Control circuit, control method, aircraft, and storage medium for an electric throttle

Abstract

The application provides a control circuit and method of an electric throttle, an aircraft and a storage medium. The control circuit comprises a first throttle station power supply module, a second throttle station power supply module, a first angle resolver and a second angle resolver. The first throttle station power supply module is connected with the first angle resolver in series to form a first branch circuit. The second throttle station power supply module is connected with the second angle resolver in series to form a second branch circuit. The first branch circuit is electrically connected between a first aircraft power supply and the electric throttle. The second branch circuit is electrically connected between a second aircraft power supply and the electric throttle. The first throttle station power supply module is electrically connected between the first angle resolver and the first aircraft power supply. The second throttle station power supply module is electrically connected between the second angle resolver and the second aircraft power supply.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to a control circuit, control method, aircraft, and storage medium for an electric throttle. Background Technology

[0002] The aircraft throttle console is the control device of the aircraft's power plant system, providing input for engine operation. It supplies the thrust lever position signal to the engine's FADEC (Full Authority Digital Electronic Controller) for controlling the engine's forward and reverse thrust. The throttle console is also part of the aircraft's overall thrust management system, serving as the actuator for the automatic flight system. The angle resolver is a crucial component of the throttle console; after detecting the thrust lever angle command, it converts the mechanical angle into an analog electrical signal and sends it to the FADEC for thrust control.

[0003] Currently, the angle resolver is typically powered by the FADEC (Fabry-Performance Control Center). However, the FADEC is installed in the nacelle, and due to space constraints, its size cannot be too large. The angle resolver's power supply occupies eight electrical interfaces on the FADEC. Relying on the FADEC for input power leads to a severe shortage of FADEC interface resources and increases the FADEC's size, weight, and design complexity. Furthermore, the throttle console is located on the central cockpit control panel, while the FADEC is in the nacelle. The wiring from the central cockpit control panel to the nacelle is very long, further increasing the aircraft's overall weight and wiring complexity. Additionally, currently, the FADEC provides only one power supply channel for the angle resolver, lacking a backup channel, which significantly impacts the power supply safety and flight safety of the angle resolver. Summary of the Invention

[0004] This application provides a power supply circuit, power supply method, aircraft, and storage medium for an angle resolver, in order to solve the technical problems of low security of single-power-channel power supply in existing aircraft technology, and the increase in the total weight of the aircraft and the increase in the complexity of aircraft wiring caused by powering the angle resolver by FADEC.

[0005] In a first aspect, a power supply circuit for an angle resolver is provided for controlling an aircraft's electric throttle. The power supply circuit includes: a first throttle power module, a second throttle power module, a first angle resolver, and a second angle resolver; the first throttle power module and the first angle resolver are connected in series to form a first branch; the second throttle power module and the second angle resolver are connected in series to form a second branch; the first branch is electrically connected between a first aircraft power supply and the electric throttle; the second branch is electrically connected between a second aircraft power supply and the electric throttle; wherein the first throttle power module is electrically connected between the first angle resolver and the first aircraft power supply; and the second throttle power module is electrically connected between the second angle resolver and the second aircraft power supply.

[0006] In some implementations, the power supply circuit further includes a third branch and a fourth branch, wherein the third branch is electrically connected between the first throttle power module and the second angle resolver, and the fourth branch is electrically connected between the second throttle power module and the first angle resolver.

[0007] In some implementations, the input terminal of the first throttle power module is electrically connected to the first aircraft power supply, and the output terminal of the first throttle power module is electrically connected to the first input terminal of the first angle resolver and the second input terminal of the second angle resolver; the input terminal of the second throttle power module is electrically connected to the second aircraft power supply, and the output terminal of the second throttle power module is electrically connected to the second input terminal of the first angle resolver and the first input terminal of the second angle resolver; the output terminals of the first angle resolver and the second angle resolver are electrically connected to the electric throttle.

[0008] In some implementations, the first throttle power module includes a first lightning and electrostatic discharge (ESD) protection circuit, a first surge protection circuit, and a first overcurrent protection circuit. The first ESD protection circuit and the first overcurrent protection circuit are electrically connected through the first surge protection circuit. The input terminal of the first ESD protection circuit is electrically connected to the first aircraft power supply, and the output terminal of the first overcurrent protection circuit is electrically connected to the first input terminal of the first angle resolver and the second input terminal of the second angle resolver. The first ESD protection circuit absorbs voltage spikes when they arrive, thus providing lightning and ESD protection for the first throttle power module. The first surge protection circuit releases excess voltage when the input voltage exceeds a first surge clamping threshold, thus providing surge protection for the first throttle power module. The first overcurrent protection circuit provides overcurrent protection for the first throttle power module when the input current exceeds a first current threshold.

[0009] In some implementations, the second throttle power module includes a second lightning and electrostatic discharge (ESD) protection circuit, a second surge protection circuit, and a second overcurrent protection circuit. The second ESD protection circuit and the second overcurrent protection circuit are electrically connected through the second surge protection circuit. The input terminal of the second ESD protection circuit is electrically connected to the second aircraft power supply, and the output terminal of the second overcurrent protection circuit is electrically connected to the second input terminal of the first angle resolver and the first input terminal of the second angle resolver. The second ESD protection circuit absorbs voltage spikes when they arrive, thus providing lightning and ESD protection for the second throttle power module. The second surge protection circuit releases excess voltage when the input voltage exceeds a second surge clamping threshold, thus providing surge protection for the second throttle power module. The second overcurrent protection circuit provides overcurrent protection for the second throttle power module when the input current exceeds a second current threshold.

[0010] In some implementations, the first throttle power module includes a first common-mode filter circuit and a first differential-mode filter circuit; the first common-mode filter circuit and the first differential-mode filter circuit are connected in series, the input terminal of the first common-mode filter circuit is electrically connected to the first aircraft power supply, and the output terminal of the first differential-mode filter circuit is electrically connected to the first input terminal of the first angle resolver and the second input terminal of the second angle resolver; the first common-mode filter circuit is used to filter out the common-mode signal in the current signal output by the first aircraft power supply, thereby improving the anti-interference capability of the first throttle power module; the first differential-mode filter circuit is used to filter out the differential-mode signal in the current signal output by the first aircraft power supply, thereby improving the anti-interference capability of the first throttle power module.

[0011] In some implementations, the second throttle power module includes a second common-mode filter circuit and a second differential-mode filter circuit; the second common-mode filter circuit and the second differential-mode filter circuit are connected in series, the input terminal of the second common-mode filter circuit is electrically connected to the second aircraft power supply, and the output terminal of the second differential-mode filter circuit is electrically connected to the second input terminal of the first angle resolver and the first input terminal of the second angle resolver; the second common-mode filter circuit is used to filter out the common-mode signal in the current signal output by the second aircraft power supply, thereby improving the anti-interference capability of the second throttle power module; the second differential-mode filter circuit is used to filter out the differential-mode signal in the current signal output by the second aircraft power supply, thereby improving the anti-interference capability of the second throttle power module.

[0012] In some implementations, the first throttle power module further includes a first holding circuit; the input terminal of the first holding circuit is electrically connected to the output terminal of the first differential filter circuit, and the output terminal of the first holding circuit is electrically connected to the first input terminal of the first angle resolver and the second input terminal of the second angle resolver; the first holding circuit is used to perform short-term power-off retention of the subsequent circuit when the front end of the first throttle power module is powered off.

[0013] In some implementations, the second throttle power module further includes a second holding circuit; the input terminal of the second holding circuit is electrically connected to the output terminal of the second differential filter circuit, and the output terminal of the second holding circuit is electrically connected to the second input terminal of the first angle resolver and the first input terminal of the second angle resolver; the second holding circuit is used to perform short-term power-off holding of the subsequent circuit when the front end of the second throttle power module is powered off.

[0014] Secondly, a method for controlling an electric throttle is provided, the method comprising:

[0015] After the first throttle power module transmits electrical energy from the first aircraft power supply to the first angle resolver, the first angle resolver controls the electric throttle.

[0016] Alternatively, after the second throttle power module supplies electrical energy from the second aircraft power supply to the second angle resolver, the second angle resolver controls the electric throttle.

[0017] In some implementations, the control method further includes: after the first throttle power module supplies electrical energy from the first aircraft power supply to the second angle resolver, the second angle resolver controls the electric throttle; or, after the second throttle power module supplies electrical energy from the second aircraft power supply to the first angle resolver, the first angle resolver controls the electric throttle.

[0018] Thirdly, an aircraft is provided, the aircraft including the control circuit of the electric throttle described in the first aspect.

[0019] Fourthly, a storage medium is provided that stores a computer program, which, when executed by a processor, causes the processor to perform the electric throttle control method described in the second aspect.

[0020] This application achieves the following beneficial effects: It proposes a control circuit for an electric throttle, used to control the electric throttle of an aircraft. The control circuit includes: a first throttle power module, a second throttle power module, a first angle resolver, and a second angle resolver. The first throttle power module and the first angle resolver are connected in series to form a first branch; the second throttle power module and the second angle resolver are connected in series to form a second branch; the first branch is electrically connected between a first aircraft power supply and the electric throttle; the second branch is electrically connected between a second aircraft power supply and the electric throttle; wherein the first throttle power module is electrically connected between the first angle resolver and the first aircraft power supply; and the second throttle power module is electrically connected between the second angle resolver and the second aircraft power supply. By connecting the first throttle power module and the first angle resolver in series to form the first branch, and the second throttle power module and the second angle resolver in series to form the second branch, this application enables simultaneous power supply to both the first and second angle resolvers. Even if one branch fails, the angle resolver powered by the other branch will still operate, greatly improving the power supply safety of the angle resolver. In addition, this application achieves direct power supply from the aircraft power supply to the angle resolver by electrically connecting the first throttle power module between the first angle resolver and the first aircraft power supply, and electrically connecting the second throttle power module between the second angle resolver and the second aircraft power supply. This not only reduces the size, design complexity, and interface resource shortage of the FADEC, but also reduces the total weight of the aircraft and the complexity of aircraft wiring. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0022] Figure 1 A circuit diagram of an electric throttle control circuit provided for an embodiment of this application;

[0023] Figure 2 A circuit diagram of an electric throttle control circuit provided for an embodiment of this application;

[0024] Figure 3 A circuit diagram of an electric throttle control circuit provided for an embodiment of this application;

[0025] Figure 4A circuit diagram of an electric throttle control circuit provided for an embodiment of this application;

[0026] Figure 5 A circuit diagram of an electric throttle control circuit provided for an embodiment of this application;

[0027] Figure 6 A circuit diagram of an electric throttle control circuit provided for an embodiment of this application;

[0028] Figure 7 A circuit diagram of an electric throttle control circuit provided for an embodiment of this application;

[0029] Figure 8 A circuit diagram of an electric throttle control circuit provided for an embodiment of this application;

[0030] Figure 9 A circuit diagram of an electric throttle control circuit provided for an embodiment of this application;

[0031] Figure 10 A circuit diagram of an electric throttle control circuit provided for an embodiment of this application;

[0032] Figure 11 A flowchart illustrating a method for controlling an electric throttle, as provided in an embodiment of this application;

[0033] Figure 12 This is a flowchart illustrating a method for controlling an electric throttle, as provided in an embodiment of this application.

[0034] Figure label:

[0035] 10-First throttle power supply module; 101-First protection circuit; 102-First filter circuit; 103-First holding circuit; 104-First inverter circuit; 105-First power monitoring circuit;

[0036] 1011 - First lightning protection and static electricity protection circuit; 1012 - First surge protection circuit; 1013 - First overcurrent protection circuit;

[0037] 1021 - First common-mode filter circuit; 1022 - First differential-mode filter circuit;

[0038] 20-Second throttle power supply module; 201-Second protection circuit; 202-Second filter circuit; 203-Second holding circuit; 204-Second inverter circuit; 205-Second power monitoring circuit;

[0039] 2011 - Second lightning and static electricity protection circuit; 2012 - Second surge protection circuit; 2013 - Second overcurrent protection circuit;

[0040] 2021 - Second common-mode filter circuit; 2022 - Second differential-mode filter circuit;

[0041] 30 - First angle resolver; 40 - Second angle resolver; 50 - First aircraft power supply; 60 - Electric throttle; 70 - Second aircraft power supply. Detailed Implementation

[0042] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0043] It should be understood that, in the following description, a “circuit” refers to a conductive loop consisting of at least one element or sub-circuit connected by an electrical or electromagnetic link. When an element or circuit is said to be “connected to” another element, “connected” to another element, or “connected” between two nodes, it can be directly coupled to or connected to the other element, or there may be intermediate elements. The connection between elements can be physical, logical, or a combination thereof. Conversely, when an element is said to be “directly coupled to” or “directly connected to” another element, it means that there are no intermediate elements between them.

[0044] The terms “comprising,” “including,” or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase “comprising one…” does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0045] This application proposes a control circuit for an electric throttle. Specifically, the electric throttle control circuit proposed in this application is applicable to control scenarios where the aircraft's electric throttle is controlled by an angle resolver. In practical applications, the electric throttle control circuit proposed in this application is suitable for control scenarios where the aircraft's power supply directly powers the angle resolver, enabling the angle resolver to control the electric throttle.

[0046] In some embodiments, such as Figure 1 As shown, Figure 1This is a circuit diagram of a control circuit for an electric throttle provided in an embodiment of this application. The control circuit for the electric throttle includes: a first throttle power module 10, a second throttle power module 20, a first angle resolver 30, and a second angle resolver 40; the first throttle power module 10 and the first angle resolver 30 are connected in series to form a first branch; the second throttle power module 20 and the second angle resolver 40 are connected in series to form a second branch; the first branch is electrically connected between a first aircraft power supply 50 and the electric throttle 60; the second branch is electrically connected between a second aircraft power supply 70 and the electric throttle 60; wherein, the first throttle power module 10 is electrically connected between the first angle resolver 30 and the first aircraft power supply 50; and the second throttle power module 20 is electrically connected between the second angle resolver 40 and the second aircraft power supply 70.

[0047] The first throttle power module 10 has its input terminal electrically connected to the first aircraft power supply 50, its output terminal electrically connected to the first input terminal of the first angle resolver 30, and its output terminal electrically connected to the electric throttle 60. The first throttle power module 10 converts the electrical energy output from the first aircraft power supply 50 into electrical energy compatible with the first angle resolver 30 and supplies power to the first angle resolver 30. The first angle resolver 30 controls the electric throttle 60 after being powered by the first throttle power module 10.

[0048] Specifically, the input terminal of the first throttle power module 10 receives electrical energy output from the first aircraft power supply 50. The first throttle power module 10 converts the electrical energy output from the first aircraft power supply 50 into electrical energy compatible with the first angle resolver 30 through filtering, inversion, etc. After the first angle resolver 30 is powered on, it outputs a first angle resolution signal to the FADEC (full authority digital engine control). The FADEC sends a first control signal to the electric throttle 60 based on the first angle resolution signal. After receiving the first control signal, the electric throttle 60 controls the output of the aircraft's engine.

[0049] Specifically, the first throttle power module 10, the first angle resolver 30, and the connecting line for electrically connecting the first throttle power module 10 and the first angle resolver 30 constitute the first power supply channel. Based on the first power supply channel, the first aircraft power supply 50 can be used to directly power the first angle resolver 30 without using the FADEC to power the first angle resolver 30. This frees up the eight electrical interfaces on the FADEC that are configured as power supply interfaces when using the FADEC, allowing these electrical interfaces to be used to realize other functions besides power supply, thereby improving the control capability of the FADEC and reducing the size and complexity of the FADEC.

[0050] Specifically, the first aircraft power supply 50 directly powers the first angle resolver 30, eliminating the need for a FADEC to power it. This eliminates the need for wiring from the FADEC to the first angle resolver 30, thus reducing aircraft weight and wiring complexity. In practical applications, the FADEC is located in the nacelle, while the first angle resolver 30 is located on the central control panel in the cockpit. Measurements show that a single power supply cable for the C-type aircraft is approximately 50m long, while for the wide-body project, a single cable is expected to be 80m long, with each cable weighing approximately 0.704kg. The eight cables used for powering the FADEC weigh approximately 5.632kg. By directly powering the first angle resolver 30 from the first aircraft power supply 50, eliminating the need for a FADEC, the weight of the eight cables can be reduced, lowering aircraft weight and simplifying wiring.

[0051] The second throttle power module 20 has its input terminal electrically connected to the second aircraft power supply 70, its output terminal electrically connected to the first input terminal of the second angle resolver 40, and its output terminal electrically connected to the electric throttle 60. The second throttle power module 20 converts the electrical energy output from the second aircraft power supply 70 into electrical energy compatible with the second angle resolver 40 and supplies power to the second angle resolver 40. The second angle resolver 40 controls the electric throttle 60 after being powered by the second throttle power module 20.

[0052] Specifically, the input terminal of the second throttle power module 20 receives electrical energy output from the second aircraft power supply 70. The second throttle power module 20 converts the electrical energy output from the second aircraft power supply 70 into electrical energy compatible with the second angle resolver 40 through filtering, inversion, etc. After the second angle resolver 40 is powered on, it outputs a second angle resolution signal to the FADEC. The FADEC sends a second control signal to the electric throttle 60 based on the second angle resolution signal. After receiving the second control signal, the electric throttle 60 controls the output of the aircraft's engine.

[0053] Specifically, the second throttle power module 20, the second angle resolver 40, and the connecting wire for electrically connecting the second throttle power module 20 and the second angle resolver 40 constitute the second power supply channel. Based on the second power supply channel, the second aircraft power supply 70 can be used to directly power the second angle resolver 40 without using the FADEC to power the second angle resolver 40. This frees up the eight electrical interfaces on the FADEC that are configured as power supply interfaces when using the FADEC, allowing these electrical interfaces to be used to realize other functions besides power supply. This improves the control capability of the FADEC, reduces the size and complexity of the FADEC, and also reduces the weight of the eight wires, thus reducing the weight of the aircraft and the difficulty of aircraft wiring.

[0054] In this embodiment, the first angle resolver 30 is powered by the first aircraft power supply 50 and the first power supply channel, and the second angle resolver 40 is powered by the second aircraft power supply 70 and the second power supply channel. This allows the second power supply channel to be used to power the second angle resolver 40 when the first power supply channel fails. In other words, the second angle resolver 40 can be used when the first angle resolver 30 cannot work, thereby improving the power supply safety of the angle resolver and the flight safety of the aircraft.

[0055] In some embodiments, such as Figure 2 As shown, Figure 2 This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The control circuit further includes a third branch and a fourth branch. The third branch is electrically connected between the first throttle power module 10 and the second angle resolver 40, and the fourth branch is electrically connected between the second throttle power module 20 and the first angle resolver 30.

[0056] The third branch can be a wire or a circuit that transmits signals and electrical energy; the fourth branch can be a wire or a circuit that transmits signals and electrical energy.

[0057] The first throttle power module 10 has its input terminal electrically connected to the first aircraft power supply 50, its output terminal electrically connected to the first terminal of the third branch, its second terminal electrically connected to the second input terminal of the second angle resolver 40, and its output terminal electrically connected to the electric throttle 60. The first throttle power module 10 converts the electrical energy output from the first aircraft power supply 50 into electrical energy compatible with the second angle resolver 40 and supplies power to the second angle resolver 40. The second angle resolver 40 controls the electric throttle 60 after being powered by the second throttle power module 20.

[0058] Specifically, the input terminal of the first throttle power module 10 receives electrical energy output from the first aircraft power supply 50. The first throttle power module 10 converts the electrical energy output from the first aircraft power supply 50 into electrical energy compatible with the second angle resolver 40 through filtering, inversion, etc., and then transmits it to the second angle resolver 40 through the third branch. After the second angle resolver 40 is powered on, it outputs a third control signal to the electric throttle 60. After receiving the third control signal, the electric throttle 60 controls the output of the aircraft's engine.

[0059] Specifically, the first throttle power module 10, the second angle resolver 40, and the third branch for electrically connecting the first throttle power module 10 and the second angle resolver 40 constitute a third power supply channel. Based on the third power supply channel, the first aircraft power supply 50 can be used to directly power the second angle resolver 40 without using the FADEC to power the second angle resolver 40. This can improve the control capability of the FADEC, reduce the size and complexity of the FADEC, and also reduce the weight of the aircraft and the difficulty of aircraft wiring.

[0060] The second throttle power module 20 has its input terminal electrically connected to the second aircraft power supply 70, its output terminal electrically connected to the first terminal of the fourth branch, its second terminal electrically connected to the second input terminal of the first angle resolver 30, and its output terminal electrically connected to the electric throttle 60. The second throttle power module 20 converts the electrical energy output from the second aircraft power supply 70 into electrical energy compatible with the first angle resolver 30 and supplies power to the first angle resolver 30. The second angle resolver 40 controls the electric throttle 60 after the first angle resolver 30 is powered.

[0061] Specifically, the input terminal of the second throttle power module 20 receives electrical energy output from the second aircraft power supply 70. The second throttle power module 20 converts the electrical energy output from the second aircraft power supply 70 into electrical energy compatible with the first angle resolver 30 through filtering, inversion, etc., and then transmits it to the first angle resolver 30 through the fourth branch. After the first angle resolver 30 is powered on, it outputs a fourth control signal to the electric throttle 60. After receiving the fourth control signal, the electric throttle 60 controls the output of the aircraft's engine.

[0062] Specifically, the second throttle power module 20, the first angle resolver 30, and the fourth branch for electrically connecting the second throttle power module 20 and the first angle resolver 30 constitute the fourth power supply channel. Based on the fourth power supply channel, the second aircraft power supply 70 can be used to directly power the first angle resolver 30 without using the FADEC to power the first angle resolver 30. This can improve the control capability of the FADEC, reduce the size and complexity of the FADEC, and also reduce the weight of the aircraft and the difficulty of aircraft wiring.

[0063] In some embodiments, such as Figure 2 As shown, Figure 2 This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The input terminal of the first throttle power module 10 is electrically connected to the first aircraft power supply 50, and the output terminal of the first throttle power module 10 is electrically connected to the first input terminal of the first angle resolver 30 and the second input terminal of the second angle resolver 40.

[0064] The input terminal of the second throttle power module 20 is electrically connected to the second aircraft power supply 70, and the output terminal of the second throttle power module 20 is electrically connected to the second input terminal of the first angle resolver 30 and the first input terminal of the second angle resolver 40; the output terminals of the first angle resolver 30 and the second angle resolver 40 are electrically connected to the electric throttle 60.

[0065] In this embodiment, the first throttle power module 10 simultaneously supplies power to the first angle resolver 30 and the second angle resolver 40, and the second throttle power module 20 simultaneously supplies power to the first angle resolver 30 and the second angle resolver 40. This ensures that the first angle resolver 30 is powered by both the first and fourth power supply channels, and the second angle resolver 40 is powered by both the second and third power supply channels. Consequently, even if one of the power supply channels for the first angle resolver 30 and the second angle resolver 40 fails, the other channel can still supply power, thus improving the power supply safety of the angle resolvers and the flight safety of the aircraft.

[0066] In some embodiments, such as Figure 3 As shown, Figure 3 This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The control circuit further includes a first busbar 70 and a second busbar 80; the first aircraft power supply 50 and the first throttle power module 10 are electrically connected through the first busbar 70; the second aircraft power supply 70 and the second throttle power module 20 are electrically connected through the second busbar 80.

[0067] In this embodiment, the first aircraft power supply 50 and the first throttle power module 10 are electrically connected through the first busbar 70, and the second aircraft power supply 70 and the second throttle power module 20 are electrically connected through the second busbar 80. This can significantly reduce the number of cable connections, reduce wiring density and difficulty, and also improve the circuit's anti-interference capability and reliability.

[0068] In some embodiments, such as Figure 3 As shown, Figure 3This is a circuit diagram of a control circuit for an electric throttle provided in an embodiment of this application. The first throttle power module 10 includes a first protection circuit 101; the second throttle power module 20 includes a second protection circuit 201; the input terminal of the first protection circuit 101 is electrically connected to the first aircraft power supply 50, and the output terminal of the first protection circuit 101 is electrically connected to the first input terminal of the first angle resolver 30 and the second input terminal of the second angle resolver 40; the input terminal of the second protection circuit 201 is electrically connected to the second aircraft power supply 70, and the output terminal of the second protection circuit 201 is electrically connected to the second input terminal of the first angle resolver 30 and the first input terminal of the second angle resolver 40; the first protection circuit 101 is used to provide overcurrent protection for the subsequent circuits of the first throttle power module 10; the second protection circuit 201 is used to provide overcurrent protection for the subsequent circuits of the second throttle power module 20.

[0069] Specifically, the input terminal of the first busbar 70 is electrically connected to the first aircraft power supply 50, and the output terminal of the first busbar 70 is electrically connected to the input terminal of the first protection circuit 101, so that the electrical energy of the first aircraft power supply 50 is input to the first protection circuit 101 through the first busbar 70; the input terminal of the second busbar 80 is electrically connected to the second aircraft power supply 70, and the output terminal of the second busbar 80 is electrically connected to the input terminal of the second protection circuit 201, so that the electrical energy of the second aircraft power supply 70 is input to the second protection circuit 201 through the second busbar 80.

[0070] Specifically, the output terminal of the first protection circuit 101 is electrically connected to the first input terminal of the first angle resolver 30 and the second input terminal of the second angle resolver 40, so that the electrical energy flowing out of the first busbar 70 is input to the first angle resolver 30 or the second angle resolver 40 through the first protection circuit 101. The output terminal of the second protection circuit 201 is electrically connected to the second input terminal of the first angle resolver 30 and the first input terminal of the second angle resolver 40, so that the electrical energy flowing out of the second busbar 80 is input to the first angle resolver 30 or the second angle resolver 40 through the second protection circuit 201.

[0071] In some embodiments, such as Figure 4 As shown, Figure 4This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The first throttle power module 10 includes a first lightning and electrostatic discharge protection circuit 1011, a first surge protection circuit 1012, and a first overcurrent protection circuit 1013. The first lightning and electrostatic discharge protection circuit 1011 and the first overcurrent protection circuit 1013 are electrically connected through the first surge protection circuit 1012. The input terminal of the first lightning and electrostatic discharge protection circuit 1011 is electrically connected to the first aircraft power supply 50, and the output terminal of the first overcurrent protection circuit 1013 is electrically connected to the first input terminal of the first angle resolver 30 and the second input terminal of the second angle resolver 40. The first lightning and electrostatic discharge protection circuit 1011 absorbs voltage spikes when they arrive, thus providing lightning and electrostatic discharge protection for the first throttle power module 10. The first surge protection circuit 1012 releases excess voltage when the input voltage exceeds a first surge clamping threshold, thus providing surge protection for the first throttle power module 10. The first overcurrent protection circuit 1013 provides overcurrent protection for the first throttle power module 10 when the input current exceeds a first current threshold.

[0072] Specifically, the first lightning protection and static electricity protection circuit 1011, the first surge protection circuit 1012, and the first overcurrent protection circuit 1013 are connected in series to form the first protection circuit 101. The first lightning protection and static electricity protection circuit 1011 is electrically connected to the first overcurrent protection circuit 1013 through the first surge protection circuit 1012.

[0073] Specifically, the input terminal of the first busbar 70 is electrically connected to the first aircraft power supply 50, the output terminal of the first busbar 70 is electrically connected to the input terminal of the first lightning protection and static electricity protection circuit 1011, the output terminal of the first lightning protection and static electricity protection circuit 1011 is electrically connected to the input terminal of the first surge protection circuit 1012, the output terminal of the first surge protection circuit 1012 is electrically connected to the input terminal of the first overcurrent protection circuit 1013, and the output terminal of the first overcurrent protection circuit 1013 is electrically connected to the first input terminal of the first angle resolver 30 and the second input terminal of the second angle resolver 40.

[0074] In some embodiments, such as Figure 5 As shown, Figure 5This is a circuit diagram of a control circuit for an electric throttle provided in an embodiment of this application. The first lightning and electrostatic discharge (ESD) protection circuit 1011 includes a first transient voltage suppression diode D1, a second transient voltage suppression diode D2, and a third transient voltage suppression diode D3. The third transient voltage suppression diode D3 is connected in series between the first terminal of the first transient voltage suppression diode D1 and the first terminal of the second transient voltage suppression diode D2. The first terminals of the first transient voltage suppression diode D1 and the second transient voltage suppression diode D2 are grounded. The second terminals of the first transient voltage suppression diode D1 and the second transient voltage suppression diode D2 are electrically connected to the first busbar 70 and the first surge protection circuit 1012. When a voltage spike occurs, the first transient voltage suppression diode D1 and the second transient voltage suppression diode D2 are reverse-biased and break down, forming a conducting loop that directs the voltage spike to the ground terminal, thus completing the lightning and ESD protection for the first throttle power module 10.

[0075] In some embodiments, such as Figure 5 As shown, Figure 5 This is a circuit diagram of a control circuit for an electric throttle provided in an embodiment of this application. The first surge protection circuit 1012 includes a voltage acquisition unit and a MOSFET T1. The first terminal of the voltage acquisition unit and the drain of the MOSFET T1 are electrically connected to the first busbar 70 and the first lightning protection and electrostatic discharge circuit 1011. The second terminal of the voltage acquisition unit and the gate of the MOSFET T1 are electrically connected to a power management chip. The source of the MOSFET T1 is electrically connected to a first overcurrent protection circuit 1013. The voltage acquisition unit acquires the input voltage and sends it to the power management chip. When the input voltage exceeds the first surge clamping threshold, the power management chip controls the MOSFET T1 to conduct through its gate, releasing the excess voltage and completing surge protection for the first throttle power module 10.

[0076] In some embodiments, such as Figure 5 As shown, Figure 5 This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The first overcurrent protection circuit 1013 includes a current acquisition unit and a MOSFET T2. The first terminal of the current acquisition unit and the drain of the MOSFET T2 are electrically connected to the first surge protection circuit 1012. The second terminal of the current acquisition unit and the gate of the MOSFET T2 are electrically connected to the power management chip. The source of the MOSFET T2 is electrically connected to the first input terminal of the first angle resolver 30 and the second input terminal of the second angle resolver 40.

[0077] Specifically, the current sampling unit includes a sampling resistor. When the voltage across the sampling resistor is greater than the sampling resistor voltage threshold, it indicates that the input current is greater than the current threshold. At this time, the power management chip controls the MOSFET T2 to turn off through the gate of the MOSFET T2, thus completing the overcurrent protection of the first throttle power module 10.

[0078] In some embodiments, such as Figure 4 As shown, Figure 4 This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The second throttle power module 20 includes a second lightning and electrostatic discharge protection circuit 2011, a second surge protection circuit 2012, and a second overcurrent protection circuit 2013. The second lightning and electrostatic discharge protection circuit 2011 and the second overcurrent protection circuit 2013 are electrically connected through the second surge protection circuit 2012. The input terminal of the second lightning and electrostatic discharge protection circuit 2011 is electrically connected to the second aircraft power supply 70, and the output terminal of the second overcurrent protection circuit 2013 is electrically connected to the second input terminal of the first angle resolver 30 and the first input terminal of the second angle resolver 40. The second lightning and electrostatic discharge protection circuit 2011 absorbs voltage spikes when they arrive, thus providing lightning and electrostatic discharge protection for the second throttle power module 20. The second surge protection circuit 2012 releases excess voltage when the input voltage exceeds the second surge clamping threshold, thus providing surge protection for the second throttle power module 20. The second overcurrent protection circuit 2013 provides overcurrent protection for the second throttle power module 20 when the input current exceeds the second current threshold.

[0079] Specifically, the second lightning protection and static electricity protection circuit 2011, the second surge protection circuit 2012, and the second overcurrent protection circuit 2013 are connected in series to form the second protection circuit 201. The second lightning protection and static electricity protection circuit 2011 is electrically connected to the second overcurrent protection circuit 2013 through the second surge protection circuit 2012.

[0080] Specifically, the input terminal of the second busbar 80 is electrically connected to the second aircraft power supply 70, the output terminal of the second busbar 80 is electrically connected to the input terminal of the second lightning protection and static electricity protection circuit 2011, the output terminal of the second lightning protection and static electricity protection circuit 2011 is electrically connected to the input terminal of the second surge protection circuit 2012, the output terminal of the second surge protection circuit 2012 is electrically connected to the input terminal of the second overcurrent protection circuit 2013, and the output terminal of the second overcurrent protection circuit 2013 is electrically connected to the second input terminal of the first angle resolver 30 and the first input terminal of the second angle resolver 40.

[0081] Specifically, it should be noted that the first lightning protection and static electricity protection circuit 1011, the first surge protection circuit 1012, and the first overcurrent protection circuit 1013 are configured in the same way to form the second lightning protection and static electricity protection circuit 2011, the second surge protection circuit 2012, and the second overcurrent protection circuit 2013, respectively. Due to the above-mentioned appendix... Figure 5 The electric throttle control circuit described herein provides a detailed explanation of the first lightning protection and static electricity circuit 1011, the first surge protection circuit 1012, and the first overcurrent protection circuit 1013. Therefore, the second lightning protection and static electricity circuit 2011, the second surge protection circuit 2012, and the second overcurrent protection circuit 2013 will not be described again here.

[0082] In some embodiments, such as Figure 3 As shown, Figure 3 This is a circuit diagram of a control circuit for an electric throttle provided in an embodiment of this application. The first throttle power module 10 further includes a first filter circuit 102; the second throttle power module 20 further includes a second filter circuit 202.

[0083] The input terminal of the first filter circuit 102 is electrically connected to the first protection circuit 101, and the output terminal of the first filter circuit 102 is electrically connected to the first input terminal of the first angle resolver 30 and the second input terminal of the second angle resolver 40. The input terminal of the second filter circuit 202 is electrically connected to the second protection circuit 201, and the output terminal of the second filter circuit 202 is electrically connected to the second input terminal of the first angle resolver 30 and the first input terminal of the second angle resolver 40. The first filter circuit 102 is used to filter out noise in the current signal output by the first aircraft power supply 50, thereby improving the anti-interference capability of the first throttle power module 10. The second filter circuit 202 is used to filter out noise in the current signal output by the second aircraft power supply 70, thereby improving the anti-interference capability of the second throttle power module 20.

[0084] In some embodiments, such as Figure 6 As shown, Figure 6This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The first throttle power module 10 includes a first common-mode filter circuit 1021 and a first differential-mode filter circuit 1022; the first common-mode filter circuit 1021 and the first differential-mode filter circuit 1022 are connected in series, the input terminal of the first common-mode filter circuit 1021 is electrically connected to the first aircraft power supply 50, and the output terminal of the first differential-mode filter circuit 1022 is electrically connected to the first input terminal of the first angle resolver 30 and the second input terminal of the second angle resolver 40; the first common-mode filter circuit 1021 is used to filter out the common-mode signal in the current signal output by the first aircraft power supply 50, thereby improving the anti-interference capability of the first throttle power module 10; the first differential-mode filter circuit 1022 is used to filter out the differential-mode signal in the current signal output by the first aircraft power supply 50, thereby improving the anti-interference capability of the first throttle power module 10.

[0085] Specifically, the first common-mode filter circuit 1021 and the first differential-mode filter circuit 1022 are connected in series to form the first filter circuit 102.

[0086] In some embodiments, such as Figure 7 As shown, Figure 7 This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The first common-mode filter circuit 1021 includes a common-mode inductor. The two coils of the common-mode inductor have the same number of turns and phase, but opposite winding directions. When a common-mode current flows through the common-mode inductor, due to the unidirectional nature of the common-mode current, a unidirectional magnetic field is generated within the common-mode inductor, increasing the impedance of the common-mode inductor. The common-mode inductor exhibits high impedance, producing a strong damping effect, attenuating the common-mode signal in the current signal output by the first aircraft power supply 50, and improving the anti-interference capability of the first throttle power module 10.

[0087] The first differential-mode filter circuit 1022 includes a first differential-mode inductor, a second differential-mode inductor, and a differential-mode filter capacitor (not shown in the figure). The first terminals of the first and second differential-mode inductors are electrically connected to the first common-mode filter circuit 1021. The second terminal of the first differential-mode inductor is electrically connected to the first terminal of the differential-mode filter capacitor, and the second terminal of the second differential-mode inductor is electrically connected to the second terminal of the differential-mode filter capacitor. When the voltages on the two wires connected to the first and second differential-mode inductors are simultaneously high, the differential-mode filter capacitor between the first and second differential-mode inductors is charged, thus filtering out the differential-mode signal in the current signal output by the first aircraft power supply 50 and improving the anti-interference capability of the first throttle power module 10.

[0088] In some embodiments, such as Figure 6 As shown, Figure 6This is a circuit diagram of a control circuit for an electric throttle provided in an embodiment of this application. The second throttle power module 20 includes a second common-mode filter circuit 2021 and a second differential-mode filter circuit 2022; the second common-mode filter circuit 2021 and the second differential-mode filter circuit 2022 are connected in series, the input terminal of the second common-mode filter circuit 2021 is electrically connected to the second aircraft power supply 70, and the output terminal of the second differential-mode filter circuit 2022 is electrically connected to the second input terminal of the first angle resolver 30 and the first input terminal of the second angle resolver 40; the second common-mode filter circuit 2021 is used to filter out the common-mode signal in the current signal output by the second aircraft power supply 70, thereby improving the anti-interference capability of the second throttle power module 20; the second differential-mode filter circuit 2022 is used to filter out the differential-mode signal in the current signal output by the second aircraft power supply 70, thereby improving the anti-interference capability of the second throttle power module 20.

[0089] Specifically, the second common-mode filter circuit 2021 and the second differential-mode filter circuit 2022 are connected in series to form the first filter circuit 202.

[0090] Specifically, it should be noted that the first common-mode filter circuit 1021 and the first differential-mode filter circuit 1022 are configured in the same way to obtain the second common-mode filter circuit 2021 and the second differential-mode filter circuit 2022, respectively. Due to the above appendix... Figure 7 The electric throttle control circuit described above provides a detailed explanation of the first common-mode filter circuit 1021 and the first differential-mode filter circuit 1022, so the second common-mode filter circuit 2021 and the second differential-mode filter circuit 2022 will not be described again here.

[0091] In some embodiments, such as Figure 8 As shown, Figure 8 This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The first throttle power module 10 further includes a first holding circuit 103; the input terminal of the first holding circuit 103 is electrically connected to the output terminal of the first differential filter circuit 1022, and the output terminal of the first holding circuit 103 is electrically connected to the first input terminal of the first angle resolver 30 and the second input terminal of the second angle resolver 40; the first holding circuit 103 is used to maintain the power supply of the subsequent circuit for a short time when the front end of the first throttle power module 10 is powered off.

[0092] In some embodiments, such as Figure 7 As shown, Figure 7This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The first holding circuit 103 includes a tantalum capacitor, which is also known as a tantalum electrolytic capacitor. The first holding circuit 103, through the charging and discharging characteristics of the large tantalum capacitor, acts as a short-time battery to realize the short-time power loss holding function of the subsequent circuit when the front end is powered off.

[0093] In some embodiments, such as Figure 9 As shown, Figure 9 This is a circuit diagram of a control circuit for an electric throttle provided in an embodiment of this application. The second throttle power module 20 further includes a second holding circuit 203; the input terminal of the second holding circuit 203 is electrically connected to the output terminal of the second differential mode filter circuit 2022, and the output terminal of the second holding circuit 203 is electrically connected to the second input terminal of the first angle resolver 30 and the first input terminal of the second angle resolver 40; the second holding circuit 203 is used to maintain the power supply of the subsequent circuit for a short time when the front end of the second throttle power module 20 is powered off.

[0094] In some embodiments, the second holding circuit 203 includes a tantalum capacitor, also known as a tantalum electrolytic capacitor. The second holding circuit 203 utilizes the charging and discharging characteristics of the large tantalum capacitor to act as a short-time battery, achieving short-term power-loss retention for the subsequent circuitry in the event of a power failure at the front end.

[0095] In some embodiments, such as Figure 3 As shown, Figure 3This is a circuit diagram of an electric throttle control circuit provided in an embodiment of this application. The first throttle power module 10 further includes a first inverter circuit 104; the second throttle power module 20 further includes a second inverter circuit 204; the input terminal of the first inverter circuit 104 is electrically connected to the first aircraft power supply 50, and the output terminal of the first inverter circuit 104 is electrically connected to the first input terminal of the first angle resolver 30 and the first input terminal of the second angle resolver 40; the input terminal of the second inverter circuit 204 is electrically connected to the second aircraft power supply 70, and the output terminal of the second inverter circuit 204 is electrically connected to the second input terminal of the first angle resolver 30 and the second input terminal of the second angle resolver 40; the first inverter circuit 104 and the second inverter circuit 204 are used to convert the electrical energy output by the first aircraft power supply 50 into electrical energy adapted to the first angle resolver 30 and the second angle resolver 40; the first inverter circuit 104 and the second inverter circuit 204 are also used to convert the electrical energy output by the second aircraft power supply 70 into electrical energy adapted to the first angle resolver 30 and the second angle resolver 40. The first throttle power module 10 further includes a first power monitoring circuit 105; the second throttle power module 20 further includes a second power monitoring circuit 205; the first terminal of the first power monitoring circuit 105 is electrically connected to the first aircraft power supply 50, and the second terminal of the first power monitoring circuit 105 is electrically connected to the current detection terminal of the first inverter circuit 104; the first terminal of the second power monitoring circuit 205 is electrically connected to the second aircraft power supply 70, and the second terminal of the second power monitoring circuit 205 is electrically connected to the current detection terminal of the second inverter circuit 204; the first power monitoring circuit 105 is used to monitor the current signal output by the first inverter circuit 104 to ensure that the circuit voltage of the first throttle power module 10 is within a safe range; the second power monitoring circuit 205 is used to monitor the current signal output by the second inverter circuit 204 to ensure that the circuit voltage of the second throttle power module 20 is within a safe range.

[0096] Specifically, such as Figure 10 As shown, Figure 10 The circuit diagram of an electric throttle control circuit provided in this application embodiment shows that the first inverter circuit 104 can be a DC / AC conversion circuit, specifically, a DC 28V to AC 7V inverter module. The first power monitoring circuit 105 can be a 7V voltage comparison circuit. The 7V voltage comparison circuit samples the voltage at the output of the DC / AC conversion circuit. When the sampled voltage is greater than 7V, the 7V voltage comparison circuit reports a voltage monitoring fault to the main control module.

[0097] Specifically, the first throttle power module 10 also includes a 28V to 5VDC module and a 5V voltage comparison circuit, and a 28V to 15VDC module and a 15V voltage comparison circuit. First, the reference voltage is converted into threshold voltages for the 5V and 15V voltages used by the downstream load. These thresholds represent the voltage range required for the normal functioning of the downstream load. The 5V and 15V voltages output by the module are compared with these threshold voltages. If the voltage exceeds the threshold range, a voltage monitoring fault is reported to the main control module.

[0098] This application discloses a control circuit for an electric throttle, used to control the electric throttle of an aircraft. The control circuit includes: a first throttle power module 10, a second throttle power module 20, a first angle resolver 30, and a second angle resolver 40. The first throttle power module 10 and the first angle resolver 30 are connected in series to form a first branch; the second throttle power module 20 and the second angle resolver 40 are connected in series to form a second branch; the first branch is electrically connected between a first aircraft power supply 50 and the electric throttle 60; the second branch is electrically connected between a second aircraft power supply 70 and the electric throttle 60; wherein the first throttle power module 10 is electrically connected between the first angle resolver 30 and the first aircraft power supply 50; and the second throttle power module 20 is electrically connected between the second angle resolver 40 and the second aircraft power supply 70. This application connects the first throttle power module 10 and the first angle resolver 30 in series to form a first branch; and the second throttle power module 20 and the second angle resolver 40 in series to form a second branch. This allows the first angle resolver 30 and the second angle resolver 40 to be powered simultaneously. Even if one branch fails, the angle resolver powered by the other branch will still operate, greatly improving the power supply safety of the angle resolver. Furthermore, by electrically connecting the first throttle power module 10 between the first angle resolver 30 and the first aircraft power supply 50, and electrically connecting the second throttle power module 20 between the second angle resolver 40 and the second aircraft power supply 70, this application enables the first aircraft power supply to directly power the angle resolver. This not only reduces the size, design complexity, and interface resource constraints of the FADEC, but also reduces the overall weight of the aircraft and the complexity of aircraft wiring.

[0099] The above describes the control circuit of the electric throttle proposed in this application. Next, the control method of the electric throttle implemented based on any of the above embodiments will be described.

[0100] In some embodiments, such as Figure 11 The above, Figure 11 This is a flowchart illustrating a method for controlling an electric throttle according to an embodiment of this application. The control method includes:

[0101] Step S110: After the first throttle power module transmits electrical energy from the first aircraft power supply to the first angle resolver, the first angle resolver controls the electric throttle.

[0102] Step S120, or, after the second throttle power module supplies electrical energy from the second aircraft power supply to the second angle resolver, the second angle resolver controls the electric throttle.

[0103] When the first power supply channel is used to supply power to the first angle resolver, the first throttle power module transmits electrical energy from the first aircraft power supply to the first angle resolver, and the first angle resolver controls the electric throttle after being powered on; when the second power supply channel is used to supply power to the second angle resolver, the second throttle power module transmits electrical energy from the second aircraft power supply to the second angle resolver, and the second angle resolver controls the electric throttle after being powered on.

[0104] This application supplies power to the first angle resolver via a first throttle power module and to the second angle resolver via a second throttle power module, enabling simultaneous power supply to both angle resolvers. Even if one branch fails, the angle resolver powered by the other branch continues to operate, significantly improving power supply safety. Furthermore, this application directly supplies power to the angle resolvers via the aircraft's power supply, which not only reduces the size and design complexity of the FADEC and the scarcity of interface resources, but also reduces the overall weight of the aircraft and the complexity of its wiring.

[0105] In some embodiments, such as Figure 12 The above, Figure 12 This is a flowchart illustrating a method for controlling an electric throttle according to an embodiment of this application. The control method further includes:

[0106] Step S130: After the first throttle power module transmits electrical energy from the first aircraft power supply to the second angle resolver, the second angle resolver controls the electric throttle.

[0107] In step S140, after the second throttle power module transmits electrical energy from the second aircraft power supply to the first angle resolver, the first angle resolver controls the electric throttle.

[0108] When the second angle resolver is powered by the third power supply channel, the first throttle power module supplies electrical energy from the first aircraft power supply to the second angle resolver, and the second angle resolver controls the electric throttle after being powered on; when the first angle resolver is powered by the fourth power supply channel, the second throttle power module supplies electrical energy from the second aircraft power supply to the first angle resolver, and the first angle resolver controls the electric throttle after being powered on.

[0109] In this embodiment, the first throttle power module supplies power to both the first angle resolver and the second angle resolver simultaneously, and the second throttle power module supplies power to both the first angle resolver and the second angle resolver simultaneously. This ensures that the first angle resolver is powered by both the first and fourth power supply channels, and the second angle resolver is powered by both the second and third power supply channels. Consequently, even if one of the power supply channels for the first and second angle resolvers fails, the other channel can still supply power, thus improving the power supply safety of the angle resolvers and the flight safety of the aircraft.

[0110] In some embodiments, this application proposes an aircraft that includes the control circuit for the electric throttle as described in any of the above embodiments.

[0111] In some embodiments, this application proposes a storage medium storing a computer program, which, when executed by a processor, causes the processor to perform the following steps: after the first throttle power module supplies electrical energy from the first aircraft power supply to the first angle resolver, the first angle resolver controls the electric throttle; or, after the second throttle power module supplies electrical energy from the second aircraft power supply to the second angle resolver, the second angle resolver controls the electric throttle.

[0112] After the first throttle power module supplies electrical energy from the first aircraft power supply to the second angle resolver, the second angle resolver controls the electric throttle; or, after the second throttle power module supplies electrical energy from the second aircraft power supply to the first angle resolver, the first angle resolver controls the electric throttle.

[0113] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A control circuit for an electric throttle, used to control the electric throttle (60) of an aircraft, characterized in that, The control circuit includes: a first throttle power module (10), a second throttle power module (20), a first angle resolver (30), and a second angle resolver (40). The first throttle power module (10) is connected in series with the first angle resolver (30) to form a first branch; the second throttle power module (20) is connected in series with the second angle resolver (40) to form a second branch; the first branch is electrically connected between the first aircraft power supply (50) and the electric throttle (60); the second branch is electrically connected between the second aircraft power supply (70) and the electric throttle (60); The first throttle power module (10) is electrically connected between the first angle resolver (30) and the first aircraft power supply (50); the second throttle power module (20) is electrically connected between the second angle resolver (40) and the second aircraft power supply (70). The output terminals of the first angle resolver (30) and the second angle resolver (40) are electrically connected to the electric throttle (60); The control circuit further includes a third branch and a fourth branch. The third branch is electrically connected between the first throttle power module (10) and the second angle resolver (40), and the fourth branch is electrically connected between the second throttle power module (20) and the first angle resolver (30).

2. The control circuit according to claim 1, characterized in that, The input terminal of the first throttle power module (10) is electrically connected to the first aircraft power supply (50), and the output terminal of the first throttle power module (10) is electrically connected to the first input terminal of the first angle resolver (30) and the second input terminal of the second angle resolver (40). The input terminal of the second throttle power module (20) is electrically connected to the second aircraft power supply (70), and the output terminal of the second throttle power module (20) is electrically connected to the second input terminal of the first angle resolver (30) and the first input terminal of the second angle resolver (40).

3. The control circuit according to claim 2, characterized in that, The first throttle power module (10) includes a first lightning protection and static electricity protection circuit (1011), a first surge protection circuit (1012), and a first overcurrent protection circuit (1013). The first lightning protection and static electricity protection circuit (1011) and the first overcurrent protection circuit (1013) are electrically connected through the first surge protection circuit (1012); the input terminal of the first lightning protection and static electricity protection circuit (1011) is electrically connected to the first aircraft power supply (50), and the output terminal of the first overcurrent protection circuit (1013) is electrically connected to the first input terminal of the first angle resolver (30) and the second input terminal of the second angle resolver (40); The first lightning and electrostatic protection circuit (1011) absorbs the voltage spike when it arrives, thus completing the lightning and electrostatic protection of the first throttle power module (10); the first surge protection circuit (1012) releases the excess voltage when the input voltage is greater than the first surge clamping threshold, thus completing the surge protection of the first throttle power module (10); the first overcurrent protection circuit (1013) completes the overcurrent protection of the first throttle power module (10) when the input current is greater than the first current threshold.

4. The control circuit according to claim 2, characterized in that, The second throttle power module (20) includes a second lightning protection and static electricity protection circuit (2011), a second surge protection circuit (2012), and a second overcurrent protection circuit (2013). The second lightning protection and static electricity protection circuit (2011) and the second overcurrent protection circuit (2013) are electrically connected through the second surge protection circuit (2012); the input terminal of the second lightning protection and static electricity protection circuit (2011) is electrically connected to the second aircraft power supply (70), and the output terminal of the second overcurrent protection circuit (2013) is electrically connected to the second input terminal of the first angle resolver (30) and the first input terminal of the second angle resolver (40); The second lightning and electrostatic protection circuit (2011) absorbs the voltage spike when it arrives, thus completing the lightning and electrostatic protection of the second throttle power module (20); the second surge protection circuit (2012) releases the excess voltage when the input voltage is greater than the second surge clamping threshold, thus completing the surge protection of the second throttle power module (20); the second overcurrent protection circuit (2013) completes the overcurrent protection of the second throttle power module (20) when the input current is greater than the second current threshold.

5. The control circuit according to claim 2, characterized in that, The first throttle power module (10) includes a first common-mode filter circuit (1021) and a first differential-mode filter circuit (1022). The first common-mode filter circuit (1021) is connected in series with the first differential-mode filter circuit (1022). The input terminal of the first common-mode filter circuit (1021) is electrically connected to the first aircraft power supply (50). The output terminal of the first differential-mode filter circuit (1022) is electrically connected to the first input terminal of the first angle resolver (30) and the second input terminal of the second angle resolver (40). The first common-mode filter circuit (1021) is used to filter out the common-mode signal in the current signal output by the first aircraft power supply (50) and improve the anti-interference capability of the first throttle power module (10); the first differential-mode filter circuit (1022) is used to filter out the differential-mode signal in the current signal output by the first aircraft power supply (50) and improve the anti-interference capability of the first throttle power module (10).

6. The control circuit according to claim 2, characterized in that, The second throttle power module (20) includes a second common-mode filter circuit (2021) and a second differential-mode filter circuit (2022). The second common-mode filter circuit (2021) is connected in series with the second differential-mode filter circuit (2022). The input terminal of the second common-mode filter circuit (2021) is electrically connected to the second aircraft power supply (70). The output terminal of the second differential-mode filter circuit (2022) is electrically connected to the second input terminal of the first angle resolver (30) and the first input terminal of the second angle resolver (40). The second common-mode filter circuit (2021) is used to filter out the common-mode signal in the current signal output by the second aircraft power supply (70) and improve the anti-interference capability of the second throttle power module (20); the second differential-mode filter circuit (2022) is used to filter out the differential-mode signal in the current signal output by the second aircraft power supply (70) and improve the anti-interference capability of the second throttle power module (20).

7. The control circuit according to claim 5, characterized in that, The first throttle power module (10) also includes a first holding circuit (103). The input terminal of the first holding circuit (103) is electrically connected to the output terminal of the first differential filter circuit (1022), and the output terminal of the first holding circuit (103) is electrically connected to the first input terminal of the first angle resolver (30) and the second input terminal of the second angle resolver (40). The first holding circuit (103) is used to maintain the power of the subsequent circuit during a short-term power failure when the front end of the first throttle power module (10) is powered off.

8. The control circuit according to claim 6, characterized in that, The second throttle power module (20) also includes a second holding circuit (203); The input terminal of the second holding circuit (203) is electrically connected to the output terminal of the second differential mode filter circuit (2022), and the output terminal of the second holding circuit (203) is electrically connected to the second input terminal of the first angle resolver (30) and the first input terminal of the second angle resolver (40). The second holding circuit (203) is used to maintain the power of the subsequent circuit during a short-term power failure when the front end of the second throttle power module (20) is powered off.

9. A method for controlling an electric throttle, characterized in that, The control method is applied to the control circuit according to any one of claims 1 to 8, and the control method includes: After the first throttle power module transmits electrical energy from the first aircraft power supply to the first angle resolver, the first angle resolver controls the electric throttle. Alternatively, after the second throttle power module supplies electrical energy from the second aircraft power supply to the second angle resolver, the second angle resolver controls the electric throttle.

10. The control method according to claim 9, characterized in that, The control method further includes: After the first throttle power module transmits electrical energy from the first aircraft power supply to the second angle resolver, the second angle resolver controls the electric throttle. Alternatively, after the second throttle power module supplies electrical energy from the second aircraft power supply to the first angle resolver, the first angle resolver controls the electric throttle.

11. An aircraft, characterized in that, The aircraft includes a control circuit for an electric throttle as described in any one of claims 1 to 8.

12. A storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, the processor performs the steps of the electric throttle control method as described in claim 9 or 10.

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