Sensitivity analysis method for dynamic characteristics parameters of hydraulic braking system in civil aircraft
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摘要:
为进一步提升民用飞机在复杂跑道环境下的液压刹车性能与可靠性，对飞机液压刹车系统动态特性分析开展了系统性的理论与实验研究。针对民用飞机液压刹车系统，建立了包含刹车控制阀、液压管路等关键部件的详细非线性数学模型，在此基础上，针对液压刹车系统多参数问题，引入参数灵敏度分析方法，从众多系统参数中精准定位得到作动器活塞有效面积、作动器复位弹簧刚度及阀的流量-压力系数为影响液压刹车系统较为显著的参数，实现了对影响系统动态响应特性的关键参数的定量化识别。搭建飞机液压刹车系统半实物实验平台，开展刹车系统动态响应的实验验证，明确了影响液压刹车系统动态响应的关键因素，证明了理论分析成果的正确性，为民用飞机液压刹车系统设计与优化明确了方向。
Abstract:A thorough theoretical and experimental investigation of the dynamic properties of the aircraft hydraulic braking system was carried out in order to improve the braking performance and dependability of civil aircraft under challenging runway circumstances. A detailed nonlinear mathematical model of the hydraulic braking system was established, incorporating key components such as the brake control valve and hydraulic pipelines. Based on this model, a parameter sensitivity analysis method was introduced to address the system’s multi-parameter problem. The analysis quantitatively determined that the most important factors affecting the dynamic response characteristics of the system were the actuator piston’s effective area, the actuator return spring’s stiffness, and the flow-pressure coefficient of the valve. Finally, a hardware-in-the-loop experimental platform for the aircraft braking system was constructed to carry out experimental validation of the dynamic response. The results clarified the key factors affecting the braking system’s dynamic response, confirmed the correctness of the theoretical analysis, and provided a clear direction for the design and optimization of hydraulic braking systems for civil aircraft.
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图 6 液压刹车系统半物理仿真平台组成
Figure 6. Composition of the Braking System Hardware-in-the-Loop Simulation Platform
图 7 液压刹车系统半实物液压台架
Figure 7. Hydraulic hardware-in-the-loop test bench for hydraulic braking system
图 8 液压刹车系统半实物实验平台的液压原理
Figure 8. Schematic of hydraulic for hydraulic braking system hardware-in-the-loop test platform
图 9 原系统满行程时域响应实验结果
Figure 9. Full-stroke time-domain response test results of original system
图 10 替换刹车控制阀的系统时域响应实验结果
Figure 10. Time-domain response test results of system with replaced brake control valve
图 11 旁通BCV液压刹车系统时域响应实验结果
Figure 11. Time-domain response test results of hydraulic braking system with BCV bypassed
图 12 替换刹车装置时系统时域响应实验结果
Figure 12. Time-domain response test results of system with replaced braking unit
图 13 无刹车装置时系统时域响应实验结果
Figure 13. Time-domain response test results of system without braking unit
表 1 可能影响系统动态响应的参数
Table 1. Parameters potentially affecting system’s dynamic response
参数 初始值 先导级压力-流量系数$ {K}_{\text{pf}} $ 1.5×10−11 阀内容腔体积$ {V}_{\text{t}} $/mL 12 主阀芯端面积$ {A}_{\text{v}} $/m2 7.06×10−6 主阀芯质量$ {m}_{\text{v}} $/kg 3.5×10−3 等效弹簧刚度$ {K}_{\text{sf}} $/(N·m−1) 10000 主阀芯黏性阻尼系数$ {B}_{\text{v}} $ 0.05 阀的流量-压力系数$ {K}_{\text{c}} $ 1.2×10−9 作动器复位弹簧刚度$ {K}_{\text{g}} $/(N·m−1) 222000 作动器活塞等效质量$ {M}_{\text{g}} $/kg 0.65 作动器活塞黏性阻尼系数$ {B}_{\text{g}} $ 0.05 作动器活塞有效面积$ {A}_{\text{g}} $/cm2 73.66 作动器与管路的等效
容腔体积$ {V}_{\text{gb}} $/mL30 作动器泄漏系数$ {C}_{\text{b}} $ 1.0×10−12 阀的流量增益$ {K}_{{\mathrm{b}}} $ 0.1 
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表 2 各参数灵敏度值
Table 2. Sensitivity values of each parameter
参数 灵敏度值 参数 灵敏度值 $ {K}_{\text{pf}} $ 0.023685 $ {K}_{\text{g}} $ − 2.1927 ×10−5$ {V}_{\text{t}} $ 1.4803 ×10−8$ {M}_{\text{g}} $ − 0.00051971 $ {A}_{\text{v}} $ 3.7741 ×10−8$ {B}_{\text{g}} $ 0.00010675 $ {m}_{\text{v}} $ 1.2688 ×10−10$ {A}_{\text{g}} $ 1296.3 $ {K}_{\text{sf}} $ 2.6645 ×10−18$ {V}_{\text{gb}} $ 28.196 $ {B}_{\text{v}} $ 1.4211 ×10−11$ {C}_{{\mathrm{b}}} $ − 4.0542 ×109$ {K}_{\text{c}} $ − 4.0542 ×109$ {K}_{{\mathrm{b}}} $ 0
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