An aircraft ignition passage control system and method

Abstract

The application provides an aircraft ignition channel control system and method, which comprises a main ignition branch and a backup ignition branch connected in parallel between the positive and negative poles of an ignition power source on an aircraft, wherein the main ignition branch comprises a main ignition first-level protection switch and a main ignition second-level control switch group connected in series, and a main ignition second-level control self-checking module connected between the positive pole of the main ignition second-level control switch group and the positive pole of the main ignition first-level protection switch; the backup ignition branch comprises a backup ignition first-level protection switch and a backup ignition second-level control switch group connected in series, and a backup ignition second-level control self-checking module connected between the positive pole of the backup ignition second-level control switch group and the positive pole of the backup ignition first-level protection switch. The application can cut off the control circuit of the fault by setting the second-level control self-checking module to disconnect the corresponding first-level protection switch when the fault exists, thereby improving the safety and reliability of the aircraft ignition control channel.

Description

Technical Field

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

[0002] In aircraft ignition path control systems, redundancy is often used to improve ignition reliability. This involves setting up at least two parallel control switches for each ignition path. During ignition, as long as one control switch is properly closed, the ignition task can be performed. While this redundancy design improves ignition reliability, it also introduces new problems. A short circuit in any of the parallel switches will affect the ignition process; that is, even when ignition is not being performed, a short circuit in any control switch can lead to accidental ignition and serious consequences.

[0003] In traditional aircraft ignition path control system designs, to ensure safety, the control switches of the ignition path must be tested on the ground before launch. If a short circuit fault is found, launch is halted and repairs are initiated, increasing operational procedures and testing costs. Furthermore, it cannot completely guarantee the prevention of launch malfunctions, as an abnormal short circuit in the control switch due to unforeseen circumstances between the testing and launch can also lead to misfires. Therefore, how to test the control switches of the ignition path before aircraft launch ignition has become a crucial technical problem to be solved. Summary of the Invention

[0004] This invention provides a control system and method for an aircraft ignition path, which can test the control switch of the system ignition path in the final step of the launch process to ensure launch safety. To achieve the above objective, this invention provides the following solution.

[0005] One aspect of the present invention provides an aircraft ignition path control system, comprising: a main ignition branch and a backup ignition branch connected in parallel between the positive and negative terminals of an ignition power supply on the aircraft, wherein:

[0006] The main ignition branch includes a main ignition primary protection switch and a main ignition secondary control switch group connected in series, as well as a main ignition secondary control self-test module connected between the positive terminal of the main ignition secondary control switch group and the positive terminal of the main ignition primary protection switch.

[0007] The backup ignition branch includes a backup ignition primary protection switch and a backup ignition secondary control switch group connected in series, as well as a backup ignition secondary control self-test module connected between the positive terminal of the backup ignition secondary control switch group and the positive terminal of the backup ignition primary protection switch.

[0008] Preferably, the main ignition secondary control self-test module is used to detect whether there is a short circuit fault in the main ignition secondary control switch group. If there is no short circuit fault, it controls the main ignition primary protection switch to close. If there is a short circuit fault, it controls the main ignition primary protection switch to open.

[0009] The backup ignition secondary control self-test module is used to detect whether there is a short circuit fault in the backup ignition secondary control switch group. If there is no short circuit fault, it controls the backup ignition primary protection switch to close. If there is a short circuit fault, it controls the backup ignition primary protection switch to open.

[0010] Preferably, the main ignition secondary control switch group includes multiple parallel switches; the main ignition secondary control self-test module is used to control the main ignition primary release switch to be unable to close and cut off the faulty main ignition branch when a short circuit fault is detected in any of the multiple parallel switches;

[0011] The backup ignition secondary control switch group includes multiple parallel switches; the backup ignition secondary control self-test module is used to control the backup ignition primary release switch to disconnect the faulty backup ignition branch when a short circuit fault is detected in any of the multiple parallel switches.

[0012] Preferably, the main ignition secondary control self-test module includes: a power supply U1, a first current-limiting resistor R1, a second current-limiting resistor R2, and an optocoupler B1. The negative terminal of the power supply U1 is connected to the ignition power supply via a common ground. The positive terminal of the power supply U1 is connected to the positive terminals of multiple parallel switches via the first current-limiting resistor R1. The positive input terminal of the optocoupler B1 is connected to the positive terminals of multiple parallel switches via the second current-limiting resistor R2. The positive output terminal of the optocoupler B1 is connected to the positive terminal of the main ignition primary protection switch.

[0013] Preferably, the backup ignition secondary control self-test module includes: a power supply U1, a first current-limiting resistor R1, a second current-limiting resistor R2, and an optocoupler B1. The negative terminal of the power supply U1 is connected to the ignition power supply via a common ground. The positive terminal of the power supply U1 is connected to the positive terminals of multiple parallel switches via the first current-limiting resistor R1. The positive terminal of the input of the optocoupler B1 is connected to the positive terminals of multiple parallel switches via the second current-limiting resistor R2. The positive terminal of the output of the optocoupler B1 is connected to the positive terminal of the backup ignition primary protection switch.

[0014] Preferably, the positive terminals of the multiple parallel switches of the main ignition secondary control switch group are connected to the input terminal of the main ignition secondary control self-test module; the negative terminals of the multiple parallel switches of the main ignition secondary control switch group are connected to ground through a current-limiting resistor or a pyrotechnic resistor.

[0015] The positive terminals of the multiple parallel switches in the backup ignition secondary control switch group are connected to the input terminal of the backup ignition secondary control self-test module; the negative terminals of the multiple parallel switches in the backup ignition secondary control switch group are connected to ground through a current-limiting resistor or a pyrotechnic resistor.

[0016] Preferably, the main ignition first-stage protection release switch and the backup ignition first-stage protection release switch are solid-state relays.

[0017] Preferably, the main ignition secondary control switch group includes multiple solid-state relays, and the backup ignition secondary control switch group includes multiple electromagnetic relays; or, the main ignition secondary control switch group includes multiple electromagnetic relays, and the backup ignition secondary control switch group includes multiple solid-state relays.

[0018] Preferably, the negative terminals of the multiple parallel switches of the main ignition secondary control switch group and the multiple parallel switches of the backup ignition secondary control switch group are sequentially connected to the same corresponding current-limiting resistor or pyrotechnic resistor and then grounded.

[0019] Another aspect of the present invention provides a method for controlling an aircraft ignition path, comprising:

[0020] The main ignition secondary control self-test module is used to detect whether there is a short circuit fault in the main ignition secondary control switch group. If there is no short circuit fault, it controls the main ignition primary protection switch to close. If there is a short circuit fault, it controls the main ignition primary protection switch to open.

[0021] The backup ignition secondary control self-test module is used to detect whether there is a short circuit fault in the backup ignition secondary control switch group. If there is no short circuit fault, it controls the backup ignition primary protection switch to close. If there is a short circuit fault, it controls the backup ignition primary protection switch to open.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] This invention proposes an aircraft ignition path control system and method, which employs a two-stage control redundancy design using multiple sets of parallel switches. In particular, the use of various types of switching devices improves the reliability of aircraft ignition. Simultaneously, by incorporating a two-stage control self-test module, it can detect short-circuit faults in the two-stage control switch group before launch. If a fault is found, the corresponding first-stage protection switch is disconnected to cut off the faulty control loop. This avoids the problem in traditional redundancy designs where a short-circuit fault in any of the parallel switches affects the ignition mission. While ensuring ignition reliability, this significantly improves system safety and prevents false ignition faults caused by short circuits in the two-stage control switch group. Attached Figure Description

[0024] 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:

[0025] Figure 1 This is a schematic diagram of an aircraft ignition path control system according to an embodiment of the present invention;

[0026] Figure 2 This is a circuit diagram of the secondary control self-test module in an embodiment of the present invention;

[0027] Figure 3 This is a flowchart illustrating an aircraft ignition path control method according to an embodiment of the present invention. Detailed Implementation

[0028] 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.

[0029] The purpose of this invention is to provide a control system and method for an aircraft ignition path. By designing a novel system topology and incorporating a self-test module, the control switches of the system's ignition path can be tested in the final step of the launch process to ensure launch safety. Simultaneously, based on the self-test results, faulty control branches can be isolated. That is, when a short-circuit fault is detected, the control of the faulty branch over ignition is cut off, while the remaining control branches can still be used to perform the ignition function, thus improving the reliability and safety of aircraft launch tests.

[0030] 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.

[0031] like Figure 1 The diagram shows a schematic of an aircraft ignition path control system. This system includes a main ignition branch and a backup ignition branch connected in parallel between the positive and negative terminals of the aircraft's ignition power supply.

[0032] The main ignition branch includes a main ignition primary protection switch and a main ignition secondary control switch group connected in series, as well as a main ignition secondary control self-test module connected between the positive terminal of the main ignition secondary control switch group and the positive terminal of the main ignition primary protection switch. The main ignition secondary control self-test module is used to detect whether there is a short circuit fault in the main ignition secondary control switch group. If there is no short circuit fault, it controls the main ignition primary protection switch to close; if there is a short circuit fault, it controls the main ignition primary protection switch to open.

[0033] The backup ignition branch includes a backup ignition primary protection switch and a backup ignition secondary control switch group connected in series, as well as a backup ignition secondary control self-test module connected between the positive terminal of the backup ignition secondary control switch group and the positive terminal of the backup ignition primary protection switch. The backup ignition secondary control self-test module is used to detect whether there is a short circuit fault in the backup ignition secondary control switch group. If there is no short circuit fault, it controls the backup ignition primary protection switch to close; if there is a short circuit fault, it controls the backup ignition primary protection switch to open.

[0034] The main ignition secondary control switch group includes multiple parallel switches; the main ignition secondary control self-test module is used to control the main ignition primary release switch to prevent it from closing and cut off the faulty main ignition branch when a short circuit fault is detected in any of the multiple parallel switches.

[0035] The backup ignition secondary control switch group includes multiple parallel switches; the backup ignition secondary control self-test module is used to control the backup ignition primary release switch to disconnect the faulty backup ignition branch when a short circuit fault is detected in any of the multiple parallel switches.

[0036] The negative terminal of the main ignition primary protection switch is connected to the positive terminal of the main ignition secondary control switch group, and the positive terminals of the multiple parallel switches of the main ignition secondary control switch group are connected to the input terminal of the main ignition secondary control self-test module; the negative terminals of the multiple parallel switches of the main ignition secondary control switch group are connected to ground through a current-limiting resistor or a pyrotechnic resistor.

[0037] The negative terminal of the backup ignition primary protection switch is connected to the positive terminal of the backup ignition secondary control switch group, and the positive terminals of the multiple parallel switches of the backup ignition secondary control switch group are connected to the input terminal of the backup ignition secondary control self-test module; the negative terminals of the multiple parallel switches of the backup ignition secondary control switch group are connected to ground through a current-limiting resistor or a pyrotechnic resistor.

[0038] The primary ignition protection switch and the backup ignition protection switch are solid-state relays. Preferably, the primary ignition secondary control switch group and the backup ignition secondary control switch group are different types of switching devices. The primary ignition secondary control switch group includes multiple solid-state relays, and the backup ignition secondary control switch group includes multiple electromagnetic relays; or, the primary ignition secondary control switch group includes multiple electromagnetic relays, and the backup ignition secondary control switch group includes multiple solid-state relays.

[0039] The number of parallel switches in the main ignition secondary control switch group and the backup ignition secondary control switch group is the same as the number of channels in the system that need to control ignition. Preferably, both the main ignition secondary control switch group and the backup ignition secondary control switch group include 2 parallel switches, and the number of channels in the system that need to control ignition is also 2.

[0040] The negative terminals of the multiple parallel switches in the main ignition secondary control switch group and the multiple parallel switches in the backup ignition secondary control switch group are sequentially connected to the same corresponding current-limiting resistor or pyrotechnic resistor and then grounded. Preferably, there are two parallel switches in each group. The two negative terminals of the backup ignition secondary control switch group are connected to the current-limiting resistors or pyrotechnic resistors of the two ignition paths, that is, the two negative terminals of the main ignition secondary control switch group and the two negative terminals of the backup ignition secondary control switch group are connected correspondingly.

[0041] like Figure 2 The diagram shows a typical circuit diagram of the main ignition secondary control self-test module. The main ignition secondary control self-test module includes: a power supply U1, a first current-limiting resistor R1, a second current-limiting resistor R2, and an optocoupler B1. The negative terminal of the power supply U1 is connected to the ignition power supply via a common ground. The positive terminal of the power supply U1 is connected to the positive terminals of multiple parallel switches through the first current-limiting resistor R1. The positive input terminal of the optocoupler B1 is connected to the positive terminals of multiple parallel switches through the second current-limiting resistor R2. The positive output terminal of the optocoupler B1 is connected to the positive terminal of the main ignition primary release switch.

[0042] The backup ignition secondary control self-test module includes: a power supply U1, a first current-limiting resistor R1, a second current-limiting resistor R2, and an optocoupler B1. The negative terminal of the power supply U1 is connected to the ignition power supply via a common ground. The positive terminal of the power supply U1 is connected to the positive terminals of multiple parallel switches via the first current-limiting resistor R1. The positive terminal of the input of the optocoupler B1 is connected to the positive terminals of multiple parallel switches via the second current-limiting resistor R2. The positive terminal of the output of the optocoupler B1 is connected to the positive terminal of the backup ignition primary protection switch.

[0043] When there is no short circuit fault in the secondary control switch group, the optocoupler B1 conducts normally, controlling the corresponding primary protection switch to close. When there is a short circuit fault in the secondary control switch group, the optocoupler B1 cannot conduct normally, and the corresponding primary protection switch cannot close, thus achieving the isolation of the faulty branch.

[0044] Based on the above control system, the main ignition secondary control self-test module is used to detect whether there is a short circuit fault in the main ignition secondary control switch group. If there is no short circuit fault, it controls the main ignition primary protection switch to close; if there is a short circuit fault, it controls the main ignition primary protection switch to open. The backup ignition secondary control self-test module is used to detect whether there is a short circuit fault in the backup ignition secondary control switch group. If there is no short circuit fault, it controls the backup ignition primary protection switch to close; if there is a short circuit fault, it controls the backup ignition primary protection switch to open.

[0045] The workflow of the aircraft ignition path control method adopted in this invention includes the following steps:

[0046] S101: The main ignition secondary control self-test module detects whether there is a short circuit fault in the main ignition secondary control switch group. If there is no fault, the process proceeds to step S102; if there is a fault, the process proceeds to step S103.

[0047] S102: The main ignition first-stage protection switch is closed, and the main ignition control is activated. The process proceeds to step S104.

[0048] S103: The main ignition stage 1 protection switch is disconnected, cutting off the main ignition control, and the process proceeds to step S104.

[0049] S104: The backup ignition secondary control self-test module detects whether there is a short circuit fault in the backup ignition secondary control switch group. If there is no fault, the process proceeds to step S105; if there is a fault, the process proceeds to step S106.

[0050] S105: The backup ignition primary protection switch is closed, backup ignition control is activated, and the process proceeds to step S107.

[0051] S106: The backup ignition primary protection switch is disconnected, cutting off backup ignition control, and the process proceeds to step S107.

[0052] S107: Process complete.

[0053] In summary, the embodiments described in this invention implement an aircraft ignition path control system and method. Specifically, it employs a redundant design to improve the reliability of aircraft ignition, and by setting up a secondary control self-test module to detect short-circuit faults in the secondary control switch group before launch, it disconnects the corresponding primary protection switch to cut off the faulty control loop. This avoids the problem in traditional redundant designs where a short-circuit fault in any of the parallel switches affects the ignition mission. While ensuring ignition reliability, it greatly improves system safety and prevents false ignition faults caused by short circuits in the secondary control switch group. Specifically, it includes the following three aspects: 1. By adopting a new control topology design, the reliability of aircraft ignition is improved, and faulty branches in the redundant design can be isolated and controlled; 2. By setting up a secondary control self-test module, short-circuit faults in the switches in the secondary control switch groups of the main ignition branch and the backup ignition branch can be detected; 3. Based on the secondary control self-test module, if a short-circuit fault is detected in the secondary control switch group, the control of the faulty branch on ignition can be isolated.

[0054] 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 path control system, characterized in that, include: The main ignition branch and the backup ignition branch are connected in parallel between the positive and negative terminals of the ignition power supply on the aircraft, wherein: The main ignition branch includes a main ignition primary protection switch and a main ignition secondary control switch group connected in series, as well as a main ignition secondary control self-test module connected between the positive terminal of the main ignition secondary control switch group and the positive terminal of the main ignition primary protection switch. The backup ignition branch includes a backup ignition primary protection switch and a backup ignition secondary control switch group connected in series, as well as a backup ignition secondary control self-test module connected between the positive terminal of the backup ignition secondary control switch group and the positive terminal of the backup ignition primary protection switch. The main ignition secondary control self-test module is used to detect whether there is a short circuit fault in the main ignition secondary control switch group. If there is no short circuit fault, it controls the main ignition primary protection switch to close. If there is a short circuit fault, it controls the main ignition primary protection switch to open. The backup ignition secondary control self-test module is used to detect whether there is a short circuit fault in the backup ignition secondary control switch group. If there is no short circuit fault, it controls the backup ignition primary protection switch to close. If there is a short circuit fault, it controls the backup ignition primary protection switch to open. The main ignition secondary control switch group includes multiple parallel switches; the main ignition secondary control self-test module is used to control the main ignition primary release switch to prevent it from closing and cut off the faulty main ignition branch when a short circuit fault is detected in any of the multiple parallel switches. The backup ignition secondary control switch group includes multiple parallel switches; the backup ignition secondary control self-test module is used to control the backup ignition primary release switch to disconnect the faulty backup ignition branch when a short circuit fault is detected in any of the multiple parallel switches.

2. The aircraft ignition path control system according to claim 1, characterized in that, The main ignition secondary control self-test module includes: a power supply (U1), a first current-limiting resistor (R1), a second current-limiting resistor (R2), and an optocoupler (B1). The negative terminal of the power supply (U1) is connected to the ignition power supply via a common ground. The positive terminal of the power supply (U1) is connected to the positive terminals of multiple parallel switches via the first current-limiting resistor (R1). The positive terminal of the input of the optocoupler (B1) is connected to the positive terminals of multiple parallel switches via the second current-limiting resistor (R2). The positive terminal of the output of the optocoupler (B1) is connected to the positive terminal of the main ignition primary protection switch.

3. The aircraft ignition path control system according to claim 1, characterized in that, The backup ignition secondary control self-test module includes: a power supply (U1), a first current-limiting resistor (R1), a second current-limiting resistor (R2), and an optocoupler (B1). The negative terminal of the power supply (U1) is connected to the ignition power supply via a common ground. The positive terminal of the power supply (U1) is connected to the positive terminals of multiple parallel switches via the first current-limiting resistor (R1). The positive terminal of the input of the optocoupler (B1) is connected to the positive terminals of multiple parallel switches via the second current-limiting resistor (R2). The positive terminal of the output of the optocoupler (B1) is connected to the positive terminal of the backup ignition primary protection switch.

4. The aircraft ignition path control system according to claim 1, characterized in that, The positive terminals of the multiple parallel switches in the main ignition secondary control switch group are connected to the input terminal of the main ignition secondary control self-test module; the negative terminals of the multiple parallel switches in the main ignition secondary control switch group are connected to ground through a current-limiting resistor or a pyrotechnic resistor. The positive terminals of the multiple parallel switches in the backup ignition secondary control switch group are connected to the input terminal of the backup ignition secondary control self-test module; the negative terminals of the multiple parallel switches in the backup ignition secondary control switch group are connected to ground through a current-limiting resistor or a pyrotechnic resistor.

5. The aircraft ignition path control system according to claim 1, characterized in that, The main ignition first-stage protection release switch and the backup ignition first-stage protection release switch are solid-state relays.

6. The aircraft ignition path control system according to claim 1, characterized in that, The main ignition secondary control switch group includes multiple solid-state relays, and the backup ignition secondary control switch group includes multiple electromagnetic relays; or... The main ignition secondary control switch group includes multiple electromagnetic relays, and the backup ignition secondary control switch group includes multiple solid-state relays.

7. The aircraft ignition path control system according to claim 1, characterized in that, The negative terminals of the multiple parallel switches of the main ignition secondary control switch group and the multiple parallel switches of the backup ignition secondary control switch group are sequentially connected to the same corresponding current-limiting resistor or pyrotechnic resistor and then grounded.

8. A method for controlling an aircraft ignition path, using the aircraft ignition path control system according to any one of claims 1 to 7, characterized in that, include: The main ignition secondary control self-test module is used to detect whether there is a short circuit fault in the main ignition secondary control switch group. If there is no short circuit fault, it controls the main ignition primary protection switch to close. If there is a short circuit fault, it controls the main ignition primary protection switch to open. The backup ignition secondary control self-test module is used to detect whether there is a short circuit fault in the backup ignition secondary control switch group. If there is no short circuit fault, it controls the backup ignition primary protection switch to close. If there is a short circuit fault, it controls the backup ignition primary protection switch to open.

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