CN102700542B - 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redundancy of the drive device, the fault point can be detected in real time and isolated, the faulty motor will be withdrawn from the working state, and the drive device will be switched to single-channel operation, thereby improving the reliability of the aircraft braking system.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

A control method for an aircraft dual-redundancy electric brake device

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 and enter the sixth step.

Step 6: Collect the bus current and phase current of each redundant 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 duty 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 setting 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 cycle 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 double-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, 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 300 electrical angles in space. The two sets of windings are electrically isolated from each other and magnetically coupled in space, and they are mutually redundant. , 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.

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 (1)

1. A control method for an aircraft dual-redundancy electric braking device, wherein the aircraft dual-redundant electric braking device comprises a redundant drive controller, a brake actuator and a braked wheel, and the redundant drive controller part receives the brake The pressure given signal drives the brake actuator to work, so that the brake pressure applied to the braked wheel follows the brake pressure given signal; wherein, the redundant drive controller part includes a brake pressure feedback conditioning unit, a brake pressure given receiver unit, DSP unit, CPLD unit, isolation circuit unit, power drive unit, current acquisition unit, overcurrent protection auxiliary unit, and power system unit; the brake pressure given receiving unit converts the brake pressure given 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 into the DSP unit, and the output of the DSP unit controls the duty cycle signals of the two windings of the brake actuator respectively; the CPLD unit will The duty cycle signal and the two sets of Hall signals of the brake actuator are used for logical operation, and the modulation and commutation signals for controlling the operation of the two windings of the brake actuator are respectively output, and the brake actuator is controlled by the isolation circuit unit and the power drive unit. Running; 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, Then the overcurrent signal is low, 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; when the motor has an overcurrent fault, the DSP unit detects the overcurrent If the signal is low, the duty cycle signal is turned off, thereby eliminating the overcurrent 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 Input the DSP unit; the power system unit receives two control power supplies, connects the two power supplies in parallel through a diode, and feeds back to the brake pressure conditioning unit, brake pressure given receiving unit, DSP unit, CPLD unit, isolation circuit unit, and power drive unit , the current acquisition unit and the overcurrent protection auxiliary unit supply power, and the power supply system unit receives two driving power supplies to supply power to the power drive unit; the brake actuator adopts a double-redundancy brushless DC motor; wherein, the double-redundancy brushless The stator winding of the DC motor is composed of two sets of Y-connected windings with a mutual difference of 300 electrical angles in space. The two sets of windings are electrically isolated from each other, and the magnetic field is coupled in space. A permanent magnet rotor is shared; each set of windings of the double-redundancy brushless DC motor has its own independent Hall sensor, and the two sets of Hall sensors are mutually redundant, which is characterized in that it includes 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 less 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 and enter the sixth step; Step 6: Collect the bus current and phase current of each redundant 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 winding bus current 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 start. If the circuit breaker timer is greater than the preset circuit breaker upper threshold, the winding will be diagnosed as an open circuit fault and enter the tenth stage. step; otherwise go to the eighth step; Step 8: Collect the brake pressure given signal 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, the output of the current loop PID operation is transmitted to the DSP, and the duty cycle signal is generated, and 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.

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