Engine fuel cut-off control device employing a dual-limt architecture

Abstract

An engine fuel cut-off control device using a dual margin architecture can reliably implement an engine stop function without increasing the complexity of LPSOV valve structure by adding redundant electric motors internally, and can be conducive to improving the stability of the operating voltage supplied to the valve. It includes a fire protection switch and an engine fuel control switch for controlling LPSOV valves installed in the wing and HPSOV valves in the nacelle, wherein the engine fuel cut-off control device has two groups of bidirectional relays and unidirectional relays independent of each other, the engine fuel control switch can be switched between the stop fuel supply state and the allow fuel supply state, to switch control the on and off of the two groups of bidirectional relays and unidirectional relays through two independently powered power supplies, to control the opening and closing of the LPSOV valves and the HPSOV valves, and the fire protection switch can be switched to directly power the LPSOV valves and the HPSOV valves through another two independently powered power supplies, to forcibly close the LPSOV valves and the HPSOV valves.

Description

Technical Field

[0001] This invention belongs to the field of aviation power. Specifically, this invention relates to an engine fuel cut-off valve control device with a dual-margin architecture for realizing the synchronous opening and closing of low-pressure and high-pressure fuel cut-off valves of an aircraft engine. Background Technology

[0002] Aircraft engines are among the most critical components of civil aircraft, providing the thrust required by the aircraft and powering load equipment such as generators and hydraulic pumps. In special emergency scenarios, such as engine fire or rotor explosion, the crew needs reliable control devices to cut off the fuel supply to the malfunctioning engine, shut it down, and ensure the safety of subsequent flights.

[0003] In existing civil aviation technology, engine fuel control switches (or starter handles) and fire switches in the cockpit are typically used to control the low-pressure fuel shut-off valve (also known as "LPSOV") installed in the wing and the high-pressure fuel shut-off valve (also known as "HPSOV") in the nacelle, thereby enabling the aircraft to supply fuel to or cut off the fuel supply to the engine.

[0004] For example, in one fuel cut-off control technology, the signal from the fuel control switch can be transmitted to the engine control system (also known as "FADEC": Full Authority Digital Engine Control), which then controls the HPSOV to shut down, thus achieving the engine shutdown function. In emergency situations such as engine fire, the flight crew can control the LPSOV to shut down by operating the fire alarm switch, thereby cutting off the aircraft's fuel supply to the engine. However, this solution has low safety redundancy in emergency scenarios.

[0005] For example, in another fuel cut-off control technology, the fuel control switch is directly connected to the LPSOV and HPSOV via cables, which can cut off both valves at the same time to prevent the engine from failing to shut down when the FADEC control box fails; however, its fire switch is only used to control the LPSOV valve. In order to avoid single point of failure, its LPSOV valve uses two redundant electric motors, which increases the complexity of the LPSOV valve structure and also increases the weight of the aircraft.

[0006] For example, in another fuel cut-off control technology, the fuel control switch is directly connected to the LPSOV and HPSOV via a cable, and the voltage on the cable is directly monitored to determine the command signal of the fuel control switch. However, this may affect the stability of the working voltage provided by the fuel control switch to the LPSOV and HPSOV valves.

[0007] Therefore, further improvements are needed to the engine fuel cut-off control device to overcome the aforementioned problems of the existing device. Summary of the Invention

[0008] This invention is made to solve the above-mentioned problems in the prior art. Its purpose is to provide an engine fuel cut-off control device with a dual-margin architecture. Through the dual-margin architecture, the engine can be reliably stopped without increasing the complexity of the LPSOV valve structure by adding a redundant electric motor inside, and it can also help improve the stability of the working voltage supplied to the valve.

[0009] To achieve the aforementioned objectives, this invention provides an engine fuel cut-off control device employing a dual-margin architecture, comprising a fireproof switch and an engine fuel control switch for controlling an LPSOV valve installed in the wing and an HPSOV valve installed in the nacelle. The engine fuel cut-off control device is characterized by having two sets of bidirectional relays and one-way relays, respectively corresponding to the LPSOV valve and the HPSOV valve and independent of each other. The engine fuel control switch can switch between a stopped fuel supply state and a fuel supply permitted state, using two independently powered power supplies to switch the on / off state of the two sets of bidirectional relays and one-way relays, thereby controlling the opening and closing of the LPSOV valve and the HPSOV valve. Furthermore, the fireproof switch can be switched to directly supply power to the LPSOV valve and the HPSOV valve via two other independently powered power supplies to forcibly close the LPSOV valve and the HPSOV valve.

[0010] As described above, since the fireproof switch and the engine fuel control switch are powered by two independent power supplies, in normal aircraft operation scenarios, the fireproof switch is in the pushed-out state (i.e., fireproofing is not required). The engine fuel control switch switches the current supplied through the fireproof switch power supply (first power supply and second power supply) to the LPSOV valve and HPSOV valve by controlling the opening and closing of two different bidirectional relays (LPSOV bidirectional relay and HPSOV bidirectional relay), thereby allowing or stopping the aircraft from supplying fuel to the engine. In emergency scenarios (e.g., when the engine catches fire), the fireproof switch 110 is in the pushed-in state (i.e., fireproofing is required), and its power supply (first power supply and second power supply) can be directly switched. The current is simultaneously connected to the LPSOV shut-off command terminal of the LPSOV valve and the HPSOV shut-off command terminal of the HPSOV valve to forcibly cut off the aircraft's fuel supply to the engine. Therefore, the engine fuel cut-off control device of the present invention has dual margins. The fire switch and the engine fuel cut-off control device can be used to switch the LPSOV valve and the HPSOV valve to shut off in different scenarios, and are powered by two independent power supplies respectively. Moreover, the related relays (LPSOV bidirectional relay, LPSOV unidirectional relay, HPSOV bidirectional relay and HPSOV unidirectional relay) and cables are independent of each other, so that the engine fuel cut-off control device achieves dual margin fuel cut-off control in terms of architecture.

[0011] Preferably, the engine fuel control switch controls the LPSOV valve and the HPSOV valve under normal engine conditions. Under engine emergency conditions, the fireproof switch controls the LPSOV valve and HPSOV valve, taking precedence over the engine fuel control switch's control of the LPSOV valve and HPSOV valve.

[0012] As described above, the engine fuel control switch directly controls the closure of the LPSOV and HPSOV valves, eliminating the need to connect the engine control system FADEC to it, thus preventing the engine from failing to shut down in case of FADEC control box failure. Simultaneously, the fireproof switch of this invention can also directly control the closure of the LPSOV and HPSOV valves, and has a higher priority than the fuel control switch, enabling a more reliable cutoff of fuel supply to the engine in emergency scenarios.

[0013] More preferably, the LPSOV valve has an LPSOV open command terminal and an LPSOV close command terminal, and the HPSOV valve has an HPSOV close command terminal. Under normal engine conditions, the fire switch is switched to energize two bidirectional relays corresponding to the LPSOV valve and the HPSOV valve respectively via a first power supply and a second power supply. The engine fuel control switch switches the contact positions of the two bidirectional relays via a third power supply and a fourth power supply to switch the connection or disconnection of two unidirectional relays corresponding to the LPSOV valve and the HPSOV valve, so as to connect with the LPSOV open command terminal or the LPSOV close command terminal of the LPSOV valve and with the HPSOV close command terminal of the HPSOV valve. Under emergency engine conditions, the fire switch is switched to connect with the LPSOV close command terminal of the LPSOV valve and with the HPSOV close command terminal of the HPSOV valve via the first power supply and the second power supply.

[0014] More preferably, the fireproof switch has a built-in fireproof first switch and a built-in fireproof second switch, wherein the built-in fireproof first switch is powered by the first power source and the built-in fireproof second switch is powered by the second power source; the engine fuel control switch has a built-in engine fuel control first switch and a built-in engine fuel control second switch, wherein the built-in engine fuel control first switch is powered by the third power source and the built-in engine fuel control second switch is powered by the fourth power source.

[0015] The first power supply, the second power supply, the third power supply, and the fourth power supply belong to different power supply busbars, or the first power supply and the third power supply belong to the same first power supply busbar and / or the second power supply and the fourth power supply belong to the same second power supply busbar.

[0016] More preferably, the fireproof switch is connected to the LPSOV valve via an LPSOV bidirectional relay and an LPSOV unidirectional relay, and the engine fuel control switch is connected to the HPSOV valve via an HPSOV bidirectional relay and an HPSOV unidirectional relay.

[0017] As described above, an LPSOV unidirectional relay is added after the bidirectional relay, and an HPSOV unidirectional relay is added after the HPSOV bidirectional relay. Since the switching of the unidirectional relays (LPSOV unidirectional relay and HPSOV unidirectional relay) requires the energization of the built-in contact switches of the unidirectional relays (LPSOV unidirectional relay built-in contact switches and HPSOV unidirectional relay built-in contact switches) and the power supply of the unidirectional relay coils (LPSOV unidirectional relay coils and HPSOV unidirectional relay coils), a single contact failure in either the bidirectional relay (LPSOV bidirectional relay, HPSOV bidirectional relay built-in first contact switch, LPSOV bidirectional relay built-in second contact switch, HPSOV bidirectional relay built-in first contact switch, or HPSOV bidirectional relay built-in second contact switch) will not cause the switching of the unidirectional relays (LPSOV unidirectional relay and HPSOV unidirectional relay), thus preventing unexpected engine shutdown due to single contact failure.

[0018] More preferably, the LPSOV bidirectional relay has an LPSOV bidirectional relay first coil and an LPSOV bidirectional relay second coil, as well as an LPSOV bidirectional relay built-in first contact switch and an LPSOV bidirectional relay built-in second contact switch; the LPSOV unidirectional relay has an LPSOV unidirectional relay coil and an LPSOV unidirectional relay built-in contact switch; the HPSOV bidirectional relay has an HPSOV bidirectional relay first coil and an HPSOV bidirectional relay second coil, as well as an HPSOV bidirectional relay built-in first contact switch and an HPSOV bidirectional relay built-in second contact switch; and the HPSOV unidirectional relay has an HPSOV unidirectional relay coil and an HPSOV unidirectional relay built-in contact switch.

[0019] As a specific connection method for the switch positions, for example, the fireproof built-in first switch and the fireproof built-in second switch each have a first switch position and a second switch position, the engine fuel control built-in first switch and the engine fuel control built-in second switch also each have a first switch position and a second switch position, the fireproof built-in first switch is simultaneously connected in parallel to the LPSOV bidirectional relay built-in first contact switch and the LPSOV bidirectional relay built-in second contact switch at the first switch position, and is connected to the LPSOV off command terminal at the second switch position, the fireproof built-in second switch is simultaneously connected in parallel to the HPSOV bidirectional relay built-in first contact switch and the HPSOV bidirectional relay built-in second contact switch at the first switch position, and is connected to the HPSOV off command terminal at the second switch position, the engine fuel control built-in first switch is connected to the LPSOV bidirectional relay first coil at the first switch position, and is connected to the LPSOV bidirectional relay second coil at the second switch position, the engine fuel control built-in second switch is connected to the HPSOV bidirectional relay first coil at the first switch position, and is connected to the HPSOV bidirectional relay second coil at the second switch position.

[0020] As a specific connection method for the contact points, for example, the LPSOV bidirectional relay has a built-in first contact switch, the LPSOV bidirectional relay has a built-in second contact switch, and the LPSOV unidirectional relay has a built-in contact switch, each having a first contact point and a second contact point. Similarly, the HPSOV bidirectional relay has a built-in first contact switch, the HPSOV bidirectional relay has a built-in second contact switch, and the HPSOV unidirectional relay has a built-in contact switch, each having a first contact point and a second contact point. The LPSOV bidirectional relay has a built-in first contact switch that connects to the LPSOV unidirectional relay at the first contact point, and connects to the LPSOV open command wiring point at the second contact point. The LPSOV bidirectional relay has a built-in second contact switch that connects to the LPSOV unidirectional relay at the first contact point... The circuit is open at the first contact point to the LPSOV unidirectional relay coil, and closed at the second contact point. The circuit is also open at the second contact point. Similarly, the circuit is open at the first contact point to the HPSOV unidirectional relay coil, and closed at the second contact point. The circuit is also open at the second contact point. The circuit is open at the first contact point to the LPSOV unidirectional relay coil, and closed at the second contact point. The circuit is open at the second contact point to the LPSOV shut-off command terminal. Finally, the circuit is open at the second contact point to the HPSOV shut-off command terminal.

[0021] As an example, for instance, in a normal parking state, the fireproof built-in first switch and the fireproof built-in second switch in the fireproof switch are switched to the first switch position. The LPSOV bidirectional relay built-in first contact switch, the LPSOV bidirectional relay built-in second contact switch, the HPSOV bidirectional relay built-in first contact switch, and the HPSOV bidirectional relay built-in second contact switch are all switched to the first contact position. The LPSOV unidirectional relay built-in contact switch and the HPSOV unidirectional relay built-in contact switch are switched to the second contact position to stop fuel supply to the engine. Under normal operating conditions, the fireproof built-in first switch and the fireproof built-in second switch in the fireproof switch are switched to the first switch position, and the LPSOV bidirectional relay built-in first contact switch, the LPSOV bidirectional relay built-in second contact switch, the HPSOV bidirectional relay built-in first contact switch, and the HPSOV bidirectional relay built-in second contact switch are all switched to the second contact position to allow fuel supply to the engine. Under emergency shutdown conditions, the fireproof built-in first switch and the fireproof built-in second switch in the fireproof switch are switched to the second switch position to forcibly cut off the fuel supply to the engine.

[0022] In addition, the first coil of the LPSOV bidirectional relay, the second coil of the LPSOV bidirectional relay, the first coil of the HPSOV bidirectional relay, and the second coil of the bidirectional relay are all grounded.

[0023] More preferably, the LPSOV bidirectional relay and the HPSOV bidirectional relay are each provided with an LPSOV bidirectional relay built-in monitoring contact switch and an HPSOV bidirectional relay built-in monitoring contact switch for connecting to the LPSOV remote data interface device and the HPSOV remote data interface device.

[0024] As described above, since the LPSOV bidirectional relay and HPSOV bidirectional relay are each equipped with a built-in monitoring contact switch for connecting to the LPSOV remote data interface device and HPSOV remote data interface device, the command signal issued by the engine fuel control switch to the LPSOV valve and HPSOV valve can be determined by monitoring the contact position (upper or lower) of the LPSOV bidirectional relay and HPSOV bidirectional relay. Therefore, it is not necessary to directly monitor the voltage value of the power supply cable of the LPSOV valve and HPSOV valve as in the prior art, which is beneficial to the stability of the valve operating voltage. Attached Figure Description

[0025] Figure 1This is a control circuit diagram of the switching of the engine fuel cut-off control device with a dual-margin architecture in the normal parking state of the present invention.

[0026] Figure 2 This is a control circuit diagram of the switching of the engine fuel cut-off control device with a dual-margin architecture under normal engine operation.

[0027] Figure 3 This is a control circuit diagram of the switch switching of the engine fuel cut-off control device with dual margin architecture in emergency shutdown state according to the present invention. (Symbol Explanation) 100 Engine fuel cut-off control device; 110 Fireproof switch; 110a fireproof built-in first switch; 110a1 First switch position; 110a2 Second switch position; 110b Fireproof built-in second switch; 110b1 First switch position; 110b2 Second switch position; 111 LPSOV bidirectional relay; The 111S1 LPSOV bidirectional relay has a built-in first contact switch. 111S1a First contact point position; 111S1b Second contact point; The 111S2 LPSOV bidirectional relay has a built-in second contact switch. 111S2a First contact point position; 111S2b Second contact point; 111S3 LPSOV bidirectional relay with built-in monitoring contact switch; 111C1 LPSOV bidirectional relay first coil; 111C2 LPSOV bidirectional relay second coil; 112 LPSOV unidirectional relay; 112S LPSOV unidirectional relay with built-in contact switch; 112Sa First contact point; 112Sb second contact point; 112C LPSOV unidirectional relay coil; 113 LPSOV remote data interface device; 120 Engine fuel control switch; The 120a engine has a built-in first switch for fuel control; 120a1 First switch position; 120a2 Second switch position; The 120b engine has a built-in second switch for fuel control; 120b1 First switch position; 120b2 Second switch position; 121 HPSOV bidirectional relay; The 121S1 HPSOV bidirectional relay has a built-in first contact switch. 121S1a First contact point position; 121S1b Second contact point; The 121S2 HPSOV bidirectional relay has a built-in second contact switch. 121S2a First contact point position; 121S2b Second contact point; 121S3 HPSOV bidirectional relay with built-in monitoring contact switch; 121C1 HPSOV bidirectional relay first coil; 121C2 HPSOV bidirectional relay second coil; 122 HPSOV unidirectional relay; 122S HPSOV unidirectional relay with built-in contact switch; 122Sa First contact point; 122Sb Second Contact Point; 122C HPSOV unidirectional relay coil; 123 HPSOV remote data interface device; 200 LPSOV (Low-Pressure Fuel Cut-Off Valve); 200a LPSOV open command connection point; 200b LPSOV shut-off command connection point; 200c LPSOV grounding wire connection point; 300 HPSOV (High-Pressure Fuel Cut-Off Valve); 300a HPSOV shutdown command connection point; 300b HPSOV grounding wire connection point; P1 is the first power supply; P2 is the second power supply; P3 is the third power supply; P4 is the fourth power supply. Detailed Implementation

[0028] First, refer to Figures 1 to 3The overall structure of the engine fuel cut-off control device 100 with a dual-margin architecture of the present invention will be described. Next, each component will be referred to in turn. Figure 1 , Figure 2 and Figure 3 The switching between different states is explained, among which, Figure 1 This is the control circuit diagram for switch switching during normal parking. Figure 2 This is a control circuit diagram for switching between the engine and the circuit during normal engine operation. Figure 3 This is a control circuit diagram for switching during emergency shutdown.

[0029] (The overall structure of the engine fuel cut-off control device 100)

[0030] like Figures 1 to 3 As shown, the engine fuel cut-off control device 100 of the present invention, similar to the prior art, includes a fireproof switch 110 and an engine fuel control switch 120 in the cockpit (not shown) for controlling the low-pressure fuel cut-off valve (LPSOV valve) 200 installed in the wing (not shown) and the high-pressure fuel cut-off valve (HPSOV valve) 300 installed in the nacelle (not shown), thereby realizing the function of supplying or cutting off fuel supply to the engine. The fireproof switch 110 can switch between the pressed-in state and the pressed-out state, and the engine fuel control switch 120 can switch between the fuel supply off state and the fuel supply on state, thereby controlling the opening and closing of the LPSOV valve 200 and the HPSOV valve 300.

[0031] The fireproof switch 110 and the engine fuel control switch 120 are powered by two independent power supplies. Specifically, the fireproof switch 110 has a built-in fireproof first switch 110a and a built-in fireproof second switch 110b. The built-in fireproof first switch 110a is powered by a first power supply P1, and the built-in fireproof second switch 110b is powered by a second power supply P2. The engine fuel control switch 120 has a built-in engine fuel control first switch 120a and a built-in engine fuel control second switch 120b. The built-in engine fuel control first switch 120a is powered by a third power supply P3, and the built-in engine fuel control second switch 120b is powered by a fourth power supply P4. In addition, the first power supply P1, the second power supply P2, the third power supply P3, and the fourth power supply P4 can belong to different power supply buses; or the first power supply P1 and the third power supply P3 can belong to the same power supply bus while the second power supply P2 and the fourth power supply P4 can belong to different power supply buses; or the second power supply P2 and the fourth power supply P4 can belong to the same power supply bus while the first power supply P1 and the third power supply P3 can belong to different power supply buses; or the first power supply P1 and the third power supply P3 can belong to the same power supply bus while the second power supply P2 and the fourth power supply P4 can belong to another same power supply bus.

[0032] like Figures 1 to 3As shown, the fire switch 110 is connected to the LPSOV valve 200 via the LPSOV bidirectional relay 111 and the LPSOV unidirectional relay 112, and the engine fuel control switch 120 is connected to the HPSOV valve 300 via the HPSOV bidirectional relay 121 and the HPSOV unidirectional relay 122. More specifically, the LPSOV bidirectional relay 111 has an LPSOV bidirectional relay first coil 111C1 and an LPSOV bidirectional relay second coil 111C2, as well as an LPSOV bidirectional relay built-in first contact switch 111S1 and an LPSOV bidirectional relay built-in second contact switch 111S2, while the LPSOV unidirectional relay 112 has an LPSOV unidirectional relay coil 112C2 and an LPSOV unidirectional relay built-in contact switch 112S; similarly, the HPSOV bidirectional relay 121 has an HPSOV bidirectional relay first coil 121C1 and an HPSOV bidirectional relay second coil 121C2, as well as an HPSOV bidirectional relay built-in first contact switch 121S1 and an HPSOV bidirectional relay built-in second contact switch 121S2, while the HPSOV unidirectional relay 122 has an HPSOV unidirectional relay coil 122C and an HPSOV unidirectional relay built-in contact switch 122S. In addition, each of the LPSOV bidirectional relay 111 and HPSOV bidirectional relay 121 is equipped with an LPSOV bidirectional relay built-in monitoring contact switch 111S3 and an HPSOV bidirectional relay built-in monitoring contact switch 121S3 for connection to the LPSOV remote data interface device 113 and the HPSOV remote data interface device 123, respectively, for monitoring the contact position (upper closed or lower closed) of the LPSOV bidirectional relay 111 and the HPSOV bidirectional relay 121. Incidentally, each contact switch within each relay switches to its corresponding contact position by energizing its corresponding coil.

[0033] like Figures 1 to 3As shown, the fireproof built-in first switch 110a and the fireproof built-in second switch 110b each have a first switch position (upper switch position) 110a1, 110b1 and a second switch position (lower switch position) 110a2, 110b2. When the fireproof switch 110 is pressed out, the fireproof built-in first switch 110a and the fireproof built-in second switch 110b are respectively switched to the first switch position 110a1, 110b1, and when the fireproof switch 110 is pressed in, the fireproof built-in first switch 110a and the fireproof built-in second switch 110b are respectively switched to the second switch position 110a2, 110b2; similarly, the engine fuel control built-in first switch 120 Both the engine fuel control built-in second switch 120a and the engine fuel control built-in second switch 120b have a first switch position (upper switch position) 120a1, 120b1 and a second switch position (lower switch position) 120a2, 120b2. When the engine fuel control switch 120 is off, the engine fuel control built-in first switch 120a and the engine fuel control built-in second switch 120b are switched to the first switch position 120a1, 120b1 respectively. When the engine fuel control switch 120 is on, the engine fuel control built-in first switch 120a and the engine fuel control built-in second switch 120b are switched to the second switch position 120a2, 120b2 respectively.

[0034] In addition, the LPSOV valve 200 has an LPSOV open command terminal 200a and an LPSOV close command terminal 200b, while the HPSOV valve 300 has an HPSOV close command terminal 300a.

[0035] The fireproof built-in first switch 110a is simultaneously connected in parallel at the first switch position 110a1 to the LPSOV bidirectional relay built-in first contact switch 111S1 and the LPSOV bidirectional relay built-in second contact switch 111S2, and at the second switch position 110a2 to the LPSOV off command terminal 200b; in addition, the fireproof built-in second switch 110b is simultaneously connected in parallel at the first switch position 110b1 to the HPSOV bidirectional relay built-in first contact switch 121S1 and the HPSOV bidirectional relay built-in second contact switch 121S2, and at the second switch position 110b2 to the HPSOV off command terminal 300a.

[0036] The engine fuel control built-in first switch 120a is switched on at the first switch position 120a1 to the first coil 111C1 of the LPSOV bidirectional relay, and on the second switch position 120a2 to the second coil 111C2 of the LPSOV bidirectional relay. The engine fuel control built-in second switch 120b is switched on at the first switch position 120b1 to the first coil 121C1 of the HPSOV bidirectional relay, and on the second switch position 120b2 to the second coil 121C2 of the HPSOV bidirectional relay. Each of the LPSOV bidirectional relay coils 111C1, 111C2, 121C1, and 121C2 is grounded.

[0037] In addition, such as Figures 1 to 3 As shown, the LPSOV bidirectional relay has a built-in first contact switch 111S1, a built-in second contact switch 111S2, and a built-in contact switch 112S, each having a first contact position (upper closed point) 111S1a, 111S2a, 112Sa and a second contact position (lower closed point) 111S1b, 111S2b, 112Sb. Similarly, the HPSOV bidirectional relay has a built-in first contact switch 121S1, a built-in second contact switch 121S2, and a built-in contact switch 122S, each having a first contact position (upper closed point) 121S1a, 121S2a, 122Sa and a second contact position (lower closed point) 121S1b, 121S2b, 122Sb.

[0038] The LPSOV bidirectional relay has a built-in first contact switch 111S1 that conducts at the first contact point 111S1a to the built-in contact switch 112S of the LPSOV unidirectional relay, and conducts at the second contact point 111S1b to the LPSOV open command terminal 200a; the HPSOV bidirectional relay has a built-in first contact switch 121S1 that conducts at the first contact point 121S1a to the built-in contact switch 122S of the HPSOV unidirectional relay, and does not conduct at the second contact point 121S1b, thus breaking the circuit.

[0039] The LPSOV bidirectional relay has a built-in second contact switch 111S2 that conducts to the LPSOV unidirectional relay coil 112C2 at the first contact position 111S2a, and does not conduct at the second contact position 111S2b, thus breaking the circuit. The HPSOV bidirectional relay has a built-in second contact switch 121S2 that conducts to the HPSOV unidirectional relay coil 122C at the first contact position 121S2a, and does not conduct at the second contact position 121S2b, thus breaking the circuit.

[0040] The LPSOV unidirectional relay has a built-in contact switch 112S that is open at the first contact position 112Sa and closed at the second contact position 112Sb, which connects to the LPSOV shut-off command terminal 200b. The HPSOV unidirectional relay has a built-in contact switch 122S that is open at the first contact position 122Sa and closed at the second contact position 122Sb, which connects to the HPSOV shut-off command terminal 300a.

[0041] In addition, LPSOV valve 200 and HPSOV valve 300 are grounded at LPSOV grounding connection point 200c and HPSOV grounding connection point 300b, respectively.

[0042] (Normal parking status)

[0043] like Figure 1 As shown, in the normal parking state, the fireproof switch 110 is in the pushed-out state, and both the fireproof built-in first switch 110a and the fireproof built-in second switch 110b are switched to the upper closed state (i.e., closed at the upper switch position or upper closed point, and open at the lower switch position or lower closed point, the same below); in addition, the engine fuel control switch 120 is in the off state, and both the engine fuel control built-in first switch 120a and the engine fuel control built-in second switch 120b are switched to the upper closed state. As a result, the current from the first power supply P1 and the second power supply P2 passes through the fireproof switch 110 to activate the LPSOV bidirectional relay 111 (with the LPSOV bidirectional relay built-in first contact switch 111S1 and LPSOV bidirectional relay built-in second contact switch 111S2) and the HPSOV bidirectional relay 121 (with the HPSOV... The first contact switch 121S1 built into the bidirectional relay and the second contact switch 121S2 built into the HPSOV bidirectional relay are energized, and the current from the third power supply P3 and the fourth power supply P4 supplies power to the first coil 111C1 of the LPSOV bidirectional relay 111 and the first coil 121C1 of the HPSOV bidirectional relay 121 via the engine fuel control switch 120, so that the first contact switches 111S1 and the second contact switch 111S2 built into the LPSOV bidirectional relay 111 and the first contact switches 121S1 and the second contact switches 121S2 built into the HPSOV bidirectional relay 121 are all switched to the closed state.

[0044] At this time, the LPSOV bidirectional relay 111's built-in first contact switch 111S1 energizes the LPSOV unidirectional relay 112 (with built-in contact switch 112S), the HPSOV bidirectional relay 121's built-in first contact switch 121S1 energizes the HPSOV unidirectional relay 122 (with built-in contact switch 122S), and the LPSOV bidirectional relay 111's built-in second contact switch 111S2 energizes the LPSOV unidirectional relay 112 (with built-in coil 11...). Powered by 2C2), the HPSOV bidirectional relay 121 has a built-in second contact switch 121S2 that powers the HPSOV unidirectional relay 122 (with its HPSOV unidirectional relay coil 122C). This causes both the LPSOV unidirectional relay built-in contact switches 112S and 122S in the LPSOV unidirectional relay 112 and HPSOV unidirectional relay 122 to be switched to the lower closed state (i.e., closed at the lower switch position or lower closed point, and open at the upper switch position or upper closed point, the same below). This ensures that the closing actions of the LPSOV valve 200 and HPSOV valve 300 can be reliably executed.

[0045] (Engine in normal operating condition)

[0046] like Figure 2As shown, when the engine is operating normally, the fireproof switch 110 is in the pushed-out state, with both the fireproof built-in first switch 110a and the fireproof built-in second switch 110b switched to the upper closed state. Furthermore, the engine fuel control switch 120 is in the fuel supply enabled (ON) state, with both the engine fuel control built-in first switch 120a and the engine fuel control built-in second switch 120b switched to the lower closed state. Thus, the current from the first power supply P1 and the second power supply P2, via the fireproof switch 110, causes the LPSOV bidirectional relay 111 (containing the LPSOV bidirectional relay built-in first contact switch 111S1 and the LPSOV bidirectional relay built-in second contact switch 111S2) and the HPSOV bidirectional relay 121 (containing the HPSOV bidirectional relay built-in first contact switch 121S1 and the HPSOV bidirectional relay built-in second contact switch 111S2) to activate the HPSOV bidirectional relay 121. The second contact switch 121S2 built into the device is energized, and the current from the third power supply P3 and the fourth power supply P4 supplies power to the second coil 111C2 of the LPSOV bidirectional relay 111 and the second coil 121C2 of the HPSOV bidirectional relay 121 via the engine fuel control switch 120. This switches the first contact switches 111S1 and the second contact switches 111S2 built into the LPSOV bidirectional relay 111 and the second contact switches 121S2 built into the HPSOV bidirectional relay 121 to the closed state, thereby opening the LPSOV valve 200 (in the open state). Meanwhile, the HPSOV valve 300 does not perform a closing action because it is not powered at the HPSOV closing command terminal 300a; that is, the HPSOV valve 300 is in the normally open state.

[0047] (Emergency parking status)

[0048] like Figure 3 As shown, in the emergency stop state, the fireproof switch 110 is in the (switched to) pressed state, and both the fireproof built-in first switch 110a and the fireproof built-in second switch 110b are switched to the closed state; in addition, the engine fuel control switch 120 is in the stop fuel supply (OFF) state, and both the engine fuel control built-in first switch 120a and the engine fuel control built-in second switch 120b are switched to the closed state.

[0049] Therefore, the current from the first power source P1 and the second power source P2 flows directly to the LPSOV closing command terminal 200b of the LPSOV valve 200 and the HPSOV closing command terminal 300a of the HPSOV valve 300 via the fireproof switch 110. The current from the third power source P3 and the fourth power source P4 supplies power to the first coil 111C1 of the LPSOV bidirectional relay 111 and the first coil 121C1 of the HPSOV bidirectional relay 121 via the engine fuel control switch 120. This causes the built-in first contact switch 111S1 and the built-in second contact switch 111S2 of the LPSOV bidirectional relay 111 and the built-in first contact switch 121S1 and the built-in second contact switch 121S2 of the HPSOV bidirectional relay 121 to be switched to the closed state.

[0050] At this time, since the LPSOV bidirectional relay 111 (which has built-in first contact switch 111S1 and built-in second contact switch 111S2) and the HPSOV bidirectional relay 121 (which has built-in first contact switch 121S1 and built-in second contact switch 121S2) are not powered on, the power supply of the third power supply P3 and the fourth power supply P4 will not flow to the LPSOV closing command terminal 200b of the LPSOV valve 200 and the HPSOV closing command terminal 300a of the HPSOV valve 300. However, the current of the first power supply P1 and the second power supply P2 flows directly to the LPSOV closing command terminal 200b of the LPSOV valve 200 and the HPSOV closing command terminal 300a of the HPSOV valve 300, thereby reliably executing the closing action of the LPSOV valve 200 and the HPSOV valve 300.

[0051] As configured as described above, since the fireproof switch 110 and the engine fuel control switch 120 are powered by two independent power supplies (first power supply P1, second power supply P2, third power supply P3, and fourth power supply P4), in normal aircraft operation scenarios, the fireproof switch 110 is in the pushed-out state (i.e., no fireproofing required). The engine fuel control switch 120 switches the current from the power supply (first power supply P1 and second power supply P2) of the fireproof switch 110 to the opening or closing of the LPSOV valve 200 and HPSOV valve 300 by controlling the opening and closing of two different bidirectional relays (LPSOV bidirectional relay 111 and HPSOV bidirectional relay 121), thereby allowing or stopping the aircraft from supplying fuel to the engine. In emergency scenarios (e.g., when the engine catches fire), the fireproof switch 110 is in the pushed-in state (i.e., fireproofing is required) and can directly... The current from its power supply (first power supply P1 and second power supply P2) is simultaneously connected to the LPSOV closing command terminal 200b of LPSOV valve 200 and the HPSOV closing command terminal 300a of HPSOV valve 300, forcibly cutting off the aircraft's fuel supply to the engine. Therefore, the fireproof switch 110 and the engine fuel cut-off control switch 120 with the above structure can be used to switch the closure of LPSOV valve 200 and HPSOV valve 300 in different scenarios, and are powered by two independent power supplies respectively. Moreover, the related relays (LPSOV bidirectional relay 111, LPSOV unidirectional relay 112, HPSOV bidirectional relay 121 and HPSOV unidirectional relay 122) and cables are independent of each other, so that the engine fuel cut-off control device 100 achieves dual-margin fuel cut-off control in terms of architecture.

[0052] Furthermore, according to the configuration described above, the engine fuel control switch 120 directly controls the closing of the LPSOV valve 200 and the HPSOV valve 300, eliminating the need to connect the engine control system FADEC to it, thus preventing the engine from failing to shut down in case of FADEC control box failure. Simultaneously, the fireproof switch 110 of the present invention can also directly control the closing of the LPSOV valve 200 and the HPSOV valve 300, and has a higher priority than the control of the fuel control switch 120, enabling a more reliable cutoff of the aircraft's fuel supply to the engine in emergency scenarios.

[0053] Furthermore, according to the configuration described above, an LPSOV unidirectional relay 112 is added after the LPSOV bidirectional relay 111, and an HPSOV unidirectional relay 122 is added after the HPSOV bidirectional relay 121. Since the switching of the unidirectional relays (LPSOV unidirectional relay 112 and HPSOV unidirectional relay 122) requires the energization of the built-in contact switches of the unidirectional relays (LPSOV unidirectional relay built-in contact switches 112S and HPSOV unidirectional relay built-in contact switches 122S) and the unidirectional relay coils (LPSOV unidirectional relay coil 112C2 and HPSOV unidirectional relay coil 122S) simultaneously, the switching of the unidirectional relay coils requires the energization of the built-in contact switches of the unidirectional relays (LPSOV unidirectional relay coil 112C2 and HPSOV unidirectional relay coil 122C2). 122C) is powered, therefore, if any contact switch (LPSOV bidirectional relay 111, HPSOV bidirectional relay 121) fails to switch on a single contact, it will not cause the switching of the unidirectional relays (LPSOV unidirectional relay 112 and HPSOV unidirectional relay 122), thus preventing the engine from stopping unexpectedly due to a single contact failure.

[0054] Furthermore, according to the configuration described above, since the LPSOV bidirectional relay 111 and the HPSOV bidirectional relay 121 are each equipped with LPSOV bidirectional relay built-in monitoring contact switches 111S3 and 121S3 for connecting to the LPSOV remote data interface device 113 and the HPSOV remote data interface device 123, respectively, the command signal issued by the engine fuel control switch 120 to the LPSOV valve 200 and the HPSOV valve 300 can be determined by monitoring the contact position (upper or lower) of the LPSOV bidirectional relay 111 and the HPSOV bidirectional relay 121. Therefore, it is not necessary to directly monitor the voltage value of the power supply cable of the LPSOV valve 200 and the HPSOV valve 300 as in the prior art, which is beneficial to the stability of the valve operating voltage.

[0055] Other advantages and modifications will readily occur to those skilled in the art. Therefore, more broadly, the invention is not limited to the specific details and representative embodiments shown and described herein. Thus, modifications can be made without departing from the spirit or scope of the overall inventive concept as defined by the appended claims and their equivalents.

[0056] For example, in this invention, the contact switches in each relay (LPSOV bidirectional relay 111, LPSOV unidirectional relay 112, HPSOV bidirectional relay 121, HPSOV unidirectional relay 122) are described with the upper closing point as the first contact position and the lower closing point as the second contact position as an example. However, this invention is not limited to this. In each of the relays (LPSOV bidirectional relay 111, LPSOV unidirectional relay 112, HPSOV bidirectional relay 121, HPSOV unidirectional relay 122), the contact positions of each contact switch can be interchanged individually, that is, the lower closing point is the first contact position and the upper closing point is the second contact position. It should be noted that since each contact switch in each relay switches to its corresponding contact position by energizing its corresponding coil, the upper and lower closing points of multiple contact switches in a single relay must be interchanged synchronously. The positions of the upper and lower closing points of one or more contact switches cannot be interchanged individually.

[0057] For example, in this invention, Figures 1 to 3 The diagram shows the LPSOV remote data interface device 113 connected to the lower contact (second contact position) of the LPSOV bidirectional relay built-in monitoring contact switch 111S3, and the HPSOV remote data interface device 123 connected to the lower contact (second contact position) of the HPSOV bidirectional relay built-in monitoring contact switch 121S3. However, the invention is not limited to this; the LPSOV remote data interface device 113 can also be connected to the first contact position of the LPSOV bidirectional relay built-in monitoring contact switch 111S3, and the HPSOV remote data interface device 123 can also be connected to the first contact position of the HPSOV bidirectional relay built-in monitoring contact switch 121S3. Since the engine is in normal operating condition when each bidirectional relay (each contact switch within it) is in the second contact position, it is possible to determine whether the LPSOV valve 200 and HPSOV valve 300 are correctly opened by monitoring the state of each bidirectional relay.

Claims

1. An engine fuel cut-off control device employing a dual-margin architecture, comprising a fireproof switch and an engine fuel control switch for controlling an LPSOV valve installed in the wing and an HPSOV valve installed in the nacelle, characterized in that, The engine fuel cut-off control device has two sets of bidirectional relays and one set of unidirectional relays, which correspond to the LPSOV valve and the HPSOV valve respectively and are independent of each other. The engine fuel control switch can switch between a stopped fuel supply state and a fuel supply allowed state, so as to switch the connection and disconnection of the two sets of bidirectional relays and unidirectional relays through two independently powered power sources, so as to control the opening and closing of the LPSOV valve and the HPSOV valve. In addition, the fireproof switch can be switched to directly supply power to the LPSOV valve and HPSOV valve through two other independently powered power sources, so as to forcibly close the LPSOV valve and HPSOV valve.

2. The engine fuel cut-off control device with a dual-margin architecture as described in claim 1, characterized in that, The engine fuel control switch controls the LPSOV valve and the HPSOV valve under normal engine conditions. In an engine emergency scenario, the control of the LPSOV valve and the HPSOV valve by the fireproof switch takes precedence over the control of the engine fuel control switch.

3. The engine fuel cut-off control device with a dual-margin architecture as described in claim 2, characterized in that, The LPSOV valve has an LPSOV open command terminal and an LPSOV close command terminal. The HPSOV valve has an HPSOV shut-off command connection point. Under normal engine conditions, the fire alarm switch is switched to energize two bidirectional relays corresponding to the LPSOV valve and the HPSOV valve respectively via a first power supply and a second power supply. The engine fuel control switch, via a third power supply and a fourth power supply, switches the contact positions of the two bidirectional relays to toggle the on / off state of two unidirectional relays corresponding to the LPSOV valve and the HPSOV valve, thereby connecting them to the LPSOV open command terminal or the LPSOV close command terminal of the LPSOV valve, and to the HPSOV close command terminal of the HPSOV valve. In the engine emergency scenario, the fire switch is switched to be connected to the LPSOV shut-off command terminal of the LPSOV valve and the HPSOV shut-off command terminal of the HPSOV valve through the first power supply and the second power supply.

4. The engine fuel cut-off control device with a dual-margin architecture as described in claim 3, characterized in that, The fireproof switch has a fireproof built-in first switch and a fireproof built-in second switch inside, and the fireproof built-in first switch is powered by the first power source, while the fireproof built-in second switch is powered by the second power source. The engine fuel control switch has an internal engine fuel control first switch and an engine fuel control second switch. The engine fuel control first switch is powered by the third power source, and the engine fuel control second switch is powered by the fourth power source.

5. The engine fuel cut-off control device with a dual-margin architecture as described in claim 4, characterized in that, The first power supply, the second power supply, the third power supply, and the fourth power supply belong to different power supply busbars, or the first power supply and the third power supply belong to the same first power supply busbar and / or the second power supply and the fourth power supply belong to the same second power supply busbar.

6. The engine fuel cut-off control device with a dual-margin architecture as described in claim 4, characterized in that, The fireproof switch is connected to the LPSOV valve via an LPSOV bidirectional relay and an LPSOV unidirectional relay. The engine fuel control switch is connected to the HPSOV valve via an HPSOV bidirectional relay and an HPSOV unidirectional relay.

7. The engine fuel cut-off control device with a dual-margin architecture as described in claim 6, characterized in that, The LPSOV bidirectional relay has a first coil and a second coil, as well as a first and a second built-in contact switch. The LPSOV unidirectional relay has a coil and a built-in contact switch. The HPSOV bidirectional relay has an HPSOV bidirectional relay first coil and an HPSOV bidirectional relay second coil, as well as an HPSOV bidirectional relay built-in first contact switch and an HPSOV bidirectional relay built-in second contact switch, while the HPSOV unidirectional relay has an HPSOV unidirectional relay coil and an HPSOV unidirectional relay built-in contact switch.

8. The engine fuel cut-off control device with a dual-margin architecture as described in claim 7, characterized in that, The fireproof built-in first switch and the fireproof built-in second switch each have a first switch position and a second switch position. The engine fuel control built-in first switch and the engine fuel control built-in second switch each have a first switch position and a second switch position. The fireproof built-in first switch is simultaneously connected in parallel at the first switch position to both the built-in first contact switch and the built-in second contact switch of the LPSOV bidirectional relay, and at the second switch position, it is connected to the LPSOV off command wiring point. The fireproof built-in second switch is simultaneously connected in parallel to both the HPSOV bidirectional relay's built-in first contact switch and the HPSOV bidirectional relay's built-in second contact switch at the first switch position, and is connected to the HPSOV off command terminal at the second switch position. The engine fuel control built-in first switch is switched on at the first switch position to the first coil of the LPSOV bidirectional relay, and switched on at the second switch position to the second coil of the LPSOV bidirectional relay. The engine fuel control built-in second switch is connected to the first coil of the HPSOV bidirectional relay at the first switch position and to the second coil of the HPSOV bidirectional relay at the second switch position.

9. The engine fuel cut-off control device with a dual-margin architecture as described in claim 8, characterized in that, The LPSOV bidirectional relay has a built-in first contact switch, the LPSOV bidirectional relay has a built-in second contact switch, and the LPSOV unidirectional relay has a built-in contact switch, each having a first contact position and a second contact position. The HPSOV bidirectional relay has a built-in first contact switch, the HPSOV bidirectional relay has a built-in second contact switch, and the HPSOV unidirectional relay has a built-in contact switch, each of which also has a first contact position and a second contact position. The LPSOV bidirectional relay has a built-in first contact switch that connects to the LPSOV unidirectional relay's built-in contact switch at the first contact point, and connects to the LPSOV open command terminal at the second contact point. The LPSOV bidirectional relay's built-in second contact switch connects to the LPSOV unidirectional relay coil at the first contact point, and disconnects at the second contact point, thus breaking the circuit. The HPSOV bidirectional relay has a built-in first contact switch that connects to the HPSOV unidirectional relay's built-in contact switch at the first contact position, and disconnects at the second contact position, thus breaking the circuit. The HPSOV bidirectional relay also has a built-in second contact switch that connects to the HPSOV unidirectional relay coil at the first contact position, and disconnects at the second contact position, thus breaking the circuit. The LPSOV unidirectional relay has a built-in contact switch that is open at the first contact position and closed at the second contact position, connecting to the LPSOV shutdown command wiring point. The HPSOV unidirectional relay has a built-in contact switch that is open at the first contact point and closed at the second contact point, connecting to the HPSOV shutdown command wiring point.

10. The engine fuel cut-off control device with a dual-margin architecture as described in claim 9, characterized in that, In the normal parking state, the fireproof built-in first and second switches in the fireproof switch are switched to the first switch position. The LPSOV bidirectional relay built-in first and second contact switches, as well as the HPSOV bidirectional relay built-in first and second contact switches, are all switched to the first contact position. The LPSOV unidirectional relay built-in and HPSOV unidirectional relay built-in contact switches are switched to the second contact position to stop fuel supply to the engine. When the engine is operating normally, the fireproof built-in first switch and the fireproof built-in second switch in the fireproof switch are switched to the first switch position, and the LPSOV bidirectional relay built-in first contact switch, the LPSOV bidirectional relay built-in second contact switch, and the HPSOV bidirectional relay built-in first contact switch and the HPSOV bidirectional relay built-in second contact switch are all switched to the second contact position to allow fuel supply to the engine. In an emergency shutdown state, the fireproof built-in first switch and the fireproof built-in second switch in the fireproof switch are switched to the second switch position to forcibly cut off the fuel supply to the engine.

11. The engine fuel cut-off control device with a dual-margin architecture as described in claim 9, characterized in that, The first coil of the LPSOV bidirectional relay, the second coil of the LPSOV bidirectional relay, the first coil of the HPSOV bidirectional relay, and the second coil of the bidirectional relay are all grounded.

12. The engine fuel cut-off control device with a dual-margin architecture as described in claim 9, characterized in that, The LPSOV bidirectional relay and the HPSOV bidirectional relay are each equipped with an LPSOV bidirectional relay built-in monitoring contact switch and an HPSOV bidirectional relay built-in monitoring contact switch for connecting to the LPSOV remote data interface device and the HPSOV remote data interface device.

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