CN102700542A - Dual-redundancy electric brake device of airplane and control method for dual-redundancy electric brake device - Google Patents

Abstract

The invention discloses an aircraft dual-redundancy electric brake device and a control method. The redundant drive controller part receives a brake pressure given signal, drives the brake actuator to work, and makes the brake pressure applied to the braked wheel follow the brake. Pressure given signal. The invention adopts the redundant technology to carry out hot backup for the easily damaged mechanism in the aircraft brake driving device, and makes the corresponding components work at half of the rated power under normal working conditions, thereby improving the service life and reliability of the driving device. When a fault occurs in a certain redundancy of the drive device, the fault point can be detected in real time and isolated, the faulty motor will be withdrawn from the working state, and the drive device will be switched to single-channel operation, thereby improving the reliability of the aircraft braking system.

Description

An aircraft dual-redundancy electric brake device and control method

technical field

The invention relates to a dual-redundancy electric braking device and a control method, in particular to an aircraft dual-redundancy electric braking device and a control method.

Background technique

The aircraft braking system is a subsystem with relatively independent functions on the aircraft. Its function is to bear the static weight of the aircraft, dynamic impact load and absorb the kinetic energy of the aircraft when it lands, so as to realize the braking and control of the aircraft's take-off, landing, taxiing, and turning.

At present, the research results of the electric brake control system include: the patent "Aircraft Electric Brake Control System Framework" with the publication number CN101117155 and the patent "Reducing Power Mode of the Aircraft Full Electric Brake System" with the publication number CN101568458, which are two technologies studied by Boeing. . The article "Design and Key Technology Research of Aircraft All-electric Brake Driver" published in "Computer Measurement and Control" is a technology to design CPLD and DSP as the controller of the main control chip of the brake system. None of these electric brakes adopt redundant technology, and the reliability is not high. The present invention adopts double-redundancy technical design to improve the reliability of the whole braking system.

Contents of the invention

In order to improve the reliability of the aircraft braking system, the present invention provides a dual-redundancy drive device for aircraft electric brakes. Under normal circumstances, normal aircraft braking can be completed. The failure point is isolated and the braking function is completed under a single channel, thereby improving the reliability of the aircraft braking system.

The technical solution adopted by the present invention to solve the technical problem is: comprising a redundant drive controller, a brake actuator and braked wheels. The redundant drive controller part receives the brake pressure given signal, and drives the brake actuator to work, so that the brake pressure applied to the braked wheel follows the brake pressure given signal.

Among them, the redundant drive controller part includes brake pressure feedback conditioning unit, brake pressure setting receiving unit, DSP unit, CPLD unit, isolation circuit unit, power drive unit, current acquisition unit, overcurrent protection auxiliary unit and power system unit. The given brake pressure receiving unit converts the given brake pressure signal into a voltage signal and inputs it to the DSP unit. The brake pressure feedback conditioning unit amplifies and filters the two brake pressure feedback signals measured by the dual-redundancy pressure sensor and then inputs them to the DSP unit. The DSP unit The output of the brake actuator respectively controls the duty ratio signal of the two windings. The CPLD unit performs logic operations on the duty cycle signal and the two sets of Hall signals of the brake actuator, and outputs the modulated commutation signals that control the operation of the two windings of the brake actuator, and controls the brake through the isolation circuit unit and the power drive unit. The actuator runs. The bus current of the double-redundant brushless DC motor is collected in the power drive unit, and the bus current is compared with the preset over-current threshold through the current protection auxiliary unit. If the bus current is greater than the preset over-current threshold, the over-current The current signal is low, if the bus current is less than or equal to the preset over-current threshold, the over-current signal is high, and the over-current signal is sent to the DSP unit. When the motor has an over-current fault, the DSP unit detects that the over-current signal is low, and then turns off the duty cycle signal, thereby eliminating the over-current fault. The current acquisition unit collects the bus current and phase current of the double-redundant brushless DC motor winding on the power drive unit, and filters the bus current and phase current and then inputs them into the DSP unit. The power supply system unit receives two control power supplies, connects the two power supplies in parallel through diodes, and feeds back to the brake pressure conditioning unit, brake pressure setting receiving unit, DSP unit, CPLD unit, isolation circuit unit, power drive unit, and current acquisition unit 1. The overcurrent protection auxiliary unit supplies power, and the power supply system unit receives two drive power supplies to supply power to the power drive unit.

The brake actuator adopts dual redundant brushless DC motors. Among them, the stator winding of the double-redundant brushless DC motor is composed of two sets of Y-connected windings with a 30° electrical angle difference in space. The two sets of windings are electrically isolated from each other and magnetically coupled in space, and they are redundant to each other. , The double-redundancy brushless DC motor shares a permanent magnet rotor. Each set of windings of the dual-redundancy brushless DC motor has its own independent Hall sensor, and the two sets of Hall sensors are mutually redundant, collectively called the dual-redundancy Hall sensor. The signal sent by the dual-redundancy Hall sensor is called the dual-redundancy Hall signal.

The present invention also provides a control method for the above device, comprising the following steps:

Step 1: Collect two brake pressure feedback signals and perform AD conversion.

Step 2: If the two brake pressure feedback signals are smaller than the preset error threshold, go to step 4, otherwise go to step 3.

Step 3: If the brake pressure feedback signal of one road is greater than the maximum value of the pressure sensor’s range, or smaller than the minimum value of its range, diagnose the failure of the pressure sensor of this road, assign the brake pressure feedback signal of the other pressure sensor to the pressure feedback, and enter the first step Five steps, otherwise go to the fourth step.

Step 4: The pressure feedback is equal to the sum of the two brake pressure feedback signals divided by two.

Step 5: Collect the dual-redundancy Hall sensor signal. If one Hall sensor signal is 000 or 111, diagnose the fault of the Hall sensor, otherwise go to Step 6.

Step 6: Collect the bus current and phase current of each redundancy winding.

Step 7: If the bus current of one winding is greater than the preset short-circuit threshold, start the short-circuit timing. If the short-circuit timing is greater than the preset short-circuit upper threshold, diagnose the winding as a short-circuit fault and enter the tenth step. If the bus current of one winding is greater than the minimum operating current of the motor and less than the preset standard 0-bit current lower limit, the circuit breaker timing will be started. If the circuit breaker timer is greater than the preset circuit breaker upper threshold, the winding of this circuit will be diagnosed as an open circuit fault, and enter tenth step. Otherwise go to step eight.

Step 8: Collect the given signal of brake pressure and perform AD conversion.

Step 9: If the value of the pressure loop counter is greater than the pressure loop cycle threshold, clear the pressure loop counter, perform pressure loop PID calculations according to the given brake pressure and brake pressure feedback, and then add 1 to the value of the pressure loop counter; otherwise Directly add 1 to the value of the pressure ring counter.

Step 10: If one winding short circuit fault or open circuit fault or the corresponding Hall sensor fault, then set the duty cycle of this road to 0, the other current loop is given as the pressure loop output, and the feedback is another bus current , carry out the current loop PID operation, and the output of the current loop PID operation is transmitted to the DSP to generate a void ratio signal, return to the first step, otherwise enter the eleventh step.

Step 11: The two current loops are given as half of the output of the pressure loop, and the feedback is their respective bus currents. After the respective current loop PID calculations, the calculation results are input to the DSP to generate their respective duty ratio signals, and return to the first step.

The beneficial effect of the present invention is: the present invention adopts redundant technology, and the easily damaged mechanism in the aircraft brake drive device is hot-backed up. device life and reliability. When a certain redundancy of the driving device fails, the driving device can be switched to operate in a single-channel mode to ensure safe braking of the aircraft.

The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

Description of drawings

Figure 1 shows the structure of the brake redundant drive device.

In the figure, 1—redundant drive controller, 2—brake actuator, 3—brake wheel

Figure 2 shows the redundant drive controller structure

In the figure, 4—double redundancy brushless DC motor, 5—brake pressure feedback conditioning unit, 6—brake pressure given receiving unit, 7—DSP unit, 8—current acquisition unit, 9—overcurrent protection auxiliary unit, 10 - power system unit, 11 - CPLD unit, 12 - isolation circuit unit, 13 - power drive unit.

Figure 3, the control method of the dual-redundancy driving device.

Detailed ways

As shown in FIG. 1 , the present invention includes a redundant drive controller 1 , a brake actuator 2 and braked wheels 3 . Redundant drive controller 1 receives the braking pressure given signal, and is controlled by the control method to drive the double-redundant brushless DC motor 4 in the braking actuator 2 to work, so that the braking pressure applied to the braked wheel 3 follows the braking Pressure given signal. In the present invention, the control power supply, the driving power supply, the motor winding, the motor Hall sensor, the pressure sensor, and the power drive unit are designed for backup.

Among them, the redundant drive controller 1 includes a brake pressure feedback conditioning unit 5, a brake pressure given receiving unit 6, a DSP unit 7, a CPLD unit 11, an isolation circuit unit 12, a power drive unit 13, a current acquisition unit 8, an overcurrent protection Auxiliary unit 9 and power system unit 13 . The given brake pressure receiving unit 6 converts the given brake pressure signal (0-40mA) into a 0-3V voltage signal through a resistor, and inputs it to the AD port of the DSP unit 7 for analog-to-digital conversion. The brake pressure feedback conditioning unit 5 converts the brake pressure The feedback signal (two 0-20mV differential pressure signals measured by the dual-redundancy pressure sensor) is amplified and filtered to a 0-3V voltage signal, which is input to the AD port of the DSP unit 7 for analog-to-digital conversion, adjusted by the control program, and passed through the DSP The event manager of the unit 7 outputs duty cycle signals for controlling the two windings of the dual-redundancy brushless DC motor 4 respectively. The CPLD unit 11 performs logic operations on the duty ratio signal and the two sets of Hall signals of the dual-redundancy brushless DC motor 4, and outputs the modulated commutation signals for controlling the operation of the two windings of the dual-redundancy brushless DC motor 4 respectively. The circuit unit 12 and the power drive unit 13 control the operation of the dual-redundancy brushless DC motor 4 . In the power drive unit 13, the bus current of the double-redundant brushless DC motor 4 is collected, and the bus current is compared with the preset overcurrent threshold through the current protection auxiliary unit 9. If the bus current is greater than the preset overcurrent threshold, the overcurrent signal is low, and if the bus current is less than or equal to the preset overcurrent threshold, the overcurrent signal is high, and the overcurrent signal is sent to the DSP unit 7 . When the motor has an overcurrent fault, the DSP unit 7 detects that the overcurrent signal is low, and then turns off the duty cycle signal, thereby eliminating the overcurrent fault. The current collection unit 8 collects the bus current and phase current of the windings of the double-redundant brushless DC motor 4 on the power drive unit 13 , and filters the bus current and phase current to the DSP unit 7 . The power supply system unit 10 receives two control power supplies, connects the two power supplies in parallel through diodes, and feeds back to the brake pressure conditioning unit 5, brake pressure given receiving unit 6, DSP unit 7, CPLD unit 11, isolation circuit unit 12, power The drive unit 13 , the current acquisition unit 8 , and the overcurrent protection auxiliary unit 9 supply power, and the power supply system unit 10 receives two drive power sources to supply power to the power drive unit 13 .

The brake actuator 2 is composed of a double-redundancy brushless DC motor unit 4, a reducer and a ball screw. Among them, the stator winding of the double-redundant brushless DC motor 4 is composed of two sets of Y-connected windings with a mutual difference of 30° in space. The two sets of windings are electrically isolated from each other and spatially magnetically coupled. Degree, dual redundant degree brushless DC motors share a permanent magnet rotor. Each set of windings of the dual-redundancy brushless DC motor has its own independent Hall sensor, and the two sets of Hall sensors are mutually redundant, collectively called the dual-redundancy Hall sensor. The signal sent by the dual-redundancy Hall sensor is called the dual-redundancy Hall signal.

Control method of the present invention is:

Step 1: Collect the brake pressure feedback signal and perform AD conversion. Go to the second step.

Step 2: If |Brake pressure feedback of redundancy 1 - brake pressure feedback of redundancy 2|<preset error threshold (in this prototype, the preset error threshold is 500N), go to step 7, otherwise Go to step three.

Step 3: If the brake pressure feedback of margin 1 is greater than the maximum value of the range (15000N), or the rudder surface pressure feedback of margin 1 is less than the minimum value of the range (100N), go to step 4. Otherwise go to step five.

Step 4: Diagnose the failure of the pressure sensor of redundancy 1, and assign the brake pressure feedback value of redundancy 2 to the pressure feedback. Go to step eight.

Step 5: If the brake pressure feedback of margin 2 is greater than the maximum value of the range (15000N), or the brake pressure feedback of margin 2 is less than the minimum value of the range (100N), go to step 6. Otherwise, go to step seven.

Step 6: Diagnose the failure of the pressure sensor of redundancy 2, and assign the brake pressure feedback value of redundancy 1 to the pressure feedback. Go to step eight.

Step 7: Pressure feedback = (brake pressure feedback of margin 1 + brake pressure feedback of margin 2) / 2, enter the eighth step.

Step 8: Acquire the signal of the double-redundancy Hall sensor. Go to step nine.

Step 9: If the hall signal of redundancy 1 is 000 or 111, go to step 10, otherwise go to step 11.

Step 10: Diagnose the Hall sensor failure of redundancy 1. Go to the eleventh step.

Step 11: If the hall signal of redundancy 2 is 000 or 111, go to step 12, otherwise go to step 13.

Step 12: Diagnose the fault of Hall sensor of redundancy 2. Go to step thirteen.

Step 13: Collect the bus current and phase current of each redundancy winding. Go to fourteen steps.

Step 14: If the winding bus current of redundancy 1 is greater than the preset short-circuit threshold (in this prototype, the preset short-circuit threshold is 2A), go to step 15, otherwise go to step 18.

Step 15: add 1 to the short-circuit counter of redundancy 1. Go to step sixteen.

Step 16: If the short-circuit counter of redundancy 1 is greater than the preset short-circuit upper limit threshold (in this prototype, the preset short-circuit upper limit threshold is 10), go to step 17, otherwise go to step 18.

Step 17: Diagnose the short-circuit fault of redundancy 1 winding. Go to step 22.

Step 18: If the current of the redundancy 2 winding busbar is greater than the preset short-circuit threshold (in this prototype, the preset short-circuit threshold is 2A), go to step 19, otherwise go to step 22.

Step 19: Add 1 to the short-circuit counter of redundancy 2. Go to step 20.

Step 20: If the short-circuit counter of redundancy 2 is greater than the preset short-circuit upper limit threshold (in this prototype, the preset short-circuit upper limit threshold is 10), go to step 21, otherwise go to step 22 step.

The twenty-first step: Diagnose the short-circuit fault of the redundancy 2 winding. Go to step 22.

Step 22: If the winding bus current of redundancy 1 is greater than the lower limit of the minimum operating current of the motor (in this prototype, the lower limit of the minimum operating current of the motor is 50mA) or the current of the winding bus of redundancy 2 is greater than the lower limit of the minimum operating current of the motor (in this prototype , the lower limit of the minimum operating current of the motor is 50mA), then go to the twenty-third step, otherwise go to the thirty-first step.

Step 23: If the winding phase current of redundancy 1 is less than the preset standard 0-bit current lower limit (in this prototype, the preset standard 0-bit current lower limit is 30mA), go to step 24, Otherwise, go to step 27.

The twenty-fourth step: add 1 to the winding open circuit counter of redundancy 1, and enter the twenty-fifth step.

Step 25: If the value of the winding disconnection counter of redundancy 1 is greater than the preset upper threshold of disconnection (in this prototype, the preset threshold of disconnection is 10), go to step 26, otherwise go to Step twenty-seven.

Step 26: Diagnose the fault of redundancy 1 winding open circuit. Go to step 31.

Step 27: If the phase current of the redundancy 2 winding is less than the preset lower limit of the standard 0-bit current (in this prototype, the preset standard 0-bit current lower limit is 30mA), then enter the 28th step, Otherwise, go to the thirty-first step.

The twenty-eighth step: add 1 to the winding open circuit counter of the redundancy 2, and enter the twenty-ninth step.

The twenty-ninth step: If the value of the redundancy 2 winding open circuit counter is greater than the preset open circuit upper limit threshold (in this prototype, the preset open circuit upper limit threshold is 10), then enter the thirtieth step, otherwise enter the first step Thirty one step.

Step 30: Diagnose the fault of redundancy 2 winding open circuit. Go to step 31.

Step 31: Gather the brake pressure given signal and perform AD conversion. Go to step 32.

Step 32: If the value of the pressure loop counter is greater than the pressure loop period threshold (in this prototype, the pressure loop period threshold is 1ms), go to step 33. Otherwise, go to step 34.

Step 33: The pressure loop counter is cleared, and the pressure loop PID is calculated according to the given brake pressure and the brake pressure feedback. Go to step 34.

Step 34: Add 1 to the value of the pressure loop counter, and enter Step 35.

Step 35: If there is a short-circuit fault in the redundancy 1 winding or an open circuit fault in the redundancy 1 winding or a fault in the Hall sensor of redundancy 1, go to step 36. Otherwise, go to step 37.

Step 36: Set the duty cycle of redundancy 1 to 0, the current loop of redundancy 2 is set as the output of the pressure loop, and the feedback is the bus current of redundancy 2, and the PID operation of the current loop of redundancy 2 is performed, and the current loop of redundancy 2 The PID output is passed to the event manager of the DSP to generate a margin 2 duty cycle signal. Go to the first step.

Step 37: If there is a short-circuit fault in the redundant 2 winding or an open circuit fault in the redundant 2 winding or a fault in the redundant 2 Hall sensor, go to step 38. Otherwise, go to step 39.

Step 38: Set the duty ratio of redundancy 2 to 0, the current loop of redundancy 1 is set as the output of the pressure loop, and the feedback is the bus current of redundancy 1, and the PID operation of the current loop of redundancy 1 is performed, and the current loop of redundancy 1 The PID output is passed to the DSP's event manager to generate a margin 1 duty cycle signal. Go to the first step.

Step 39: The current loop settings of redundancy 1 and redundancy 2 are respectively half of the output of the pressure loop, and the feedback is the bus current of the respective redundancy. After the current loop PID calculation of the respective redundancy, the calculation results are input into the respective DSP An event manager that generates duty cycle signals for margin 1 and margin 2, respectively. Go to the first step.

Claims (3)

1. two remaining Electric Braking Devices Using of an aircraft; Comprise redundant drive controller, braking action device and the wheel of being stopped; It is characterized in that: the redundant drive controller partly receives the given signal of brake pressure; Drive the work of braking action device, make the brake pressure that is applied on the wheel of being stopped follow the given signal of brake pressure; Wherein, the redundant drive controller partly comprises brake pressure feedback conditioning unit, the given receiving element of brake pressure, DSP unit, CPLD unit, buffer circuit unit, power drive unit, current acquisition unit, overcurrent protection auxiliary unit and power-supply system unit; The given receiving element of brake pressure is converted into voltage signal with the given signal of brake pressure; Input DSP unit; Input DSP unit after the two-way brake pressure feedback signal amplification filtering that brake pressure feedback conditioning unit records two remaining pressure sensors, the duty cycle signals of two windings of braking action device is controlled in the output of DSP unit respectively; The CPLD unit carries out logic operation with duty cycle signals and braking action device two cover hall signals, and the modulation commutation signal of two winding runnings of output control braking action device through buffer circuit unit and power drive unit, is controlled the operation of braking action device respectively; Gather the bus current of two margin brushless DC motors at power drive unit; Through overcurrent protection auxiliary unit, with bus current and predefined overcurrent threshold, if bus current is greater than predefined overcurrent threshold value; Then over-current signal is low; If bus current is smaller or equal to predefined overcurrent threshold value, then over-current signal is high, and over-current signal is sent in the DSP unit; When over current fault appearred in motor, it was low that the DSP unit detects over-current signal, then turn-offs duty cycle signals, thereby got rid of over current fault; The bus current and the phase current of two margin brushless DC machine winding on the power drive unit gathered in the current acquisition unit, and with input DSP unit after bus current and the phase current filtering; The power-supply system unit receives two control power supplys; Through diode two power supplys are connected in parallel; To brake pressure feedback conditioning unit, the given receiving element of brake pressure, DSP unit, CPLD unit, buffer circuit unit, power drive unit, current acquisition unit, the power supply of overcurrent protection auxiliary unit; The power-supply system unit receives two driving powers, supplies power to power drive unit.

2. the two remaining Electric Braking Devices Using of aircraft according to claim 1 is characterized in that: described braking action device adopts two margin brushless DC motors; Wherein, The stator winding of two margin brushless DC motors be two be enclosed within 30 ° of electric angles of mutual deviation on the space Y type bonded assembly winding constitute; Two cover windings are isolated from each other on electric, magnetic field coupling on the space, remaining each other each other, the shared PM rotor of two margin brushless DC motors; Every cover winding of two margin brushless DC motors has separately independently Hall element, and two cover Hall elements are remaining each other.

3. the control method of the two remaining Electric Braking Devices Using of the said aircraft of claim 1 is characterized in that comprising the steps:

The first step: gather two-way brake pressure feedback signal, and carry out the AD conversion;

Second step: if two-way brake pressure feedback signal less than predefined error threshold, then got into for the 4th step, otherwise got into for the 3rd step;

The 3rd step: if one road brake pressure feedback signal is greater than the range maxim of pressure sensor; Or, then diagnose this road pressure sensor failure less than its range minimum value, give pressure feedback with the brake pressure feedback signal assignment of another road pressure sensor; Got into for the 5th step, otherwise got into for the 4th step;

The 4th step: pressure feedback equals two-way brake pressure feedback signal sum divided by two;

The 5th step: gather two remaining Hall element signals,, then diagnose this road Hall element fault, otherwise got into for the 6th step if one road Hall element signal is 000 or 111;

The 6th step: gather each remaining winding bus current and phase current;

The 7th step: if one road winding bus current greater than predefined short circuit threshold value, then begins the short circuit timing, greater than predefined short circuit upper limit threshold, then diagnosing this road winding is short trouble, gets into for the tenth step as if the short circuit timing; If one road winding bus current is greater than the motor minimum working current; And less than predefined standard 0 digit current lower limit, then begin the timing of opening circuit, if open circuit timing greater than the predefined upper limit threshold that opens circuit; Then diagnosing this road winding is open circuit fault, gets into for the tenth step; Otherwise got into for the 8th step;

The 8th step: gather the given signal of brake pressure, and carry out the AD conversion;

The 9th step: if the value of pressure ring counting machine greater than the pressure ring Ct value, then with the pressure ring counter O reset, is carried out pressure ring PID calculating according to brake pressure is given with the brake pressure feedback, the value with the pressure ring counting machine adds 1 then; Otherwise directly the value with the pressure ring counting machine adds 1;

The tenth step: if one road short circuit in winding fault or open circuit fault or cooresponding this road Hall element fault then are changed to 0 with this road dutycycle, another road electric current loop is given as pressure ring output; Be fed back to another road bus current; Carry out electric current loop PID computing, DSP is passed in electric current loop PID computing output, produces sky and compares signal; Return the first step, otherwise got into for the 11 step;

The 11 step: given the half the of pressure ring output that be respectively of two-way electric current loop, be fed back to bus current separately, through electric current loop PID computing separately, operation result input DSP produces duty cycle signals separately respectively, returns the first step.

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