cannot diagnose systematic faults caused by the mutual influence between system components.

2. For example, the fault simulation device of the bleed air system of the aircraft engine with the Chinese patent authorization number of 201610286743.9 is mainly suitable for teachers to teach and debug.

The device realizes the air entraining principle through the low-cost pneumatic element purchased in the market, and has the advantages of low cost, clear principle, strong operability and the like. The method is mainly suitable for teacher teaching and troubleshooting training, and is not suitable for real troubleshooting and fault diagnosis of the airplane system. In addition, the device described in this invention is a bleed air system for an aircraft of the analog boeing 737 type, which differs from the bleed air system configuration and components of the air passenger a320 type aircraft of the present invention.

Disclosure of Invention

The purpose of the utility model is as follows: in order to solve the above-mentioned problems, the utility model proposes a fault simulation system for an aircraft bleed air system, with particular objects to be seen in a number of essential technical effects of the detailed description.

In order to achieve the purpose, the utility model adopts the following technical scheme:

a fault simulation system of an aircraft bleed air system comprises a test area, a software system, an aircraft component and a connecting pipeline for connecting the test area and the aircraft component;

the test area comprises an air source system and control area, a component installation and control area and a recovery system area in an aircraft environmental control test room;

the software system comprises a data acquisition system, a simulation system and a control and diagnosis system which realize systematic linkage through a computer, and realizes simulation of the whole system and even a single component;

the aircraft component contains normal components and faulty components to be diagnosed.

The air source system and the control area comprise an air source system and an area where components for controlling the pressure, the temperature and the flow of the air source system are located, wherein the air source system is a three-way air supply system, and the three-way air supply system can respectively simulate hot air from an engine medium-pressure level, hot air from an engine high-pressure level and cooling air from an engine fan end.

The three-way gas supply system also comprises a pressure gauge, a shut-off valve, a pressure regulating valve, a filter, a pressure sensor, a flowmeter, a temperature sensor and other monitoring and control components, and the pressure, the temperature and the flow of the three-way gas supply system are continuously adjustable.

The system for simulating the hot air from the medium-pressure stage of the engine and the hot air from the high-pressure stage of the engine also comprises electric heaters respectively.

The three paths of air supplies are connected to a heat energy recovery system and an air supply circulating system in a recovery system area, and the three paths of air supplies also comprise a safety pressure relief valve and a bypass stop valve.

The connecting pipeline comprises a first connecting pipeline for connecting the air source system and the aircraft component, a second connecting pipeline for connecting the aircraft component and the aircraft component, a bypass pipeline connected behind the electric heater and connected with the safety pressure relief valve, and an exhaust recovery pipeline connected between the safety pressure relief valve and the recovery system area.

The component mounting and controlling area comprises a component mounting rack, a control pipeline, a regulating part, a controlling part and a cooling part which are connected through the control pipeline, and the aircraft component is mounted on the component mounting rack.

The adjusting part comprises: HPV, PRV; the control section includes: IPV, OPV, BMC, TCT, TLT, PT, PR, TS; the cooling section includes: PCE and FAV.

The control pipeline comprises a first pressure sensing pipe connected with the PT and the TLT, a second pressure sensing pipe connected with the PRV and the TLT, a third pressure sensing pipe connected with the PRV and the HPV, a fourth pressure sensing pipe connected with the FAV and the TCT and a fifth pressure sensing pipe connected with the HPV and the S.

Has the advantages that:

1. in a short term, the problem that a real fault reason is not easy to find out after a part of fault parts in the A320 aircraft bleed air system are returned to a factory for testing can be solved, and the flight safety is better guaranteed;

2. in the long run, the problem that a deep research organization is lack in the system field at home at present can be solved, the organization can provide a better judgment scheme or solution for the reproduction of difficult and complicated faults, the judgment of important events and the investigation of unsafe events in the system, and even can be a third party identification organization in the A320 aircraft bleed air system field, so that the problem that part of difficult and complicated components in the system can only be sent to foreign OEMs for detection and identification is solved;

3. in the aspect of application prospect, the support of flight big data can further assist the application of the system and the development and application of the flight big data, so that the simulation system can play a remarkable role in the aspects of reproduction of difficult and complicated faults, judgment of important events and investigation of unsafe events, and in addition, corresponding parameters can be customized according to needs to carry out customized simulation, judgment and identification.

Drawings

The utility model is further illustrated with reference to the following figures and examples.

FIG. 1 is a schematic view of the present invention.

Wherein, the related abbreviations are as follows: FAN, FAN end; HPV, high pressure bleed valve; IPV, one-way valve; PRV, pressure regulating valve; OPV, overpressure valve; FAV, fan valve; PCE and a precooler; TCT, temperature controller; TLT, temperature limiter; TS, temperature sensor; PT, pressure sensor; PR, a voltage regulation sensor; s, an electromagnetic valve; BMC and bleed air monitoring computer; FCV, flow control valve; XBV, pivot valve; p, a pressure gauge; SV, shut-off valve; RV, pressure regulating valve; F. a filter; H. an electric heater; SP, pressure sensor; q, a flow meter; ST, a temperature sensor; a BSV, a bypass stop valve; RFV, safety pressure relief valve.

Detailed Description

The present invention will be further described in order to make the technical means, the creation characteristics, the achievement purposes and the effects of the present invention easy to understand.

The first embodiment is as follows:

with reference to fig. 1, the simulation system is an independent bleed air system built in a ground laboratory, and by adopting real aircraft components including normal components and fault components to be diagnosed, and corresponding software systems including a data acquisition system, a simulation system, and an operation and diagnosis system to simulate or restore the operation conditions of the bleed air system on the aircraft or the bleed air components in the system, fault simulation, fault recurrence, fault test, and fault diagnosis are achieved.

Example two:

on the basis of the first embodiment, as a further modifiable scheme, or a parallel scheme or an alternative independent scheme, the method is combined with the figure 1.

Wherein: the actual required pressure for the medium pressure stage, i.e. the IP stage, is 1.5MPa, and the actual required pressure for the high pressure stage, i.e. the HP stage, is 2.0 MPa.

Because the hot air of these two air feed can switch each other, and need to cover the above-mentioned actual required scope, therefore the pressure range that these two air feed system designs is: the temperature is continuously adjustable at 0-3.0 MPa, and the temperature range is as follows: the temperature of room temperature to 600 ℃ is continuously adjustable, and the flow range is as follows: 50-14000 kg/h is continuously adjustable; the actual required pressure of the FAN end, namely FAN cooling air, is 0.6MPa, the designed pressure range of the system is 0-0.8 MPa and is continuously adjustable, the temperature is 5-25 ℃, and the flow range is as follows: 50-8000 kg/h can be continuously adjusted.

Example three:

on the basis of the first embodiment, as a further improved scheme, a parallel scheme or an alternative independent scheme, the method is combined with the attached figure 1.

The three gas supply systems respectively comprise a pressure gauge P, a shut-off valve SV, a pressure regulating valve RV, a filter F, a pressure sensor SP, a flowmeter Q and a temperature sensor ST type monitoring and control component, and the pressure, the temperature and the flow of the three gas supply systems are continuously adjustable.

The simulation also includes electric heaters H on the hot air from the medium-pressure stage of the engine, namely IP stage, and the hot air from the high-pressure stage of the engine, namely HP stage.

After the IP-grade air supply pipeline is led out from an air source system, the pipeline system is sequentially connected with P1, SV1, RV1, F1, H1, SP1, Q1, ST1, IPV, PT, PRV, PR, OPV, PCE, TCT, TLT and TS. FCV and XBV can be added when necessary; the pipeline is a main air supply pipeline, a bypass pipeline c is added behind an electric heater H1, the bypass pipeline c comprises RFV1 and BSV1, and finally the bypass pipeline c is connected to a recovery system area. In addition, the PT is connected with a high-pressure control interface of the TLT through a first pressure sensing pipe 1, and the PRV control interface is connected with a low-pressure control interface of the TLT through a second pressure sensing pipe 2.

After the HP-level air supply pipeline is led out from the air source system, the pipeline system is sequentially connected with P2, SV2, RV2, F2, H2, SP2, Q2, ST2 and HPV, and the pipeline passes through the HPV and then is converged into an IP-level main air supply pipeline. A bypass pipeline c is added behind the electric heater H2, the bypass pipeline c comprises RFV2 and BSV2, and finally the bypass pipeline c is connected to a recovery system; in addition, the control interface of the HPV is connected with the control interface of the PRV through a third pressure sensing pipe 3, and the pressure sensing pipe 3 is connected with the electromagnetic valve S through a fifth pressure sensing pipe 5.

After the FAN-grade air supply pipeline is led out from an air source system, P3, SV3, RV3, F3, SP3, Q3, ST3 and FAV are connected in sequence in the pipeline system, and cold air in the pipeline and hot air in a main air supply pipeline exchange heat at a PCE. In addition, the exhaust pipeline after heat exchange of the PCE is connected to a recovery system area. The control interface of the FAV is connected with the TCT through a pressure sensing tube four 4.

Example four:

The component mounting and control area of an aircraft comprises three sections: the device comprises a regulating part, a control part and a cooling part. The adjusting part includes: the HPV and the PRV are used for adjusting the system pressure to a set pressure value or automatically closing and cutting off bleed air so as to protect the downstream components of the system; the control section includes: the system comprises an IPV, an OPV, a BMC, a TCT, a TLT, a PT, a PR and a TS, wherein the IPV, the OPV, the BMC, the TCT, the TLT, the PT, the PR and the TS are used for reducing the input quantity of hot air when a certain component or certain components in the system have faults so that the temperature of the system exceeds a set value and can not be recovered after lasting for a corresponding time, and therefore the temperature of bleed air is reduced; the cooling section includes: and the PCE and the FAV are used for further reducing the bleed air temperature of the system when the temperature of the bleed air system is further increased and cannot meet the requirements through the control of the control part.

Fault simulation and troubleshooting work of the bleed air system is mostly carried out around HPV and PRV, BMC takes the pressure and the temperature required by the final air system as control targets, controls the work of the system by taking the HPV and the PRV as the control targets through information feedback of temperature and pressure sensors, and sends fault or warning information aiming at the HPV and the PRV. In the fault simulation and troubleshooting work, in order to increase the accuracy of fault judgment or realize cross-system fault judgment, a flow control valve FCV, a pivot valve XBV, and the like can be added as necessary.

Example five:

The connecting pipeline is specifically a connecting pipeline I a for connecting the air source system and the aircraft component, a connecting pipeline II b for connecting the aircraft component and the aircraft component, and further comprises a bypass pipeline c connected behind the electric heater H and connected with the safety pressure relief valve RFV, and an exhaust gas recovery pipeline d connected between the safety pressure relief valve RFV and the recovery system area. The three-way air supply system is respectively designed into a high way, a middle way and a low way, and is used for providing required air supply pressure for the system. The pipe diameters of the three gas supply systems are respectively designed as follows: a first path pipe diameter DN100, a second path pipe diameter DN100 and a third path pipe diameter DN 150. The bypass lines are respectively designed on the air supply lines of the IP stage and the HP stage and are connected into the recovery system area. The bypass pipeline has the functions of preventing the system from being continuously in a high-temperature and high-pressure state after components in the IP-grade or HP-grade pipeline are closed when the system runs, stabilizing the pressure of the system pipeline and preventing overpressure, and the pipe diameter design of the bypass pipeline is DN 100. The exhaust recovery pipeline is a low-pressure exhaust pipeline which is connected to a recovery system area after cold and heat exchange of a precooler, and the pipe diameter is designed to be DN 150. The recovery system area also comprises a heat energy recovery system and an air supply circulation system, wherein the recovery system area also comprises a safety pressure relief valve RFV and a bypass stop valve BSV.

Example six:

The control pipeline of the system is used for connecting the control pressure interfaces of all the aircraft components and plays a corresponding control role. The control pipeline comprises a first pressure sensing pipe 1 connected with PT and TLT, a second pressure sensing pipe 2 connected with PRV and TLT, a third pressure sensing pipe 3 connected with PRV and HPV, a fourth pressure sensing pipe 4 connected with FAV and TCT and a fifth pressure sensing pipe 5 connected with HPV and S. The pipe diameter of the pressure sensing pipe is designed to be DN 6.

With the supply of the IP and HP stages, the components in the system start to operate, the pressure of the IP and HP stages being the same over a period of time. In the stage of lower pressure, the components in the second air supply system work normally, and the IPV in the first air supply system is closed under the reverse pressure of HPV. With further increases in the supply pressure to the IP and HP stages, the IPV will open at the positive pressure of the IP stage when the supply pressure to the IP stage is greater than the regulated pressure at the HPV outlet port in the HP stage, which will cause the HP stage HPV to close automatically. At this time, if the HPV malfunctions, the HPV can be individually closed by the solenoid valve S connected in the pressure sensing pipe five 5.

As the system temperature increases, the TLT will sense a change in the system temperature. At the moment, TLT will gradually deflate, PRV is controlled to be reduced through the second pressure sensing pipe 2, the input quantity of hot air is reduced, and therefore the temperature of the bleed air is reduced. As the PRV is turned off, not only will the temperature of the system reduce the pressure of the system, but also the pressure. If the PRV is in fault, the pressure of the system exceeds the standard, and when the pressure exceeds the set value of the OPV, the OPV is automatically closed to cut off bleed air, so that downstream components of the system are protected from being damaged due to overhigh pressure. When the pressure is reduced to the allowable value, the OPV is automatically opened again, and the system air supply is restored.

When a certain component or some components in the system have faults, so that the temperature of the system exceeds a set value and cannot be recovered after the corresponding time, the downstream temperature sensor TS senses the over-temperature condition of the system and sends a signal to the BMC, and the BMC controls the TLT to deflate. At this time, the TLT closes all PRV and HPV in the system through the second and third

pressure sensing tubes

2 and 3, and cuts off system bleed air to improve the over-temperature condition of the system. The BMC will monitor the operating state of each component in the bleed air system and will issue corresponding control commands at the same time. If the temperature of the bleed air system is further increased and still cannot meet the requirements through PRV adjustment or TLT control, FAN-level cooling air passes through the FAV and then exchanges heat with hot bleed air in the PCE, and the temperature of the bleed air of the system is further reduced. The opening of the FAV is controlled by the TCT through the pressure sensing tube four 4.

Example seven:

based on the six embodiments, the application case of the system is simulated, and the attached figure 1 is combined.

The specific application of the simulation system is illustrated by a fault recurrence case of 'PRV non-instruction automatic closing' together with a certain flight; the fault when the flight is scheduled is as follows: the PRV takeoff stage is automatically closed in a non-instruction mode; continuous troubleshooting and replacement are carried out after the voyage; the HPV is replaced firstly, but the fault phenomenon still exists, and the PRV and the FCV are replaced, then the fault is eliminated, and three fault parts are removed; the post-flight QAR decoded data for that flight is then retrieved and reviewed. As can be seen from the decoded data, the fault information that the FULLY CLS is completely closed does appear on the left and right PRVs, but at the moment, the pressure exists on the downstream of the left and right PRVs in the system, and the flow also exists on the downstream of the FCV leading to the air-conditioning system; so it can be judged that the PRV there is not really a full shutdown, but a "false shutdown"; then, carrying out independent fault tests on the three fault parts respectively; the results of the individual fault tests are: the voltage regulation of the PRV is abnormal but the PRV is not automatically closed in a non-instruction way, the torque motor of the FCV works abnormally, the HPV does not find the abnormality, and the fault test result is not consistent with the fault reason during troubleshooting; however, testing all three failed components in the simulation system resulted in consistent results with troubleshooting, as described below.

All three fault parts are installed in the fault simulation system in the figure 1, corresponding data parameters when faults occur in the decoded data are input, and the system carries out fault simulation test according to the parameters; when the flow value of the FCV is decreased and the parameter is decreased to the parameter corresponding to the FULLY CLS closing information of PRV, the PRV indicates the closing, which is consistent with the condition observed in the decoding data and the condition of 'false closing' in the previous analysis; the reason is that due to the fact that the PRV is closed very little or is in a critical state due to the fact that pressure regulating of the PRV is abnormal, and due to the fact that the FCV works abnormally and limits the flow, system pipeline pressure changes and is fed back to the PRV through a downstream pressure sensing pipe of the PRV, the PRV is further closed and breaks the critical state, the closing position of a microswitch of the PRV is triggered, the closing position is indicated, and non-instruction automatic closing occurs. The PRV indicates that the fault phenomenon of closing is consistent with the FULLY CLS closing fault information displayed in the decoded data, and the actual working condition at the moment is also basically consistent with the parameters in the decoded data, so that the fault phenomenon is reproduced; this fault is caused by a common fault of the PRV of the bleed air system and the FCV of the air conditioning system, is independent of the HPV, and finally finds the true cause of the fault.

The foregoing shows and describes the general principles, principal features, and advantages of the utility model. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are merely illustrative of the principles of the utility model, but that various changes and modifications may be made without departing from the spirit and scope of the utility model, which fall within the scope of the utility model as claimed. The scope of the utility model is defined by the appended claims and equivalents thereof.

Claims

1. A fault simulation system of an aircraft bleed air system is characterized in that: the device comprises a test area, a software system, an aircraft component and a connecting pipeline for connecting the test area and the aircraft component;

2. A fault simulation system for an aircraft bleed air system according to claim 1, characterised in that: the air source system and the control area comprise an air source system and an area where components for controlling the pressure, the temperature and the flow of the air source system are located, wherein the air source system is a three-way air supply system, and the three-way air supply system can respectively simulate hot air from an engine medium-pressure level, hot air from an engine high-pressure level and cooling air from an engine fan end.

3. A fault simulation system for an aircraft bleed air system according to claim 2, characterised in that: the three gas supply systems respectively comprise a pressure gauge (P), a shut-off valve (SV), a pressure Regulating Valve (RV), a filter (F), a pressure Sensor (SP), a flowmeter (Q) and a temperature Sensor (ST) monitoring and controlling component, and the pressure, the temperature and the flow of the three gas supply systems are continuously adjustable.

4. A fault simulation system for an aircraft bleed air system according to claim 2, characterised in that: the system for simulating the hot air from the medium-pressure stage of the engine and the hot air from the high-pressure stage of the engine also comprises electric heaters (H).

5. A fault simulation system for an aircraft bleed air system according to claim 4, characterised in that: the three paths of gas supplies are connected to a heat energy recovery system and a gas supply circulating system of a recovery system area, and the system also comprises a safety pressure relief valve (RFV) and a Bypass Stop Valve (BSV).

6. A fault simulation system for an aircraft bleed air system according to claim 5, characterised in that: the connecting pipeline is specifically a first connecting pipeline (a) connected between the air source system and the aircraft component, a second connecting pipeline (b) connected between the aircraft component and the aircraft component, and further comprises a bypass pipeline (c) connected behind the electric heater (H) and connected with the safety pressure relief valve (RFV), and an exhaust gas recovery pipeline (d) connected between the safety pressure relief valve (RFV) and the recovery system area.

7. A fault simulation system for an aircraft bleed air system according to claim 1, characterised in that: the component mounting and controlling area comprises a component mounting rack, a control pipeline, a regulating part, a controlling part and a cooling part which are connected through the control pipeline, and the aircraft component is mounted on the component mounting rack.

8. A fault simulation system for an aircraft bleed air system according to claim 7, characterised in that: the adjusting part comprises: HPV, PRV; the control section includes: IPV, OPV, BMC, TCT, TLT, PT, PR, TS; the cooling part includes: PCE and FAV.

9. A fault simulation system for an aircraft bleed air system according to claim 7, characterised in that: the control pipeline comprises a first pressure sensing pipe (1) for connecting PT and TLT, a second pressure sensing pipe (2) for connecting PRV and TLT, a third pressure sensing pipe (3) for connecting PRV and HPV, a fourth pressure sensing pipe (4) for connecting FAV and TCT and a fifth pressure sensing pipe (5) for connecting HPV and S.