Aircraft wheel load signal dissimilar redundancy control system and control method

Abstract

The invention belongs to the technical field of wheel load signal electromechanical comprehensive design, and relates to an aircraft wheel load signal dissimilar redundancy control system and a control method. A wheel load microswitch comprises six contacts and two deflector rods; the first contact and the fourth contact in the six contacts are common contacts, one ends of the two driving levers are connected with the two common contacts respectively, and the other ends of the two driving levers are controlled by the wheel load microswitch to be connected to the second contact and the fifth contact or the third contact and the sixth contact respectively; the second contact is connected with the wheel load signal relay and used for controlling the wheel load signal relay to act. The third, fifth and sixth contacts are connected to the electromechanical management system and are used for providing wheel load signals; the wheel load signal relay simultaneously controls the on-off actions of a plurality of groups of relays; each group of relay switches comprises three contacts, one common contact is grounded, one of the other two contacts is floating, and the other effective contact is connected to an electromechanical management system or other systems.

Description

Technical Field

[0001] The invention belongs to the technical field of electromechanical integrated design of wheel-borne signals, and relates to a non-similar redundancy control system and a control method for wheel-borne signals of an aircraft. Background Art

[0002] The wheel-borne signal serves as an indicator of the aircraft's takeoff. It is an important signal for the aircraft's flight control, navigation, power supply and other systems, and plays a vital role in the safety of the aircraft.

[0003] For aircraft, there are often multiple systems collecting wheel-loaded signals at the same time. Normally, the system sends one wheel-loaded signal to the adapter module, which divides the wheel-loaded signal into multiple channels for collection by multiple systems. In this way, if the system collecting the wheel-loaded signal does not perform signal isolation, it is easy to cross-connect during collection, resulting in abnormal wheel-loaded signals collected by each system, causing the system to misjudge the wheel-loaded status. In particular, misjudgment of the ground in the air can easily cause problems with the flight safety of the aircraft; another collection method is to control a relay with a wheel-loaded microswitch, and the relay contacts send the wheel-loaded signal to each collection system. However, when this method is used, when the relay fails, the wheel-loaded signal collected by the system will be wrong. Summary of the invention

[0004] Purpose of the present invention: In order to solve the problem of erroneous collection caused by misjudgment of wheel-borne signals and relay failure, the present application proposes a non-similar redundancy control system and control method for aircraft wheel-borne signals.

[0005] Technical solution:

[0006] An aircraft wheel-borne signal non-similar control system includes: a group of wheel-borne micro switches and wheel-borne signal relays;

[0007] The wheel-mounted micro switch comprises six contacts and two levers; the first contact and the fourth contact of the six contacts are common contacts, one end of the two levers are respectively connected to the two common contacts, and the other ends of the two levers are respectively connected to the second contact and the fifth contact or to the third contact and the sixth contact through the wheel-mounted micro switch; the first contact is grounded to indicate the ground state, and the fourth contact is floating to indicate the air state; the second contact is connected to the wheel-mounted signal relay to control the action of the wheel-mounted signal relay; the third, fifth and sixth contacts are connected to the electromechanical management system to provide wheel-mounted signals;

[0008] The wheel-mounted micro switch can be a mechanical micro switch, or a magnetic or light-sensitive micro switch such as a proximity signaler. The wheel-mounted signal relay controls the actions of multiple groups of relay switches at the same time; each group of relay switches includes three contacts, one of which is a common contact connected to the ground, and one of the other two contacts is floating, and one effective contact is connected to the electromechanical management system or other systems; the wheel-mounted signal relay controls the relay switch to connect the common contact to the floating contact or the effective contact.

[0009] Furthermore, an effective contact of one of the plurality of relay switches is connected to the electromechanical management system, and effective contacts of the other relay switches are respectively connected to different systems requiring wheel load signals.

[0010] Furthermore, the system also includes: a 28V emergency power supply to power the wheel-mounted signal relay.

[0011] Furthermore, the number of relay switches driven by the wheel-load signal relay is at least two.

[0012] Further, when the three wheel load signals provided by the third, fifth and sixth contacts of the wheel load micro switch and the one wheel load signal provided by an effective contact of a relay switch in the wheel load signal relay, a total of four wheel load signals, are in the same state, it is judged that the wheel load signal is completely normal.

[0013] Furthermore, the system includes at least two groups of wheel-mounted micro switches and wheel-mounted signal relays.

[0014] Further, the system includes two sets of wheel-mounted micro switches and wheel-mounted signal relays;

[0015] The first group of wheel-load micro switches and wheel-load signal relays provide signals 1 to 4; one wheel-load signal provided by an effective contact of a relay switch in the wheel-load signal relay is signal 1, and the three wheel-load signals provided by the third, fifth, and sixth contacts of the wheel-load micro switch are wheel-load signals 2, 3, and 4 respectively;

[0016] The second group of wheel-load micro switches and wheel-load signal relays provide signals 5 to 6; one wheel-load signal provided by an effective contact of a relay switch in the wheel-load signal relay is signal 5, and the three wheel-load signals provided by the third, fifth, and sixth contacts of the wheel-load micro switch are wheel-load signals 6, 7, and 8 respectively.

[0017] A method for controlling non-similar wheel-borne signals of an aircraft, the method being implemented by the system, the method comprising the following steps:

[0018] Step 1: Determine whether the states of the eight received wheel load signals are consistent. If the states are consistent, output the corresponding wheel load signal states; otherwise, make specific judgments based on the wheel load signals with inconsistent states;

[0019] Step 2: If only the state of signal 1 is inconsistent with the states of other signals, it is determined that the first group of wheel load signal relays is faulty;

[0020] Step 3: If only signal 2 or signal 3 or signal 4 is inconsistent with other signal states (only one signal is inconsistent), it is determined that the first group of wheel-mounted micro switches is faulty;

[0021] Step 4: If only the state of signal 5 is inconsistent with the states of other signals, it is determined that the second set of wheel load signal relays is faulty;

[0022] Step 5: If only signal 6 or signal 7 or signal 8 is inconsistent with other signal states (only one signal is inconsistent), it is determined that the second set of wheel-mounted micro switches is faulty;

[0023] Step 6: If the states of 2 or 3 signals among signals 1 to 4 are inconsistent with the states of other signals, it is determined that the first set of wheel-mounted micro switches is faulty;

[0024] Step 7: If the states of 2 or 3 of the signals 5 to 8 are inconsistent with the states of the other signals, it is determined that the second set of wheel-mounted micro switches is faulty.

[0025] Step 8: In addition to the above-listed states, the electromechanical management system determines that the state of the wheel-mounted micro switch 1-1 or 1-2 is correct and prompts that the wheel-mounted micro switch 1-1 or 1-2 is faulty through other wheel-mounted micro switch states, height and other signals.

[0026] A non-similar redundancy control system for aircraft wheel-borne signals, the system comprising three wheel-borne units, each wheel-borne unit comprising two groups of wheel-borne micro switches and wheel-borne signal relays.

[0027] A method for controlling non-similar redundancy of wheel-borne signals of an aircraft, wherein the system implementation of the method comprises the following steps:

[0028] Determine whether the wheel load signal states output by the three wheel load units are consistent. If so, output the wheel load signal states normally;

[0029] Otherwise, determine whether the wheel-borne signal states output by two wheel-borne units are consistent with the aircraft altitude state. If so, indicate that the wheel-borne signal of another unit is faulty, and send the correct wheel-borne signal to the system that collects the wheel-borne signal of the faulty wheel-borne unit through the communication system;

[0030] Otherwise, it is determined whether the pilot has given the correct wheel load signal to the electromechanical management system through the manual switch. If so, the electromechanical management computer transmits the manual wheel load signal to each system;

[0031] Otherwise, the electromechanical management system will make a decision based on the characteristics of the aircraft using parameters such as high speed and velocity, and send the wheel-load signal after the decision to the system with the abnormal wheel-load signal.

[0032] Beneficial effects:

[0033] The electromechanical management computer can send the correct wheel-load signal after decision-making to the system with wheel-load micro switch or relay failure through communication, so as to realize non-similar redundancy of wheel-load signal and ensure the reliability of wheel-load signal of aircraft.

[0034] Using a 28V emergency power supply, when in the air, there is no ground signal on the wheel, the relay does not work, and the wheel-mounted system will not increase additional emergency power. When on the ground, the wheel-mounted relay uses emergency power to send the wheel-mounted signal to each system to ensure the safe landing of the aircraft.

[0035] When the wheel load status after the aircraft decision is abnormal, the pilot can manually force the wheel load signal status, and the electromechanical management system will give priority to the wheel load signal manually given by the pilot.

[0036] The wheel-borne signals are sent out through relays to various required systems for collection and use, to prevent the system from collecting wheel-borne signals without proper isolation when the aircraft is in the air, causing other systems to mistakenly collect erroneous signals from the wheels on the ground, causing changes in the system control rate, etc., and causing flight safety problems for the aircraft.

[0037] The wheel load signal is monitored and decided by the electromechanical management computer to ensure that when an abnormal situation occurs in a particular wheel load, the aircraft can obtain the correct wheel load signal, quickly locate the abnormal wheel load signal, and give an alarm message. Real-time monitoring of wheel load signals and real-time self-detection of the wheel load system are achieved to ensure the integrity of the system.

[0038] When the wheel-load signals are inconsistent, the electromechanical management system can make auxiliary judgments through the acquired altitude, airspeed and other signals to ensure that the electromechanical system's decision on the wheel-load signals is absolutely accurate.

[0039] The electromechanical management system can accurately locate the fault point through decision-making and judgment, and provide prompt information to facilitate maintenance personnel to locate and troubleshoot the fault and improve the maintainability of wheel load signals.

[0040] The electromechanical management system monitors each wheel-load signal in real time and gives prompts for monitoring anomalies. It can detect hidden faults in traditional wheel-load signal systems and give intuitive prompts for system health status and fault location, thereby improving system fault detectability.

[0041] The present invention takes a three-wheeled aircraft as an example, and the wheel-borne signal control design is as follows: Figure 1As shown in the figure (only one wheel load is shown, and the other two wheel loads are consistent with the shown figure), the wheel load signal judgment flow chart of a single wheel load is as follows Figure 2 As shown in Figure 2, the wheel-borne signal decision process (taking a 3-wheel-borne aircraft as an example) is as follows: Figure 3 shown. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 It is the wheel load signal control diagram;

[0043] Figure 2 A wheel load signal determination flow chart for a single wheel load;

[0044] Figure 3 This is the wheel-borne signal decision process (taking a 3-wheel-borne aircraft as an example). DETAILED DESCRIPTION

[0045] The following is a detailed description of an aircraft wheel-borne signal non-similar redundancy control system and control method provided by the present invention in conjunction with the accompanying drawings.

[0046] The wheel-borne signal of the aircraft is generally output by a wheel-borne micro switch to realize ground / open signal output, where grounding indicates the ground and open indicates the air. In order to ensure the reliability and accuracy of the wheel-borne signal, the present invention proposes a wheel-borne signal control system and control method with non-similar redundancy.

[0047] like Figure 1 As shown, an aircraft wheel-borne signal non-similar redundancy control system and control method include a wheel-borne micro switch, a wheel-borne signal relay, and an electromechanical management system;

[0048] The wheel-mounted micro switches include mechanical micro switches and magnetic or optical micro switches such as proximity signalers;

[0049] Preferably, the wheel-mounted micro switch installation position and the type and number of micro switches are selected according to the wheel-mounted structure. Usually, an aircraft will install multiple wheel-mounted micro switches to ensure the reliability of wheel-mounted signals. Generally, two independent wheel-mounted micro switches will be installed on one landing gear.

[0050] The mechanical micro switch and the proximity signaler and other magnetic or optical micro switches are all connected to the electromechanical management system;

[0051] Each wheel-load micro switch has three wheel-load signals connected to the electromechanical management system, and one wheel-load signal connected to the wheel-load signal relay;

[0052] Preferably, the wheel-load signal is sent to each required system for collection and use through the wheel-load signal control relay. The wheel-load micro switch signal (ground / open) controls the negative end of the relay coil, thereby controlling the on and off of the relay. Then, the wheel-load signal is sent to multiple systems through multiple groups of relay contacts, and each relay contact is sent to a system for collection. In this way, the wheel-load signals of different systems are physically isolated, which can prevent cross-current between different systems.

[0053] The wheel load signal relay has a set of contacts whose wheel load signal is connected to the electromechanical management system;

[0054] The electromechanical management system obtains eight wheel load signals, signals 1 to 8, from one wheel load as signals for wheel load signal decision and evaluation;

[0055] Preferably, the wheel-borne signals are monitored and decided by the electromechanical management computer to ensure that when an abnormal situation occurs in an individual wheel-borne signal, the aircraft can obtain the correct wheel-borne signal, quickly locate the abnormal wheel-borne signal, and give an alarm message.

[0056] Each wheel switch has two sets of contacts, which act synchronously. One set of contacts (such as Figure 1 2 pins) are sent to the relay to control the on and off of the relay, and the other contacts are sent to the electromechanical management computer, such as Figure 1 The electromechanical management computer monitors all collected wheel load signals in real time and detects any abnormalities (such as Figure 1 If the wheel load status displayed by the signal 1 of the relay 13 pin is inconsistent with the wheel load status of the 3, 5, and 6 pins, the electromechanical management will be Figure 2 The process is judged and then the corresponding alarm information is sent.

[0057] When the electromechanical management computer collects abnormal load signals (exceeding Figure 2 In case of abnormal conditions in Figure 3 The voting process votes on the wheel load signal and then sends the voted signal to the system with abnormal wheel load signal through communication. In this way, the margin design of the wheel load signal is realized and the reliability of the wheel load signal is guaranteed.

[0058] When the pilot determines that the wheel load signal after the above decision is still wrong, a manual wheel load signal can be given through a switch. The electromechanical management computer gives priority to the manual wheel load signal given by the pilot and sends the wheel load signal given by the pilot to each system through communication.

[0059] Through the above process, the electromechanical management computer can realize real-time monitoring of wheel-borne signals and real-time self-detection of wheel-borne systems to ensure the integrity of the system, thereby realizing non-similar redundancy control of wheel-borne signals. The system uses a 28V emergency power supply. When in the air, there is no ground signal on the wheel-borne system, the relay does not work, and the wheel-borne system does not increase additional emergency power. When on the ground, the wheel-borne relay uses emergency power to send wheel-borne signals to various systems to ensure the safe landing of the aircraft.

[0060] 1. Usually, an aircraft has several wheel-loads, and there are several wheel-load signals. To ensure the reliability of the wheel-load signals, one wheel-load is generally equipped with two independent wheel-load micro switches. The present invention sends the wheel-load signals to various required systems for collection and use through relays, so as to prevent other systems from mistakenly collecting erroneous signals of the wheel-loads on the ground due to reasons such as failure to isolate the wheel-load signals when the aircraft is in the air, causing changes in the system control rate, etc., and causing flight safety problems for the aircraft.

[0061] 2. The wheel load signal is monitored and decided through the electromechanical management computer to ensure that when an abnormal situation occurs in a particular wheel load, the aircraft can obtain the correct wheel load signal, quickly locate the abnormal wheel load signal, and give an alarm message. Real-time monitoring of wheel load signals and real-time self-detection of the wheel load system are achieved to ensure the integrity of the system.

[0062] 3. The electromechanical management computer can send the correct wheel-load signal after decision-making to the system with wheel-load micro switch or relay failure through communication, so as to realize non-similar redundancy of wheel-load signal and ensure the reliability of wheel-load signal of aircraft.

[0063] 4. Use 28V emergency power supply. When in the air, there is no ground signal on the wheel, the relay does not work, and the wheel system will not increase additional emergency power. When on the ground, the wheel relay uses emergency power to send the wheel signal to each system to ensure the safe landing of the aircraft.

[0064] 5. When the wheel load status after the aircraft decision is abnormal, the pilot can manually force the wheel load signal status, and the electromechanical management system will give priority to the wheel load signal manually given by the pilot.

[0065] 6. When the wheel-load signals are inconsistent, the electromechanical management system can make auxiliary judgments through the acquired signals such as altitude and airspeed to ensure that the electromechanical system's decision on the wheel-load signals is absolutely accurate.

[0066] 7. The electromechanical management system can accurately locate the fault point through decision-making and judgment, and provide prompt information to facilitate maintenance personnel to locate and troubleshoot the fault and improve the maintainability of wheel load signals.

[0067] 8. The electromechanical management system monitors each wheel-load signal in real time and gives prompts for abnormal monitoring. It can detect hidden faults in traditional wheel-load signal systems and give intuitive prompts for system health status and fault location, thereby improving system fault detectability.

[0068] The wheel load signal judgment process for a single wheel load is as follows:

[0069] first step:

[0070] The electromechanical management system monitors the 8 collected wheel load signals.

[0071] Step 2:

[0072] Check whether the 8 wheel load signals collected by the electromechanical management system are consistent. If they are consistent, the electromechanical management system reports the wheel load signal status normally without alarm display, otherwise proceed to the third step.

[0073] Step 3:

[0074] Determine whether signal 1 is inconsistent with the other 7 signals. If not, the electromechanical management system prompts and reports "wheel load signal relay 1 failure"; otherwise, go to step 4.

[0075] Step 4:

[0076] It is determined that only one of signal 2, signal 3 or signal 4 is inconsistent with the other signals. If they are inconsistent, the electromechanical management system prompts and reports "wheel-mounted micro switch 1-1 failure". Otherwise, go to step 5.

[0077] Step 5:

[0078] Determine whether signal 5 is inconsistent with the other 7 signals. If not, the electromechanical management system prompts to report "wheel load signal relay 2 failure"; otherwise, go to step 6.

[0079] Step 6:

[0080] It is determined that only one of signal 6, signal 7 or signal 8 is inconsistent with the other signals. If they are inconsistent, the electromechanical management system prompts and reports "wheel-mounted micro switch 1-2 failure". Otherwise, go to step 7.

[0081] Step 7:

[0082] If 2 or 3 of the signals 1 to 4 are inconsistent with the other signals, the electromechanical management system will report "wheel-mounted micro switch 1-1 fault". Otherwise, go to step 8.

[0083] Step 8:

[0084] If 2 or 3 of the signals 5 to 8 are inconsistent with the other signals, the electromechanical management system will report "wheel-mounted micro switch 1-2 fault". Otherwise, go to step 9.

[0085] Step 9:

[0086] The electromechanical management system determines that the state of wheel-mounted micro switch 1-1 or 1-2 is correct through other wheel-mounted micro switch states, height and other signals, indicating that wheel-mounted micro switch 1-1 or 1-2 is faulty.

[0087] The wheel-borne signal decision process (taking a 3-wheel-borne aircraft as an example) is as follows:

[0088] first step:

[0089] The electromechanical management system monitors the three sets of wheel load signals collected.

[0090] Step 2:

[0091] Check whether the three groups of wheel load signals collected by the electromechanical management system are consistent. If they are consistent, the electromechanical management system reports the wheel load signal status normally without alarm display, otherwise proceed to the third step.

[0092] Step 3:

[0093] There are two groups of wheel-mounted micro switches in the same state and in the same state as the aircraft altitude. If they are consistent, the electromechanical

[0094] The management system prompts to report "the inconsistent wheel load signal fault" and sends the correct wheel load signal to the relevant system that collects the status of the wheel load micro switch of the faulty group through communication; otherwise, go to the fourth step.

[0095] Step 4:

[0096] Determine whether the pilot manually gives a wheel load signal through the switch. If so, the electromechanical management system sends the manual wheel load signal to each system. Otherwise, go to step 5.

[0097] Step 5:

[0098] The electromechanical management system then makes decisions based on the characteristics of the aircraft using parameters such as high speed and velocity, and sends the wheel-load signal after the decision to the system with the abnormal wheel-load signal.

Claims

1. An aircraft wheel-borne signal dissimilarity control system, characterized in that: The system comprises: a set of wheel-mounted micro switches and wheel-mounted signal relays; The wheel-mounted micro switch includes six contacts and two levers; the first contact and the fourth contact of the six contacts are common contacts, one end of the two levers are respectively connected to the two common contacts, and the other ends of the two levers are respectively connected to the second contact and the fifth contact or to the third contact and the sixth contact through the wheel-mounted micro switch; the second contact is connected to the wheel-mounted signal relay to control the action of the wheel-mounted signal relay; the third, fifth and sixth contacts are connected to the electromechanical management system to provide wheel-mounted signals; The wheel-mounted signal relay controls the actions of multiple relay switches simultaneously; each relay switch includes three contacts, one common contact is grounded, one of the other two contacts is floating, and one effective contact is connected to the electromechanical management system or other systems; the wheel-mounted signal relay controls the relay switch to connect the common contact to the floating contact or the effective contact.

2. The system according to claim 1, characterized in that An effective contact of one of the plurality of relay switches is connected to the electromechanical management system, and effective contacts of the other relay switches are respectively connected to different systems requiring wheel load signals.

3. The system according to claim 2, characterized in that The system also includes: a 28V emergency power supply to supply power to the wheel-mounted signal relay.

4. The system according to claim 3, characterized in that The number of relay switches driven by the wheel-load signal relay is at least two.

5. The system according to claim 4, characterized in that When the three wheel load signals provided by the third, fifth and sixth contacts of the wheel load micro switch and the one wheel load signal provided by an effective contact of a relay switch in the wheel load signal relay, a total of four wheel load signals, are in the same state, it is judged that the wheel load signal is completely normal.

6. The system according to claim 5, characterized in that The system comprises at least two groups of wheel-mounted micro switches and wheel-mounted signal relays.

7. The system according to claim 6, characterized in that The system includes two sets of wheel-mounted micro switches and wheel-mounted signal relays; The first group of wheel-load micro switches and wheel-load signal relays provide signals 1 to 4; one wheel-load signal provided by an effective contact of a relay switch in the wheel-load signal relay is signal 1, and the three wheel-load signals provided by the third, fifth, and sixth contacts of the wheel-load micro switch are wheel-load signals 2, 3, and 4 respectively; The second group of wheel-load micro switches and wheel-load signal relays provide signals 5 to 6; one wheel-load signal provided by an effective contact of a relay switch in the wheel-load signal relay is signal 5, and the three wheel-load signals provided by the third, fifth, and sixth contacts of the wheel-load micro switch are wheel-load signals 6, 7, and 8 respectively.

8. A method for controlling non-similar wheel-borne signals of an aircraft, the method being implemented by the system according to any one of claims 1 to 7, characterized in that: The method comprises the following steps: Step 1: Determine whether the states of the eight received wheel load signals are consistent. If the states are consistent, output the corresponding wheel load signal states; otherwise, make specific judgments based on the wheel load signals with inconsistent states; Step 2: If only the state of signal 1 is inconsistent with the states of other signals, it is determined that the first group of wheel load signal relays is faulty; Step 3: If only signal 2 or signal 3 or signal 4 is inconsistent with the other signal states, it is determined that the first group of wheel-mounted micro switches is faulty; Step 4: If only the state of signal 5 is inconsistent with the states of other signals, it is determined that the second set of wheel load signal relays is faulty; Step 5: If only signal 6 or signal 7 or signal 8 is inconsistent with the other signal states, it is determined that the second set of wheel-mounted micro switches is faulty; Step 6: If the states of 2 or 3 signals among signals 1 to 4 are inconsistent with the states of other signals, it is determined that the first set of wheel-mounted micro switches is faulty; Step 7: If the states of 2 or 3 of the signals 5 to 8 are inconsistent with the states of the other signals, it is determined that the second set of wheel-mounted micro switches is faulty.

9. A non-similar redundancy control system for aircraft wheel-borne signals, characterized in that: The system comprises three wheel-mounted units, each of which comprises two groups of wheel-mounted micro switches and wheel-mounted signal relays according to any one of claims 1 to 7.

10. A method for controlling non-similar redundancy of aircraft wheel-borne signals, the method being implemented by the system of claim 9, characterized in that: The following steps are involved: Determine whether the wheel load signal states output by the three wheel load units are consistent. If so, output the wheel load signal states normally; Otherwise, determine whether the wheel-borne signal states output by two wheel-borne units are consistent with the aircraft altitude state. If so, indicate that the wheel-borne signal of another unit is faulty, and send the correct wheel-borne signal to the system that collects the wheel-borne signal of the faulty wheel-borne unit through the communication system; Otherwise, it is determined whether the pilot has given the correct wheel load signal to the electromechanical management system through the manual switch. If so, the electromechanical management computer transmits the manual wheel load signal to each system; Otherwise, the electromechanical management system will make a decision based on the characteristics of the aircraft using parameters such as high speed and velocity, and send the wheel-load signal after the decision to the system with the abnormal wheel-load signal.

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