Fault mode injection simulation hydraulic system and method for aviation hydraulic plunger pump

Abstract

The invention provides an aviation hydraulic plunger pump fault mode injection simulation hydraulic system and method, and belongs to the field of aerospace. An oil inlet of the aviation hydraulic plunger pump is connected with a fault injector to achieve simulation of various fault modes, and through cooperation of a two-position three-way reversing valve, a related speed regulating valve, an overflow valve, a three-position four-way proportional servo valve and other components, various load conditions and different onboard working conditions can be simulated. In the simulation load branch, a throttling type load, an overflow type load and a throttling-overflow type load can be simulated by adjusting a third proportional speed regulating valve, a second proportional overflow valve and a fourth proportional speed regulating valve; in the reproduction branch of the aircraft wing actuation working condition, an actuation cylinder can be driven by a three-position four-way proportional servo valve to overcome a damping-spring-guide rail load simulation unit, the real working state during wing actuation can be reproduced, and fault reproduction and accurate recognition of an aviation hydraulic plunger pump can be achieved. And the reliability and health state prediction capability of an aviation hydraulic plunger pump fault diagnosis algorithm are improved.

Description

Technical Field

[0001] The present application relates to the field of aerospace technology, and in particular to an aviation hydraulic plunger pump failure mode injection simulation hydraulic system and method. Background Art

[0002] The aviation hydraulic piston pump is one of the core power components in the aviation hydraulic transmission system, with the characteristics of compact structure, high rated pressure, high power density, and large flow rate. Many factors such as vibration, temperature rise, and pulsation directly restrict the reliability and service life of the aviation hydraulic pump. At the same time, as the hydraulic system develops towards high pressure, the probability of fatal failures of the hydraulic piston pump, such as abnormal wear of the friction pair caused by leakage, temperature increase, and pressure pulsation, spindle fracture, excessive return oil pressure, rotor cracks, and housing cracks, has greatly increased. Therefore, the current research focus is to effectively monitor the working status of the aviation hydraulic piston pump and accurately evaluate its health status under limited space and weight restrictions to maximize the flight safety of the aircraft.

[0003] At present, most of the fault mode injection simulation methods of aviation hydraulic piston pumps are based on simulation models and mathematical models. However, since the working performance of aviation hydraulic piston pumps is affected by many factors such as material properties, processing accuracy, and harsh environment, it is easy to fail. In addition, aviation hydraulic piston pumps have many parts, complex structures, and changeable working conditions. On the one hand, the failures that occur are characterized by uncertainty and concealment. On the other hand, a single failure mode can easily cause other parallel failure modes, which are characterized by concurrency and multiplicity. Therefore, it is particularly important to design a new hydraulic system and test method for fault mode injection simulation of aviation hydraulic piston pumps. Summary of the invention

[0004] In view of this, the present application provides an aviation hydraulic plunger pump fault mode injection simulation hydraulic system and method, which can achieve fault reproduction and accurate identification of the aviation hydraulic plunger pump, and improve the reliability of the aviation hydraulic plunger pump fault diagnosis algorithm and the health status prediction ability.

[0005] Specifically, the present application is implemented through the following technical solutions: The first aspect of the present application provides an aviation hydraulic plunger pump failure mode injection simulation hydraulic system, the hydraulic system comprising: An aviation hydraulic plunger pump, wherein the oil inlet of the aviation hydraulic plunger pump is connected to the low-pressure oil port of the first proportional speed regulating valve and the fault injector, and is connected to the self-pressurizing oil tank through the high-pressure oil port of the first proportional speed regulating valve, and the fault injector is used to inject pollutants; the oil return port of the aviation hydraulic plunger pump is connected to the self-pressurizing oil tank through the low-pressure oil port of the first proportional relief valve; A two-position three-way reversing valve, wherein the oil outlet of the aviation hydraulic plunger pump is connected to the inlet of the two-position three-way reversing valve, the first outlet of the two-position three-way reversing valve is connected to the simulated load branch, and the second outlet of the two-position three-way reversing valve is connected to the reproducing branch of the wing actuation working condition on the aircraft; The simulated load branch is provided with a third proportional speed regulating valve, a second proportional relief valve and a fourth proportional speed regulating valve, the first outlet of the two-position three-way reversing valve is connected to the high-pressure oil port of the third proportional speed regulating valve, and the low-pressure oil port of the third proportional speed regulating valve is simultaneously connected to the high-pressure oil port of the fourth proportional speed regulating valve and the high-pressure oil port of the second proportional relief valve; The reproduction branch is provided with a three-position four-way proportional servo valve and an actuator cylinder. The second outlet of the two-position three-way reversing valve is connected to the first inlet of the three-position four-way proportional servo valve, and is connected to the actuator cylinder through the first outlet of the three-position four-way proportional servo valve. The actuator cylinder is connected to the damping-spring-guide rail load simulation unit.

[0006] A second aspect of the present application provides a method for injecting a simulated hydraulic pressure in a fault mode of an aviation hydraulic plunger pump, the simulated hydraulic pressure method comprising: Obtaining the current test state type, wherein the test state type includes a normal working state test and a fault working state test; Determine the failure mechanism of the test state type and obtain the system components affected by the current state test; Determine a simulation scheme based on the affected system components, the simulation scheme including a normal state adjustment mode and a fault state adjustment mode; According to the simulation scheme, normal working state data and fault working state data are obtained, and the two types of data are compared to extract time-frequency domain fault characteristic parameters.

[0007] The present application provides an aviation hydraulic plunger pump fault mode injection simulation hydraulic system and method. First, by connecting the oil inlet of the aviation hydraulic plunger pump to the fault injector, the fault injector can realize the injection of external pollutants under the control of the oil inlet of the aviation hydraulic plunger pump to simulate the fault of excessive pollutants. At the same time, the aviation hydraulic plunger pump is used to quantify the returned fault parts or artificially inject abnormal wear of different damage levels to realize the simulation of structural failure. Secondly, the combination of speed control valve and overflow valve is used to build a simulation of various types of loads. At the same time, the damping-spring-guide rail load simulation unit is used to directly reproduce the real working state when the wing is actuated. The two-position three-way reversing valve can also be used to realize the switching of the simulated load branch and the reproduction branch of the on-board wing actuation working condition. In the simulated load branch, the throttling load, overflow load and throttling-overflow load can be simulated by adjusting the third proportional speed regulating valve, the second proportional relief valve and the fourth proportional speed regulating valve; in the reproduction branch of the wing actuation working condition on the aircraft, the three-position four-way proportional servo valve can be used to drive the actuator to overcome the damping-spring-guide rail load simulation unit to reproduce the real working state of the wing actuation, realizing the simulation of various loads, without the need to establish a complex simulation model, and using conventional components to achieve the simulation of various working conditions. Finally, the aviation hydraulic piston pump fault mode injection simulation hydraulic system proposed in this application is based on the connection relationship of actual components. Compared with the simulation model and numerical simulation method, it not only improves the data reliability of the typical fault mode injection test of the hydraulic piston pump, but also makes the fault simulation more in line with the actual airborne environment. At the same time, it can complete the reproduction of various real fault modes such as abnormal wear of the friction pair, main shaft fracture, excessive contamination, excessive return oil pressure, rotor cracks and shell cracks, fault injection and fault test data collection and analysis, as well as the verification test of the fault diagnosis algorithm. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 A structural diagram of a first embodiment of a fault mode injection simulation hydraulic system for an aviation hydraulic plunger pump provided in the present application; Figure 2 A flow chart of Embodiment 1 of a method for injecting simulated hydraulic pressure into a fault mode of an aviation hydraulic plunger pump provided in the present application; Figure 3 The fault generation principle and solution corresponding to the fault type shown in this application; Figure 4 This is a schematic diagram of the working principle structure of the aviation hydraulic plunger pump shown in this application; Description of reference numerals: 1-first servo motor, 2-aircraft hydraulic piston pump, 3-fault injector, 4-first proportional speed control valve, 5-first filter, 6-first flow meter, 7-first proportional relief valve, 8-safety valve, 9-unloading valve, 10-quantitative gear pump, 11-second filter, 12-radiator, 13-second servo motor, 14-check valve, 15-third filter, 16-second flow meter, 17-accumulator, 18-electromagnetic switch valve, 19-second proportional speed control valve, 20-two-position three-way reversing valve, 21-first pressure and temperature sensor, 22-third proportional speed control valve, 23-fourth proportional speed control valve, 24-second proportional relief valve, 25-first Three-proportional relief valve, 26-second pressure and temperature sensor, 27-fourth filter, 28-fifth proportional speed control valve, 29-three-position four-way proportional servo valve, 30-hydraulic lock, 31-third pressure and temperature sensor, 32-fourth pressure and temperature sensor, 33-actuator, 34-displacement sensor, 35-mass block, 36-damper, 37-spring, 38-sliding guide rail, 39-fifth pressure and temperature sensor, 40-fifth filter, 41-self-pressurized oil tank, 42-sixth pressure and temperature sensor, 43-seventh pressure and temperature sensor, 44-eighth pressure and temperature sensor, 45-contamination sensor, 46-ninth pressure and temperature sensor. DETAILED DESCRIPTION

[0009] Here, exemplary embodiments are described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application.

[0010] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in this article refers to and includes any or all possible combinations of one or more associated listed items.

[0011] It should be understood that although the terms first, second, third, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0012] Specific embodiments are given below to introduce the technical solution of the present application in detail.

[0013] Figure 1 This is a structural diagram of the first embodiment of the aviation hydraulic plunger pump failure mode injection simulation hydraulic system provided by this application. Figure 1 The system provided in this embodiment may include: An aviation hydraulic piston pump 2, the oil inlet P2 of the aviation hydraulic piston pump 2 is connected to the low-pressure oil port T4 of the first proportional speed regulating valve 4 and the fault injector 3, and is connected to the self-pressurizing oil tank 41 through the high-pressure oil port P4 of the first proportional speed regulating valve 4, and the fault injector 3 is used to inject pollutants; the oil return port of the aviation hydraulic piston pump 2 is connected to the self-pressurizing oil tank through the low-pressure oil port T7 of the first proportional relief valve 7; A two-position three-way reversing valve 20, wherein the oil outlet T2 of the aviation hydraulic plunger pump 2 is connected to the inlet A20 of the two-position three-way reversing valve 20, the first outlet B20 of the two-position three-way reversing valve 20 is connected to the simulated load branch, and the second outlet C20 of the two-position three-way reversing valve 20 is connected to the reproducing branch of the wing actuation working condition on the aircraft; The simulated load branch is provided with a third proportional speed regulating valve 22, a second proportional relief valve 24 and a fourth proportional speed regulating valve 23, the first outlet B20 of the two-position three-way reversing valve 20 is connected to the high-pressure oil port P20 of the third proportional speed regulating valve 22, and the low-pressure oil port T20 of the third proportional speed regulating valve 22 is simultaneously connected to the high-pressure oil port P23 of the fourth proportional speed regulating valve 23 and the high-pressure oil port P24 of the second proportional relief valve 24; The reproduction branch is provided with a three-position four-way proportional servo valve 29 and an actuator 33. The second outlet C20 of the two-position three-way reversing valve 20 is connected to the first inlet A29 of the three-position four-way proportional servo valve 29, and is connected to the actuator 33 through the first outlet B29 of the three-position four-way proportional servo valve 29. The actuator 33 is connected to the damping-spring-guide rail load simulation unit.

[0014] It should be noted that the aviation hydraulic plunger pump 2 is the core power element in the aviation hydraulic transmission system, responsible for converting mechanical energy into hydraulic energy and providing pressurized oil for the entire hydraulic system. The fault injector 3 is used to change the oil contamination and air content to simulate the failure of the aviation hydraulic plunger pump due to abnormal wear and other reasons. It can also inject pollutants such as stirred metal debris to simulate the failure mode of excessive pollutants in the oil suction pipeline.

[0015] This system uses the connection design of the oil inlet and return port of the aviation hydraulic piston pump, and uses the fault injector and the adjustment of the control valve (speed control valve, relief valve) to achieve the simulation of different fault modes. Specifically, by setting the speed control valve to adjust the flow and speed of the hydraulic oil, the operating state of the hydraulic system under different working conditions can be simulated, and by setting the relief valve to control the pressure in the return oil path, the system can also simulate different fault modes under different return oil pressures. In addition, the high-pressure oil port of the first proportional speed control valve is connected to the self-pressurized oil tank, which means that the pressure of the hydraulic oil can flow directly back to the self-pressurized oil tank after being adjusted by the speed control valve. By adjusting the valve opening of the first proportional speed control valve, the system can control the oil inlet pressure, thereby realizing the simulated operation of the hydraulic pump under different oil inlet pressure conditions. It should also be noted that the return oil port of the aviation hydraulic piston pump is connected to the self-pressurized oil tank through the first proportional relief valve. In this way, when the aviation hydraulic piston pump completes the actuation work, the excess hydraulic oil adjusts the pressure through the relief valve and flows back to the oil tank, and different fault modes can be simulated under different return oil pressures. For example, when the oil return port is blocked, the aircraft hydraulic plunger pump 2 generates tiny metal debris during operation, which can cause the oil return port to be blocked, resulting in poor oil return. Figure 1 , due to the poor oil return, the pressure in the pump will gradually increase, and the corresponding temperature will also increase. The eighth pressure and temperature sensor 44 detects the increase in pressure and temperature. When the oil flows to the connected first filter 5, the pressure difference between the high-pressure oil port and the low-pressure oil port of the first filter 5 will increase, and the presence of debris will increase the filtration load of the first filter. After the failure occurs, the first flow meter will detect that the flow rate has decreased. The first proportional relief valve 7 is used to adjust the pressure of the system. When the oil return port is blocked, the system pressure increases, and the first proportional relief valve 7 may try to open to release excess pressure. However, due to the poor oil return, the regulating effect of the relief valve may be limited and the pressure cannot be effectively reduced to a normal level. In this system, the return oil pressure under different blockage conditions can be simulated by adjusting the overflow pressure of the first proportional relief valve 7. At the same time, the pressure and flow of the oil return port can be monitored in real time in combination with the first flow meter 6 and the eighth pressure and temperature sensor 44.

[0016] When implementing it, refer to Figure 1 The component connection method of the oil return port path of the aviation hydraulic plunger pump includes: the oil return port of the aviation hydraulic plunger pump 2 passes through the high-pressure oil port P5 and the low-pressure oil port T5 of the first filter 5, flows through the high-pressure oil port P6 and the low-pressure oil port T6 of the first flowmeter 6 and is connected to the high-pressure oil port P7 of the first proportional relief valve 7, the low-pressure oil port T7 of the first proportional relief valve 7 is connected to the self-pressurized oil tank 41, and the eighth pressure and temperature sensor 44 is connected to the high-pressure oil port P5 of the first filter 5.

[0017] In addition, the oil outlet path of the aviation hydraulic plunger pump also includes: the contamination sensor 45 is connected to the oil inlet P9 of the unloading valve 9 and the oil inlet P8 of the safety valve 8; the oil outlet T9 of the unloading valve 9 and the oil outlet T8 of the safety valve 8 are connected to the self-pressurized oil tank 41.

[0018] It should be noted that during the operation of the hydraulic system, due to the wear of components, aging of hydraulic oil, etc., the return oil may carry some granular impurities. If these impurities are not filtered out, they may re-enter the hydraulic system and cause wear to the plunger pump and other precision components, reducing the reliability and life of the system. The eighth pressure and temperature sensor 44 is connected to the high-pressure oil port P5 of the first filter 5, and can monitor the pressure and temperature of the return oil before passing through the filter in real time. If the pressure is too high, it may mean that the filter is clogged or there are other problems in the return oil pipeline; if the temperature is abnormal, it may indicate that there is overheating or other faults in the system. By monitoring the pressure and temperature of the return oil, potential problems can be discovered in time.

[0019] In addition, the contamination sensor 45 is connected to the oil inlet P9 of the unloading valve 9 and the oil inlet P8 of the safety valve 8, wherein the unloading valve 9 and the safety valve 8 play a role of safety protection in the hydraulic system. When the system pressure is too high, the safety valve 8 will automatically open and release the excess pressure oil back to the self-boosting oil tank 41 to prevent the system pressure from being too high, causing damage to components or danger. When the system pressure reaches a certain value, the unloading valve 9 can automatically open and release the hydraulic oil back to the self-boosting oil tank 41 to reduce the pressure of the system.

[0020] Please continue to refer to Figure 1 , the first servo motor 1 is connected to the aviation hydraulic piston pump 2, the oil outlet T2 of the aviation hydraulic piston pump 2 is connected to the seventh pressure and temperature sensor 43, and after flowing through the contamination sensor 45, it is connected to the oil inlet P14 of the one-way valve 14; The oil outlet T14 of the one-way valve 14 is connected to the high-pressure oil port P15 of the third filter 15; the low-pressure oil port T15 of the third filter 15 is connected to the high-pressure oil port P16 of the second flowmeter 16; the low-pressure oil port T16 of the second flowmeter 16 is simultaneously connected to the oil inlet and outlet P17 of the accumulator 17, the solenoid switch valve 18 and the high-pressure oil port P19 of the second proportional speed control valve 19, and the low-pressure oil port T19 of the second proportional speed control valve 19 is connected to the inlet A20 of the two-position three-way reversing valve 20.

[0021] Among them, the first servo motor 1 provides rotational power for the aviation hydraulic plunger pump 2 to drive it to work, and the pressure and temperature sensor 43 is used to monitor the pressure and temperature of the oil outlet T2 of the aviation hydraulic plunger pump 2 in real time, and provide important status data for fault monitoring and diagnosis of the entire hydraulic system during fault simulation. It should be noted that during fault simulation, changes in data such as pressure, temperature, and flow can be used for judgment (therefore, multiple pressure and temperature sensors and flow meters are designed in the system).

[0022] It should also be noted that the contamination sensor 45 is used to monitor the contamination level of the hydraulic oil flowing through the hydraulic system. If there are particles, impurities or other contaminants in the hydraulic oil, the sensor will detect it and provide feedback; after the hydraulic oil flows through the contamination sensor 45, it enters the oil inlet P14 of the one-way valve 14. The function of the one-way valve 14 is to ensure that the hydraulic oil can only flow in one direction, prevent backflow in the hydraulic system, and ensure the directionality of the oil flow. The hydraulic oil output by the one-way valve 14 enters the third filter 15 to further remove impurities or contaminants in the hydraulic oil to ensure that the hydraulic oil flowing into the downstream components is clean. In addition, by setting up the accumulator 17, it plays the role of storing energy, which can balance the pressure fluctuations of the system and quickly release the hydraulic oil when needed to compensate for the energy needs of the system; by setting up the electromagnetic switch valve 18, it can be used to control the on and off of the hydraulic oil.

[0023] The complete simulated load branch is introduced below: The first outlet B20 of the two-position three-way reversing valve 20 is connected to the first pressure and temperature sensor 21, and is connected to the high-pressure oil port P20 of the third proportional speed regulating valve 22 through the first pressure and temperature sensor 21. The low-pressure oil port T20 of the third proportional speed regulating valve 22 is simultaneously connected to the high-pressure oil port P23 of the fourth proportional speed regulating valve 23 and the high-pressure oil port P24 of the second proportional relief valve 24; wherein the third proportional speed regulating valve 22 and the second proportional relief valve 24 are connected in series, and the third proportional speed regulating valve 22 and the The fourth proportional speed regulating valve 23 is connected in series, and the second proportional relief valve 24 and the fourth proportional speed regulating valve 23 are connected in parallel; the low-pressure oil port T23 of the fourth proportional speed regulating valve 23 and the low-pressure oil port T24 of the second proportional relief valve 24 are simultaneously connected to the high-pressure oil port P25 of the third proportional relief valve 25, the second pressure and temperature sensor 26, and the high-pressure oil port P27 of the fourth filter 27, and the low-pressure oil port T25 of the third proportional relief valve 25 and the low-pressure oil port T27 of the fourth filter 27 are connected to the self-pressurized oil tank 41.

[0024] It should be noted that the third proportional speed regulating valve 22, the fourth proportional speed regulating valve 23 and the second proportional relief valve 24 can provide a flexible adjustment method through the combination of series and parallel connection. Specifically, the combination of series and parallel connection allows the system to control and limit the flow and pressure in different forms under different conditions. For example, the series connection of the third proportional speed regulating valve 22 and the second proportional relief valve 24 can simulate a throttling load, adjust the pressure and flow to simulate the behavior of the hydraulic system under different load conditions; the series connection of the third proportional speed regulating valve 22 and the fourth proportional speed regulating valve 23 can further refine the speed and pressure of the hydraulic flow control, and provide a more accurate load simulation, especially when a larger range of flow changes is required; the parallel connection of the second proportional relief valve 24 and the fourth proportional speed regulating valve 23 allows the system to selectively guide the hydraulic flow, simulate different forms of overflow and load conditions, and realize flexible load switching. The third proportional speed regulating valve 22, the fourth proportional speed regulating valve 23 and the second proportional relief valve 24 act simultaneously, which can realize fine adjustment of the load and simulate more complex load conditions. For example, the ratio of throttling and overflow can be adjusted as needed to simulate different types of hydraulic system loads, such as throttling loads, overflow loads, or throttling-overflow loads. By adjusting the opening of the three valves, the flow and pressure of the hydraulic oil can be changed, thereby adjusting the size and characteristics of the load.

[0025] In addition, a third proportional relief valve 25 is provided on the basis of the second proportional relief valve 24, which can provide multiple safety protections. Among them, the relief valve automatically releases pressure when the system pressure is too high, and guides the excess pressure back to the self-pressurizing oil tank 41, which can prevent the system from damaging the equipment or causing failures due to excessive pressure. Moreover, this multi-level overflow design can also simulate different forms of failures. For example, in the case of overload, the different responses of the relief valve will directly affect the flow and pressure distribution of the hydraulic system.

[0026] The following is an introduction to the recurrence branch of the wing actuation condition on the aircraft: The second outlet C20 of the two-position three-way reversing valve 20 is connected to the high-pressure oil port P28 of the fifth proportional speed regulating valve 28, and the low-pressure oil port T28 of the fifth proportional speed regulating valve 28 is simultaneously connected to the ninth pressure and temperature sensor 46 and the first inlet A29 of the three-position four-way proportional servo valve 29; the first outlet B29 of the three-position four-way proportional servo valve 29 is connected to the first inlet A30 of the hydraulic lock 30, and the first outlet B30 of the hydraulic lock 30 is simultaneously connected to the third pressure and temperature sensor 31 and the rodless chamber A33 of the actuator 33; the rod chamber B33 of the actuator 33 is simultaneously connected to the fourth pressure and temperature sensor 32 and the second inlet C30 of the hydraulic lock 30, and the second outlet D30 of the hydraulic lock 30 is connected to the second inlet C29 of the three-position four-way proportional servo valve 29; the second outlet D29 of the three-position four-way proportional servo valve 29 is simultaneously connected to the fifth pressure and temperature sensor 39 and the high-pressure oil port P40 of the fifth filter 40, and the low-pressure oil port T40 of the fifth filter 40 is connected to the self-pressurizing oil tank 41.

[0027] It should be noted that the setting of the hydraulic lock 30 can lock the position of the actuator 33 to prevent it from moving when it does not need to move. The three-position four-way proportional servo valve 29 can change the connection mode of the oil port through electromagnetic control to achieve precise control of the movement direction and speed of the actuator 33. This precise control and flexible adjustment capability can more realistically reproduce the various states of the aviation hydraulic plunger pump in actual work. In addition, the outside of the actuator is connected to the damping-spring-guide rail load simulation unit, wherein the damping-spring-guide rail load simulation unit includes a mass block 35, a damper 36, a spring 37 and a sliding guide rail 38. Through the mutual cooperation of the mass block 35, the damper 36, the spring 37 and the sliding guide rail 38, resistance can be generated to the movement of the actuator 33 to simulate the load conditions in actual working conditions. A displacement sensor 34 is also arranged above the actuator 33 to measure the displacement of the actuator 33 in real time and provide the system with accurate data on the movement state of the actuator 33.

[0028] In addition, in order to better ensure the efficient circulation of hydraulic oil, and to better monitor the pressure and temperature in real time, and maintain the safe and efficient operation of the hydraulic system, a quantitative gear pump 10 and a radiator 12 are provided on the self-pressurizing oil tank 41 to simulate the heat sink system of the hydraulic system. Specifically, the connection method of the heat sink part is: The second servo motor 13 is connected to the quantitative gear pump 10, and the oil inlet P11 of the quantitative gear pump 10 draws hydraulic oil from the self-pressurizing oil tank 41 through the oil inlet P11 and the oil return port T11 of the second filter 11; The oil outlet T10 of the quantitative gear pump 10 flows through the oil inlet P12 and the oil return port T12 of the radiator 12 and flows back to the self-boosting oil tank 41; The sixth pressure and temperature sensor 42 is connected to the self-pressurizing oil tank 41 .

[0029] It should be noted that the second servo motor 13 drives the quantitative gear pump 10 to draw hydraulic oil from the self-boosting oil tank 41 to provide a stable supply of hydraulic oil for the hydraulic system. The second filter 11 connected to the oil inlet P10 of the quantitative gear pump 10 can filter out impurities to protect system components. The oil outlet T10 of the quantitative gear pump 10 flows through the radiator 12 and then flows back to the self-boosting oil tank 41. The radiator 12 can dissipate the heat generated by the hydraulic oil during the circulation process, maintain the performance of the hydraulic oil, and provide a stable working environment for the fault mode injection simulation of the aviation hydraulic plunger pump.

[0030] It should be noted that the setting of the heat sink part can measure the hydraulic oil supply, filtering and heat dissipation conditions. Among them, the hydraulic oil supply condition is the process of the second servo motor driving the quantitative gear pump to draw hydraulic oil from the self-pressurized oil tank. At this time, the supply stability of the hydraulic system can be evaluated based on the pressure and flow data of the quantitative gear pump (which can be obtained through the pressure sensor and flow meter). If the pressure and flow fluctuate greatly, it may affect the normal operation of the aviation hydraulic piston pump and other components. For this condition, the hydraulic oil supply can be optimized and the system performance can be improved by adjusting the speed of the second servo motor or replacing quantitative gear pumps of different specifications. The filtering condition is to observe the state of the second filter in the process of filtering the hydraulic oil. At this time, the pressure difference and impurity content data before and after the filter can be used to judge the working state and filtering effect of the filter. When the pressure difference is too large or the impurity content exceeds a certain standard, the filter can be cleaned or replaced in time to protect the system components from damage by impurities. The heat dissipation condition is to monitor the performance of the radiator in the process of dissipating the heat of the hydraulic oil. At this time, the temperature data and heat dissipation data of the radiator inlet and outlet can be used to evaluate the heat dissipation effect of the radiator. If the temperature is too high or the heat dissipation is insufficient, you need to check the working condition of the radiator, such as whether there is any blockage, whether the fan is operating normally, etc., or consider replacing a radiator with a larger heat dissipation capacity to ensure that the hydraulic system operates at an appropriate temperature.

[0031] The aviation hydraulic plunger pump fault mode injection simulation hydraulic system provided by the present application firstly connects the oil inlet of the aviation hydraulic plunger pump to the fault injector, so that the fault injector can realize the injection of external pollutants under the control of the oil inlet of the aviation hydraulic plunger pump to simulate the fault of excessive pollutants, and at the same time, the aviation hydraulic plunger pump is used to quantify the returned fault parts or artificially inject abnormal wear of different damage levels to realize the simulation of structural failure. Secondly, the combination of speed control valve and overflow valve is used to build the simulation of various types of loads, and the damping-spring-guide rail load simulation unit is used to directly reproduce the real working state when the wing is actuated, and the two-position three-way reversing valve can also be used to realize the switching of the simulated load branch and the reproduction branch of the on-board wing actuation working condition. In the simulated load branch, the throttling load, overflow load and throttling-overflow load can be simulated by adjusting the third proportional speed control valve, the second proportional relief valve and the fourth proportional speed control valve; in the reproduction branch of the onboard wing actuation working condition, the three-position four-way proportional servo valve can be used to drive the actuator to overcome the damping-spring-guide rail load simulation unit to reproduce the real working state of the wing during actuation, thereby realizing the simulation of various loads. There is no need to establish a complex simulation model, and conventional components can be used to realize the simulation of various working conditions. Finally, the aviation hydraulic plunger pump fault mode injection simulation hydraulic system proposed in this application is based on the connection relationship of actual components. Compared with the simulation model and numerical simulation method, it not only improves the data reliability of the typical fault mode injection test of the hydraulic plunger pump, making the fault simulation more in line with the actual airborne environment, but also can complete the reproduction of multiple real fault modes, fault injection and fault test data collection and analysis, as well as the verification test of the fault diagnosis algorithm. It should also be noted that the system is equipped with multiple pressure and temperature sensors, flow meters and displacement sensors, which can monitor key parameters such as pressure, temperature, flow and displacement of the actuator in the hydraulic system in real time, helping to detect abnormal conditions in the system in a timely manner and take corresponding measures.

[0032] Figure 2 This is a flow chart of Embodiment 1 of the method for injecting simulated hydraulic pressure into the failure mode of an aviation hydraulic plunger pump provided in this application. Figure 2 , based on the above system embodiment, the simulated hydraulic method includes: S201. Obtain the current test state type, where the test state type includes a normal working state test and a fault working state test.

[0033] It should be noted that system parameters can be monitored in real time through sensors (such as pressure sensors, temperature sensors and pollution sensors). For example, when parameters such as pressure, temperature, flow rate, etc. are within a predetermined range and the pollution sensor shows that the pollutant content is lower than the set threshold, it is judged to be a normal working state. When the monitored parameters are out of the normal range, such as the pressure is too high or too low, the temperature is abnormal, and the pollution sensor shows that the pollutant content exceeds the set threshold, it is judged to be a faulty working state.

[0034] S202: Determine the failure mechanism of the test state type and obtain system components affected by the current state test.

[0035] It should be noted that determining the failure mechanism of the test state type and obtaining the system components affected by the current state test include: (1) Obtain the fault tree model corresponding to the test state type.

[0036] Fault tree analysis is a systematic method for identifying the causes and effects of system failures. In this embodiment, a fault tree model can be established based on failure mode impact and criticality analysis and expert experience knowledge, which should include fault tree models related to normal working state tests and faulty working state tests.

[0037] (2) Determine the connection status of each system component and the flow status of the hydraulic oil based on the fault tree model.

[0038] It should be noted that the fault tree model describes how potential fault events in the system lead to system failure through different paths. By analyzing the different branches of the fault tree, the functions and states of each system component under different fault modes can be determined. Specifically, based on the fault tree model, it can be determined whether the connection status of each component is normal or affected. When the connection status is normal, it means that the connection between the component and other components is complete and fault-free, and the hydraulic oil can flow normally. When the connection status is damaged, it means that a certain fault event (such as leakage, blockage or valve failure) has caused the connection between components to be interrupted or the function to be damaged.

[0039] It should also be noted that the hydraulic system relies on the flow of oil to transfer energy. If a component fails, the flow of hydraulic oil will also be affected. Based on the analysis of the fault tree model, the flow state of hydraulic oil in the system can be determined. If the flow path of the hydraulic oil is blocked or the pressure is abnormal, it indicates a component failure (the abnormal position of the component can be determined based on the blocked or abnormal position).

[0040] (3) Determine the system components affected by the current state test based on the connection state and the hydraulic oil flow state.

[0041] By checking the connection status of each component in the system, it is possible to determine whether there is a problem with the physical connection, and then determine which components may be affected. In the hydraulic system, the flow of hydraulic oil directly affects the operation of the system components. By combining the connection status of each component in the system and the flow status of the hydraulic oil, it is possible to determine which components may be affected under the current fault or test state.

[0042] S203: Determine a simulation scheme based on the affected system components, wherein the simulation scheme includes a normal state adjustment mode and a fault state adjustment mode.

[0043] It should be noted that the simulation scheme is determined based on the affected system components, including: (1) Identifying the normal state and the corresponding fault mode of the fault according to the affected system components, and determining the type of fault occurring in the component based on the fault mode; the fault type includes structural failure, cavitation failure, oil return blockage and excessive pollutants.

[0044] It should be noted that by analyzing the impact of each component in the hydraulic system, we can identify which components are affected under the current fault conditions, and further analyze their corresponding normal working conditions and possible fault modes. Then, we can determine the type of fault that occurs in the component based on the fault mode. Among them, common fault types include structural failure, cavitation failure, oil return blockage and excessive pollutants. Figure 3 Please refer to the diagram for the fault generation principle and solution corresponding to the fault type shown in this application. Figure 3 Structural failure may be caused by rotor cracks, oil separator cracks, plunger seat cracks, cylinder body cracks, plunger wear, shoe wear and oil separator wear. Cavitation failure may be caused by the oil inlet pipeline being too thin and too long, insufficient self-boosting supply pressure, too small self-boosting supply flow or excessive inertia of the self-boosting system. Return oil blockage may be caused by return oil port blockage, excessive return oil port pressure resistance and too long return oil port pipeline. Excessive pollutants may be caused by pipe joint processing debris, plunger pump fatigue peeling debris, hydraulic pipeline detachment and external pollutants.

[0045] (2) Adjust system components based on the identified normal states and failure modes.

[0046] Please continue to refer to Figure 3 , adjust system components based on identified normal states and failure modes, including: (i) Under normal conditions, adjust the corresponding overflow valve and speed regulating valve.

[0047] By adjusting the opening of each overflow valve and speed control valve, the load type and flow rate of hydraulic oil in the system can be adjusted to meet the actual working conditions.

[0048] (ii) When the fault type is structural failure, the aircraft hydraulic piston pump being tested is disassembled, and normal parts in the aircraft hydraulic piston pump are replaced with faulty parts to perform a fault injection test to obtain performance and vibration characteristic test data under the fault state.

[0049] Figure 4 This is a schematic diagram of the working principle of the aviation hydraulic piston pump shown in this application. Please refer to Figure 4 When the fault type is structural failure, the aviation hydraulic plunger pump being tested can be disassembled. For example, taking the abnormal wear of the plunger seat as an example, the returned faulty parts with different damage conditions can be selected for quantification, or abnormal wear failure modes with different damage levels can be artificially injected, and the normal parts in the aviation hydraulic plunger pump can be replaced with the faulty parts for fault injection testing to obtain the performance and vibration characteristic test data under the fault state.

[0050] (iii) When the fault type is a cavitation fault, adjusting the valve core opening of the first proportional speed control valve to simulate a cavitation fault at the oil inlet of the aviation hydraulic plunger pump.

[0051] Referring to the above system, by adjusting the valve core opening of the first proportional speed control valve 4, it is possible to simulate the excessive pressure resistance of the oil inlet caused by the oil inlet pipeline being too long or the supply pressure being insufficient, thereby causing the oil inlet cavitation fault.

[0052] (iiii) When the fault type is oil return blockage, the overflow pressure of the first proportional overflow valve is adjusted to simulate the oil return pressure under different blockage conditions, and the pressure and flow of the oil return port of the aviation hydraulic plunger pump are monitored in real time through the first flow meter and the eighth pressure and temperature sensor.

[0053] It should be noted that the oil return flow rate of the aviation hydraulic plunger pump is an important indicator for measuring its heat dissipation capacity. The tiny metal debris generated during the operation of the plunger pump often causes the oil return port to be blocked, resulting in poor oil return. Therefore, referring to the previous system, the oil return pressure under different blockage conditions can be simulated by adjusting the overflow pressure of the first proportional overflow valve 7, and the first flowmeter 6 and the eighth pressure and temperature sensor 44 can monitor the pressure and flow rate of the oil return port in real time.

[0054] (iiiii) When the fault type is excessive pollutants, pollutants are injected into the oil circuit through a fault injector to directly simulate the fault mode of excessive pollutants in the oil suction pipeline of the aviation hydraulic piston pump, and filters are connected at the oil outlet and return port of the aviation hydraulic piston pump.

[0055] It should be noted that, referring to the previous system, evenly stirred metal debris and other pollutants can be injected into the oil circuit through the fault injector 3, which can directly simulate the fault mode of excessive pollutants in the hydraulic piston pump suction pipeline. Filters are connected to the oil outlet and return port of the aviation hydraulic piston pump to avoid the influence of excessive pollutants on other precision servo valves in the hydraulic system.

[0056] (3) Form a simulation plan based on the adjusted system state.

[0057] It should be noted that the simulation plan at least includes: When the two-position three-way valve is switched, the switching path is determined according to the working conditions; when the switching path is in the left position, the throttling load or the overflow load is simulated by adjusting the opening of any two components among the third proportional speed regulating valve, the fourth proportional speed regulating valve and the second proportional overflow valve, and the throttling-overflow load is simulated by adjusting the opening of the three components at the same time; When the reversing path is in the right position, the three-position four-way proportional servo valve works in the left position or the right position respectively, driving the actuator to overcome the damping-spring-guide rail load simulation unit, thereby reproducing the actual working state of the aviation hydraulic plunger pump when the wing on the aircraft is actuated.

[0058] It should be noted that by adjusting the opening of any two components among the third proportional speed regulating valve, the fourth proportional speed regulating valve and the second proportional overflow valve, a throttling load or an overflow load can be simulated as needed. This flexible way of adjusting the load type enables the system to adapt to different faults and working scenarios. By adjusting the opening of the above three components at the same time, a complex throttling-overflow load can be simulated. This simulation is of great significance for verifying the performance and durability of the system. It should also be noted that the specific failure mode and load type can be freely matched according to actual needs.

[0059] S204, acquiring normal working state data and faulty working state data according to the simulation scheme, and comparing the two types of data to extract time-frequency domain fault characteristic parameters.

[0060] It should be noted that based on the simulation scheme, when the hydraulic system is working normally, the key parameters of each system component, including pressure, flow, temperature, displacement, etc., are recorded. Different types of faults, such as structural failure, cavitation fault, oil return blockage or excessive pollutants, are simulated through the fault mode injection system. Under the condition of simulating faults, the system component parameters that are the same as those in normal working conditions are recorded. Then, by comparing the time domain and frequency domain feature parameters extracted under normal and fault conditions, the fault characteristics existing in the system are judged.

[0061] The hydraulic method for injecting simulated hydraulic pressure into the fault mode of the aviation hydraulic plunger pump provided in this embodiment can simulate a variety of fault modes, including structural failure, cavitation fault, oil return blockage and excessive pollutants, etc., by designing a complex hydraulic simulation system and fault injection mechanism, and for different fault types, there are corresponding methods for determining the fault mechanism, affecting system components and simulation schemes, which can more realistically simulate various fault conditions that may occur in the actual use of the aviation hydraulic plunger pump; when determining the system components affected by the current state test, by obtaining the fault tree model corresponding to the test state type, the affected components are determined based on the judgment of the component connection state and the hydraulic oil flow state, which helps to more systematically analyze the potential problems in the hydraulic system and identify the specific fault location and type; in addition, by obtaining normal working state data and fault working state data, and comparing the two types of data to extract time-frequency domain fault feature parameters, it can provide an accurate basis for the fault diagnosis of the aviation hydraulic plunger pump. This feature extraction method based on actual simulation test data can better reflect the actual situation and improve the accuracy and reliability of fault diagnosis compared with the traditional method based on simulation model and mathematical model.

[0062] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. An aviation hydraulic plunger pump failure mode injection simulation hydraulic system, characterized in that: The hydraulic system comprises: An aviation hydraulic plunger pump, wherein the oil inlet of the aviation hydraulic plunger pump is connected to the low-pressure oil port of the first proportional speed regulating valve and the fault injector, and is connected to the self-pressurizing oil tank through the high-pressure oil port of the first proportional speed regulating valve, and the fault injector is used to inject pollutants; the oil return port of the aviation hydraulic plunger pump is connected to the self-pressurizing oil tank through the low-pressure oil port of the first proportional relief valve; A two-position three-way reversing valve, wherein the oil outlet of the aviation hydraulic plunger pump is connected to the inlet of the two-position three-way reversing valve, the first outlet of the two-position three-way reversing valve is connected to the simulated load branch, and the second outlet of the two-position three-way reversing valve is connected to the reproducing branch of the wing actuation working condition on the aircraft; The simulated load branch is provided with a third proportional speed regulating valve, a second proportional relief valve and a fourth proportional speed regulating valve, the first outlet of the two-position three-way reversing valve is connected to the high-pressure oil port of the third proportional speed regulating valve, and the low-pressure oil port of the third proportional speed regulating valve is simultaneously connected to the high-pressure oil port of the fourth proportional speed regulating valve and the high-pressure oil port of the second proportional relief valve; The reproduction branch is provided with a three-position four-way proportional servo valve and an actuator cylinder. The second outlet of the two-position three-way reversing valve is connected to the first inlet of the three-position four-way proportional servo valve, and is connected to the actuator cylinder through the first outlet of the three-position four-way proportional servo valve. The actuator cylinder is connected to the damping-spring-guide rail load simulation unit.

2. The system according to claim 1, characterized in that The system further comprises: The first servo motor is connected to the aviation hydraulic plunger pump, the oil outlet of the aviation hydraulic plunger pump is connected to the seventh pressure and temperature sensor, and after flowing through the contamination sensor, is connected to the oil inlet of the one-way valve; The oil outlet of the one-way valve is connected to the high-pressure oil port of the third filter; the low-pressure oil port of the third filter is connected to the high-pressure oil port of the second flow meter; the low-pressure oil port of the second flow meter is simultaneously connected to the oil inlet and outlet of the accumulator, the electromagnetic switch valve and the high-pressure oil port of the second proportional speed regulating valve, and the low-pressure oil port of the second proportional speed regulating valve is connected to the inlet of the two-position three-way reversing valve; The simulated load branch also includes: The first outlet of the two-position three-way reversing valve is connected to the first pressure and temperature sensor, the low-pressure oil port of the fourth proportional speed regulating valve and the low-pressure oil port of the second proportional relief valve are simultaneously connected to the high-pressure oil port of the third proportional relief valve, the second pressure and temperature sensor, and the high-pressure oil port of the fourth filter, and the low-pressure oil port of the third proportional relief valve and the low-pressure oil port of the fourth filter are connected to the self-pressurized oil tank.

3. The system according to claim 1, characterized in that The reproduction branch of the on-board wing actuation condition also includes: the second outlet of the two-position three-way reversing valve is connected to the high-pressure oil port of the fifth proportional speed regulating valve, and the low-pressure oil port of the fifth proportional speed regulating valve is simultaneously connected to the ninth pressure and temperature sensor and the first inlet of the three-position four-way proportional servo valve; the first outlet of the three-position four-way proportional servo valve is connected to the first inlet of the hydraulic lock, and the first outlet of the hydraulic lock is simultaneously connected to the third pressure and temperature sensor and the rodless chamber of the actuator; the rod chamber of the actuator is simultaneously connected to the fourth pressure and temperature sensor and the second inlet of the hydraulic lock, and the second outlet of the hydraulic lock is connected to the second inlet of the three-position four-way proportional servo valve; the second outlet of the three-position four-way proportional servo valve is simultaneously connected to the fifth pressure and temperature sensor and the high-pressure oil port of the fifth filter, and the low-pressure oil port of the fifth filter is connected to the self-pressurizing oil tank.

4. The system according to claim 2, characterized in that The system further comprises: The oil return port of the aviation hydraulic plunger pump passes through the high-pressure oil port and the low-pressure oil port of the first filter, flows through the high-pressure oil port and the low-pressure oil port of the first flow meter and is connected to the high-pressure oil port of the first proportional relief valve, and the eighth pressure and temperature sensor is connected to the high-pressure oil port of the first filter; The contamination sensor is connected to the oil inlet of the unloading valve and the oil inlet of the safety valve; the oil outlet of the unloading valve and the oil outlet of the safety valve are connected to the self-pressurizing oil tank.

5. The system according to claim 1, characterized in that The system comprises: The second servo motor is connected to a quantitative gear pump, and the oil inlet of the quantitative gear pump draws hydraulic oil from the self-pressurizing oil tank through the oil inlet and oil return port of the second filter; The oil outlet of the quantitative gear pump flows through the oil inlet and oil return port of the radiator and flows back to the self-pressurized oil tank; The sixth pressure and temperature sensor is connected to the self-pressurizing fuel tank.

6. A method for injecting simulated hydraulic pressure into a fault mode of an aviation hydraulic plunger pump, the simulated hydraulic pressure method being applied to a hydraulic system as claimed in any one of claims 1 to 5, characterized in that: The simulated hydraulic method comprises: Obtaining the current test state type, wherein the test state type includes a normal working state test and a fault working state test; Determine the failure mechanism of the test state type and obtain the system components affected by the current state test; Determine a simulation scheme based on the affected system components, the simulation scheme including a normal state adjustment mode and a fault state adjustment mode; According to the simulation scheme, normal working state data and fault working state data are obtained, and the two types of data are compared to extract time-frequency domain fault characteristic parameters.

7. The method according to claim 6, characterized in that Determine the failure mechanism of the test state type and obtain the system components affected by the current state test, including: Obtain the fault tree model corresponding to the test state type; Determine the connection status of each system component and the flow status of hydraulic oil based on the fault tree model; The system components affected by the current state test are determined based on the connection state and the hydraulic oil flow state.

8. The method according to claim 6, characterized in that Determine simulation scenarios based on the system components that are impacted, including: Identify the normal state and the fault mode corresponding to the fault according to the affected system components, and determine the type of fault occurring in the component based on the fault mode; the fault type includes structural failure, cavitation failure, oil return blockage and excessive pollutants; Adjust system components based on identified normal states and failure modes; A simulation scenario is formed based on the adjusted system status.

9. The method according to claim 8, characterized in that The adjusting of system components based on the identified normal state and failure mode includes: In normal state, adjust the corresponding overflow valve and speed regulating valve; When the fault type is structural failure, the tested aviation hydraulic piston pump is disassembled, and normal parts in the aviation hydraulic piston pump are replaced with faulty parts to perform a fault injection test to obtain performance and vibration characteristic test data under the fault state; When the fault type is a cavitation fault, adjusting the valve core opening of the first proportional speed regulating valve to simulate a cavitation fault at the oil inlet of an aviation hydraulic plunger pump; When the fault type is oil return blockage, the overflow pressure of the first proportional overflow valve is adjusted to simulate the oil return pressure under different blockage conditions, and the pressure and flow of the oil return port of the aviation hydraulic plunger pump are monitored in real time through the first flowmeter and the eighth pressure and temperature sensor; When the fault type is excessive pollutants, pollutants are injected into the oil circuit through a fault injector to directly simulate the fault mode of excessive pollutants in the oil suction pipeline of the aviation hydraulic plunger pump, and filters are connected at the oil outlet and return port of the aviation hydraulic plunger pump.

10. The method according to claim 6, characterized in that The simulation scheme includes: When the two-position three-way valve is switched, the switching path is determined according to the working conditions; when the switching path is in the left position, the throttling load or the overflow load is simulated by adjusting the opening of any two components among the third proportional speed regulating valve, the fourth proportional speed regulating valve and the second proportional overflow valve, and the throttling-overflow load is simulated by adjusting the opening of the three components at the same time; When the reversing path is in the right position, the three-position four-way proportional servo valve works in the left position or the right position respectively, driving the actuator to overcome the damping-spring-guide rail load simulation unit, thereby reproducing the actual working state of the aviation hydraulic plunger pump when the wing on the aircraft is actuated.

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