An aircraft ignition control circuit and method

Abstract

The application provides an aircraft ignition control circuit and an ignition control method. The ignition control circuit comprises an overload relay, a first solid-state relay, a second solid-state relay, a third solid-state relay and an ignition path current-limiting resistor. The overload relay comprises a first main normally open contact and a second main normally open contact. The first solid-state relay comprises a first backup normally open contact. The second solid-state relay comprises a second backup normally open contact. The third solid-state relay comprises an ignition normally open contact. The first main normally open contact and the first backup normally open contact are connected in parallel, and then the ignition normally open contact and the ignition path current-limiting resistor are connected in series in sequence to form a positive electrode branch. The second main normally open contact and the second backup normally open contact are connected in parallel to form a negative electrode branch. The application can avoid the influence of instantaneous interruption in the overload relay on the ignition control.

Description

Technical Field

[0001] This invention relates to the field of aircraft electrical control technology, and in particular to an aircraft ignition control circuit and ignition control method. Background Technology

[0002] In the ignition control circuit of an aircraft, to improve system safety and avoid accidental ignition, the normally open contact of an overload relay is typically used as primary ignition protection. Even if a secondary control circuit issues an accidental ignition signal due to some reason, the normally open contact of the overload relay for primary ignition protection remains open, preventing the pyrotechnics from connecting to the ignition power supply and ensuring the reliability of launch control. This is because the aircraft does not experience the specified acceleration overload (i.e., fails to launch successfully).

[0003] Mechanical acceleration overload relays are widely used in aircraft launch control to detect the launch status due to their advantages such as strong electromagnetic interference resistance and ease of use. However, the mechanical contact structure of these relays may experience momentary disconnection under strong vibration or shock conditions. This momentary disconnection can affect the ignition control of the aircraft under such conditions, reducing the reliability of ignition. Therefore, overcoming the drawbacks of using mechanical overload relays for aircraft ignition control and improving the reliability of the ignition control circuit has become a technical problem that needs to be solved. Summary of the Invention

[0004] This invention provides an aircraft ignition control circuit and ignition control method to improve the reliability of using mechanical overload relays for aircraft ignition control.

[0005] To achieve the above objectives, the present invention provides the following solution.

[0006] One aspect of the present invention provides an aircraft ignition control circuit, including an overload relay M, a first solid-state relay G1, a second solid-state relay G2, a third solid-state relay G3, and an ignition path current-limiting resistor R. The overload relay M includes a first main normally open contact MK1 and a second main normally open contact MK2. The first solid-state relay G1 includes a first spare normally open contact BK1. The second solid-state relay G2 includes a second spare normally open contact BK2. The third solid-state relay G2 includes an ignition normally open contact DK. The first main normally open contact MK1 and the first spare normally open contact BK1 are connected in parallel and then connected in series with the ignition normally open contact DK and the ignition path current-limiting resistor R to form a positive branch. The second main normally open contact MK2 and the second spare normally open contact BK2 are connected in parallel to form a negative branch.

[0007] In some embodiments, when an overload relay M detects an overload signal, it controls the first main normally open contact MK1 to become conductive; when the first solid-state relay G1 receives an overload signal, it controls the first spare normally open contact BK1 to become conductive; when the third solid-state relay G3 receives an ignition command, it controls the ignition normally open contact DK to become conductive; the positive branch is in a conductive state; when the overload relay M detects an overload signal, it controls the second main normally open contact MK2 to become conductive; when the second solid-state relay G2 receives an overload signal, it controls the second spare normally open contact BK2 to become conductive; the negative branch is in a conductive state.

[0008] In some embodiments, the positive branch is connected between the positive terminal of the external ignition power supply and the positive terminal of the pyrotechnic device; the negative branch is connected between the negative terminal of the ignition power supply and the negative terminal of the pyrotechnic device.

[0009] In some embodiments, the overload relay is a mechanical overload relay. The overload relay is a mechanical acceleration overload relay.

[0010] In some embodiments, after sensing a specified overload value and overload time, the mechanical overload relay controls the switching state of both the first main normally open contact (MK1) and the second main normally open contact (MK2) to change from open to closed.

[0011] In some embodiments, the holding time for the normally open ignition contact DK to change from an open to an on state is consistent with the effective time of the ignition command.

[0012] Another aspect of the present invention provides an aircraft ignition control method, comprising the following steps:

[0013] The overload relay (M) detects whether there is a valid overload signal, and the release signal receiving module detects whether there is a valid overload signal.

[0014] When an overload signal is detected, the overload relay controls the first main normally open contact (MK1) to become conductive; and controls the second main normally open contact (MK2) to become conductive.

[0015] When an overload signal is detected, the protection signal receiving module sends an overload signal to the first solid-state relay (G1) and the second solid-state relay (G2). When the first solid-state relay (G1) receives the overload signal, it controls the first spare normally open contact (BK1) to become conductive. When the second solid-state relay (G2) receives the overload signal, it controls the second spare normally open contact (BK2) to become conductive.

[0016] After receiving the ignition command, the third solid-state relay (G3) controls the normally open ignition contact (DK) to become conductive.

[0017] In some embodiments, the holding time for the normally open ignition contact (DK) to change from open to on state is consistent with the effective time of the ignition command.

[0018] In some embodiments, the holding time of the first main normally open contact (MK1), the second main normally open contact (MK2), the first spare normally open contact (BK1), and the second spare normally open contact (BK2) in the conducting state is greater than or equal to the effective time of the ignition command.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] The aircraft ignition control circuit and method of this invention simultaneously utilize the normally open contacts of both a mechanical overload relay and a solid-state relay as primary protection control. In this primary protection control, the state of the normally open contact of the solid-state relay is controlled by an overload signal, and remains unchanged upon receiving a valid overload signal. A solid-state relay normally open contact with good shock and vibration resistance is connected in parallel across the normally open contact of the overload relay. During aircraft ignition, both the normally open contacts of the overload relay and the normally open contacts of the solid-state relay simultaneously provide a path to the downstream load, improving the reliability of aircraft ignition. Applying this invention avoids the impact of potential momentary disconnection of the mechanical contact structure in the mechanical acceleration overload relay under strong vibration or shock environments on ignition control. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0022] Figure 1 This is a schematic diagram of an aircraft ignition control circuit according to an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of a solid-state relay being turned on under overload signal control in an embodiment of the present invention;

[0024] Figure 3 This is a schematic diagram of a solid-state relay being turned on under the control of an ignition signal in an embodiment of the present invention. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] The purpose of this invention is to provide an ignition control circuit and ignition control method for an aircraft, solving the problem that the overload relay may experience momentary interruption, thus affecting ignition control.

[0027] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0028] like Figure 1 As shown, an embodiment of the present invention provides an aircraft ignition control circuit, comprising: an overload relay M, a first solid-state relay G1, a second solid-state relay G2, a third solid-state relay G3, and an ignition path current-limiting resistor R. The overload relay M includes a first main normally open contact MK1 and a second main normally open contact MK2. The first solid-state relay G1 includes a first spare normally open contact BK1. The second solid-state relay G2 includes a second spare normally open contact BK2. The third solid-state relay G2 includes an ignition normally open contact DK.

[0029] The first main normally open contact MK1 and the first spare normally open contact BK1 are connected in parallel, and then connected in series with the ignition normally open contact DK and the ignition current-limiting resistor R to form the positive branch. The second main normally open contact MK2 and the second spare normally open contact BK2 are connected in parallel to form the negative branch. The positive branch is connected between the positive terminal of the external ignition power supply and the positive terminal of the pyrotechnic device; the negative branch is connected between the negative terminal of the ignition power supply and the negative terminal of the pyrotechnic device. The pyrotechnic device can essentially be considered as a resistor; therefore, the positive terminal of the pyrotechnic device is equivalent to the positive terminal of the pyrotechnic device resistor, and the negative terminal of the pyrotechnic device is equivalent to the negative terminal of the pyrotechnic device resistor.

[0030] When an overload relay M detects an overload signal, it controls the first main normally open contact MK1 to become conductive; when the first solid-state relay G1 receives an overload signal, it controls the first spare normally open contact BK1 to become conductive; when the third solid-state relay G3 receives an ignition command, it controls the ignition normally open contact DK to become conductive; the positive branch is in a conductive state.

[0031] When an overload relay M detects an overload signal, it controls the second main normally open contact MK2 to become conductive; when the second solid-state relay G2 receives an overload signal, it controls the second spare normally open contact BK2 to become conductive; the negative branch is in a conductive state.

[0032] The overload relay M can be a mechanical overload relay, preferably a mechanical acceleration overload relay. The mechanical overload relay controls the switching state of the first and second main normally open contacts MK1 and MK2. When the mechanical overload relay senses a specified overload value and overload time, the switching state of the first main normally open contact MK1 and the second main normally open contact MK2 of the overload relay changes from open to closed.

[0033] The first spare normally open contact BK1 and the second spare normally open contact BK2 are controlled by the same solid-state relay or a group of solid-state relays, preferably by the same group of solid-state relays. For example, the first spare normally open contact BK1 and the second spare normally open contact BK2 are composed of the normally open contacts of at least two solid-state relays connected in parallel.

[0034] like Figure 2 As shown, the first spare normally open contact BK1 and the second spare normally open contact BK2 are controlled by an external overload signal receiving module. The overload signal receiving module is sensitive to overload signals. When a valid overload signal occurs, the module drives a solid-state relay to change the switching state of the first spare normally open contact BK1 and the second spare normally open contact BK2 from open to closed, and maintains this closed state. Preferably, the overload signal receiving module can also sense the overload signal through the conduction state of the overload relay contacts.

[0035] like Figure 3 As shown, the normally open ignition contact DK can be controlled by the same solid-state relay or relay group, that is, the normally open ignition contact DK is composed of the normally open contacts of at least two solid-state relays connected in parallel. The normally open ignition contact DK is controlled by an external ignition command receiving module. The ignition command receiving module is sensitive to the ignition command. When a valid ignition command is confirmed, the switching state of the normally open ignition contact DK driving the solid-state relay G3 changes from open to on, and remains open for a period of time before returning to the open state. Preferably, the holding time of the normally open ignition contact DK changing from open to on is consistent with the validity time of the ignition command.

[0036] The connections for the above components are as follows: one end of the current-limiting resistor R in the ignition path is connected to the positive terminal of the aircraft's pyrotechnic device, and the other end is connected to the negative terminal of the normally open ignition contact DK. The positive terminal of the normally open ignition contact DK is connected to the negative terminal of the first main normally open contact MK1 of the overload relay M and the first spare normally open contact BK1 of the solid-state relay G1. The positive terminals of the first main normally open contact MK1 and the first spare normally open contact BK1 are connected to the positive terminal of the ignition power supply. The negative terminals of the second main normally open contact MK2 of the overload relay M and the second spare normally open contact BK2 of the solid-state relay G2 are connected to the negative terminal of the ignition power supply, and the positive terminals of the second main normally open contact MK2 and the second spare normally open contact BK2 are connected to the negative terminal of the ignition power supply.

[0037] Based on the aforementioned aircraft ignition control circuit, the aircraft ignition control method of the present invention includes the following steps:

[0038] The overload relay M detects whether there is a valid overload signal, and the release signal receiving module also detects whether there is a valid overload signal.

[0039] When an overload signal is detected, the overload relay controls the first main normally open contact MK1 to become conductive; and controls the second main normally open contact MK2 to become conductive.

[0040] When an overload signal is detected, the release signal receiving module sends an overload signal to the first solid-state relay G1 and the second solid-state relay G2. When the first solid-state relay G1 receives the overload signal, it controls the first backup normally open contact BK1 to become a conducting state, and when the second solid-state relay G2 receives the overload signal, it controls the second backup normally open contact BK2 to become a conducting state.

[0041] After receiving the ignition command, the third solid-state relay G3 controls the normally open ignition contact DK to become conductive.

[0042] The holding time for the normally open ignition contact DK to change from open to closed is consistent with the effective time of the ignition command. The holding time for the first main normally open contact MK1, the second main normally open contact MK2, the first spare normally open contact BK1, and the second spare normally open contact BK2 to become closed is greater than or equal to the effective time of the ignition command.

[0043] The workflow of the aforementioned aircraft ignition control method specifically includes the following steps:

[0044] S101: The overload relay M and the release signal receiving module detect whether there is a valid overload signal. If there is, the process proceeds to step S102. If not, step S101 is executed continuously.

[0045] S102: The switching state of the first main normally open contact MK1 of the overload relay M, the second main normally open contact MK2 of the overload relay M, the first spare normally open contact BK1 of the solid-state relay G1, and the second spare normally open contact BK2 of the solid-state relay G2 changes from open to on and remains open.

[0046] S103: The ignition command receiving module detects whether there is a valid ignition command signal. If a valid ignition command is detected, proceed to step S104. If no valid ignition command is detected, continue to execute step S103.

[0047] S104: The normally open ignition contact DK of solid-state relay G3 changes from open to on, and the holding time is the same as the effective time of the ignition command signal, thus completing one ignition.

[0048] The present invention proposes an ignition control circuit and ignition control method for aircraft, which utilizes the advantages of mechanical overload relays, such as strong anti-electromagnetic interference and ease of use. Furthermore, by using solid-state relays to assist ignition, it avoids the possibility of momentary interruption of the ignition path in the mechanical contact structure of mechanical acceleration overload relays under strong vibration or shock environments, thereby improving the safety and reliability of ignition control of aircraft under strong vibration or shock environments.

[0049] This document uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. Furthermore, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. An aircraft ignition control circuit, characterized in that, The system includes an overload relay (M), a first solid-state relay (G1), a second solid-state relay (G2), a third solid-state relay (G3), and an ignition path current-limiting resistor (R). The overload relay (M) includes a first main normally open contact (MK1) and a second main normally open contact (MK2). The first solid-state relay (G1) includes a first spare normally open contact (BK1). The second solid-state relay (G2) includes a second spare normally open contact (BK2). The third solid-state relay (G2) includes an ignition normally open contact (DK). The first main normally open contact (MK1) and the first spare normally open contact (BK1) are connected in parallel and then connected in series with the ignition normally open contact (DK) and the ignition path current-limiting resistor (R) to form a positive branch. The second main normally open contact (MK2) and the second spare normally open contact (BK2) are connected in parallel to form a negative branch. When an overload relay (M) detects an overload signal, it controls the first main normally open contact (MK1) to become conductive; when the first solid-state relay (G1) receives an overload signal, it controls the first spare normally open contact (BK1) to become conductive; when the third solid-state relay (G3) receives an ignition command, it controls the ignition normally open contact (DK) to become conductive; the positive branch is in a conductive state. When an overload relay (M) detects an overload signal, it controls the second main normally open contact (MK2) to become conductive; when the second solid-state relay (G2) receives an overload signal, it controls the second spare normally open contact (BK2) to become conductive; the negative branch is in a conductive state. The positive branch is connected between the positive terminal of the external ignition power supply and the positive terminal of the pyrotechnic device; the negative branch is connected between the negative terminal of the ignition power supply and the negative terminal of the pyrotechnic device. The overload relay is a mechanical overload relay.

2. The aircraft ignition control circuit according to claim 1, characterized in that, The overload relay is a mechanical acceleration overload relay.

3. The aircraft ignition control circuit according to claim 1, characterized in that, After sensing a specified overload value and overload time, the mechanical overload relay controls the switching state of both the first main normally open contact (MK1) and the second main normally open contact (MK2) to change from open to closed.

4. The aircraft ignition control circuit according to claim 1, characterized in that, The holding time for the normally open ignition contact (DK) to change from open to closed is consistent with the effective time of the ignition command.

5. An aircraft ignition control method, using the aircraft ignition control circuit according to any one of claims 1 to 4, characterized in that, Includes the following steps: The overload relay (M) detects whether there is a valid overload signal, and the release signal receiving module detects whether there is a valid overload signal. When an overload signal is detected, the overload relay controls the first main normally open contact (MK1) to become conductive; Control the second main normally open contact (MK2) to become conductive; When an overload signal is detected, the protection signal receiving module sends an overload signal to the first solid-state relay (G1) and the second solid-state relay (G2). When the first solid-state relay (G1) receives the overload signal, it controls the first spare normally open contact (BK1) to become conductive. When the second solid-state relay (G2) receives the overload signal, it controls the second spare normally open contact (BK2) to become conductive. After receiving the ignition command, the third solid-state relay (G3) controls the normally open ignition contact (DK) to become conductive.

6. The aircraft ignition control method according to claim 5, characterized in that, The holding time for the normally open ignition contact (DK) to change from open to closed is consistent with the effective time of the ignition command.

7. The aircraft ignition control method according to claim 5, characterized in that, The holding time of the first main normally open contact (MK1), the second main normally open contact (MK2), the first spare normally open contact (BK1), and the second spare normally open contact (BK2) in the conducting state is greater than or equal to the effective time of the ignition command.

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