An aircraft wheel load signal non-similarity redundancy control system and control method

Abstract

The application belongs to the technical field of wheel load signal machine and electric comprehensive design, and relates to a non-similar redundancy control system and control method for an aircraft wheel load signal, wherein the wheel load micro switch comprises six contact points and two toggle levers; one contact point and four contact points of the six contact points are common contact points, one end of the two toggle levers is connected to the two common contact points respectively, the other end of the two toggle levers is connected to the two contact points and the five contact points or the three contact points and the six contact points respectively through the wheel load micro switch; the two contact points are connected to the wheel load signal relay for controlling the wheel load signal relay to act; the three contact points, the five contact points and the six contact points are connected to the electromechanical management system for providing the wheel load signal; the wheel load signal relay controls the action of multiple groups of relay switches at the same time; each group of relay switches comprises three contact points, one common contact point is connected to the ground, one of the other two contact points is floating, and the other effective contact point is connected to the 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] Aircraft often have multiple systems simultaneously collecting wheel-load signals. Typically, one wheel-load signal is sent to a relay module, which splits the signal into multiple channels for collection by multiple systems. This approach can create a risk of crosstalk if the wheel-load signal collection system lacks proper signal isolation. This can lead to anomalies in the wheel-load signals collected by each system, causing the system to misjudge the wheel-load status. This can be particularly problematic in the air, misjudging the ground, and potentially compromising flight safety. Another method involves using a wheel-load microswitch to control a relay, with the relay contacts transmitting the wheel-load signal to each collection system. However, with this approach, if the relay fails, the wheel-load signal collected by the system will be erroneous. Summary of the Invention

[0004] The purpose of the present invention is to solve the problem of incorrect wheel-borne signal misjudgment and erroneous collection caused by relay failure. This application proposes an aircraft wheel-borne signal non-similar redundancy control system and control method.

[0005] Technical solution:

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

[0007] The wheel-mounted microswitch includes six contacts and two levers. The first and fourth contacts of the six contacts are common contacts. One end of the two levers is connected to the two common contacts respectively. The other ends of the two levers are controlled by the wheel-mounted microswitch to connect to the second and fifth contacts or to the third and sixth contacts respectively. The first contact is grounded to indicate a ground state, and the fourth contact is floating to indicate an air state. The second contact is connected to a wheel-mounted signal relay to control the operation 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 load micro switch can be a mechanical micro switch, or a magnetic or optical micro switch such as a proximity signal device. The wheel load signal relay controls the action of multiple groups of relay switches. Each group of relay switches includes three contacts, one of which is connected to ground, and the other two are a floating contact and an active contact connected to the electromechanical management system or other system. The wheel load signal relay controls the relay switch to connect the common contact to the floating contact or the active contact.

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

[0010] Further, the system further comprises a 28V emergency power supply for the wheel load signal relay.

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

[0012] Further, when the three, five, and six contacts of the wheel load micro switch provide three wheel load signals, and the active contact of one of the wheel load signal relays provides one wheel load signal, the total of four wheel load signals are consistent with the same state, indicating that the wheel load signals are completely normal.

[0013] Further, the system includes at least two groups of wheel load micro switches and wheel load signal relays.

[0014] Further, the system includes two groups of wheel load micro switches and wheel load signal relays.

[0015] The first group of wheel load micro switches and wheel load signal relays provide signals 1 to 4. The active contact of one of the wheel load signal relays provides signal 1, and the three contacts of the wheel load micro switch provide signals 2, 3, and 4.

[0016] The second group of wheel load micro switches and wheel load signal relays provide signals 5 to 6. The active contact of one of the wheel load signal relays provides signal 5, and the three contacts of the wheel load micro switch provide signals 6, 7, and 8.

[0017] A method for non-similar control of aircraft wheel load signals, the method is implemented by the system, and the method comprises the following steps:

[0018] Step 1: Determine whether the received eight wheel load signals are consistent. If they are consistent, output the corresponding wheel load signal state; otherwise, determine according to the inconsistent wheel load signals.

[0019] Step two: if only signal 1 is inconsistent with other signals, then determine that the first group of wheel load signal relays are faulty;

[0020] Step three: if only signal 2 or signal 3 or signal 4 is inconsistent with other signals (only one signal is inconsistent), then determine that the first group of wheel load micro switches are faulty;

[0021] Step four: if only signal 5 is inconsistent with other signals, then determine that the second group of wheel load signal relays are faulty;

[0022] Step five: if only signal 6 or signal 7 or signal 8 is inconsistent with other signals (only one signal is inconsistent), then determine that the second group of wheel load micro switches are faulty;

[0023] Step six: if two or three of signals 1-4 are inconsistent with other signals, then determine that the first group of wheel load micro switches are faulty;

[0024] Step seven: if two or three of signals 5-8 are inconsistent with other signals, then determine that the second group of wheel load micro switches are faulty.

[0025] Step eight: in addition to the above listed states, the electromechanical management system determines that wheel load micro switch 1-1 or 1-2 is correct through other wheel load micro switch states, altitude, etc. signals, and prompts that wheel load micro switch 1-1 or 1-2 is faulty.

[0026] An aircraft wheel load signal dissimilarity redundancy control system, the system comprising three wheel load units, each wheel load unit comprising two groups of wheel load micro switches and wheel load signal relays.

[0027] An aircraft wheel load signal dissimilarity redundancy control method, the method being implemented by the system, comprising the following steps:

[0028] determining whether the wheel load signal states output by the three wheel load units are consistent, if yes, then normally output the wheel load signal state;

[0029] otherwise, determining whether the wheel load signal states output by two wheel load units are consistent with the aircraft altitude state, if yes, then prompt that the wheel load signal of the other unit is faulty, and send the correct wheel load signal to the system collecting the wheel load signal of the faulty wheel load unit through the communication system;

[0030] otherwise, determining whether the pilot gives the correct wheel load signal to the electromechanical management system through the manual switch, if yes, then the electromechanical management computer transmits the manual wheel load signal to each system;

[0031] Otherwise, the electromechanical management system makes decisions according to the characteristics of the aircraft, using parameters such as speed, and sends the decision-making wheel load signal to the wheel load signal abnormal system.

[0032] Advantages:

[0033] The electromechanical management computer can send the correct wheel load signal to the wheel load microswitch or relay fault system through communication, realize the non-similar redundancy of the wheel load signal, and ensure the reliability of the wheel load signal of the aircraft.

[0034] Using 28V emergency power supply, when in the air, the wheel load has no ground signal, the relay does not work, the wheel load system will not increase additional emergency power consumption, and when landing, the wheel load relay uses emergency power to send the wheel load signal to each system, ensuring the safe landing of the aircraft.

[0035] When the aircraft makes decisions on the abnormal wheel load state, the pilot can manually force the wheel load signal state, and the electromechanical management system preferentially uses the wheel load signal manually given by the pilot.

[0036] Through the relay, the wheel load signal is sent to each system that needs to be collected and used, preventing the aircraft from being in the air, and the system collecting the wheel load signal not being properly isolated, etc., causing other systems to miscollect the wheel load on the ground. Error signal, causing changes in system control rate, causing flight safety problems of the aircraft.

[0037] Through the electromechanical management computer, the wheel load signal is monitored and decided, ensuring that the aircraft can obtain the correct wheel load signal when individual wheel loads appear abnormal, and quickly locating the abnormal wheel load signal to give an alarm information. Realize real-time monitoring of the wheel load signal and real-time self-detection of the wheel load system, and ensure the integrity of the system.

[0038] When the wheel load signals are inconsistent, the electromechanical management system can make auxiliary judgments through the obtained height, airspeed and other signals to ensure the absolute accuracy of the electromechanical system's decision on the wheel load signal.

[0039] The electromechanical management system can accurately locate the fault point through decision-making and give prompt information, which is convenient for maintenance personnel to locate and troubleshoot faults, and improves the maintenance of the wheel load signal.

[0040] The electromechanical management system monitors each wheel load signal in real time and gives an abnormal monitoring prompt, which can detect hidden faults of the traditional wheel load signal system and give intuitive prompts of the system health status and fault location, improving the fault detection of the system.

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

[0042] Figure 1 The wheel load signal control chart is shown in the figure.

[0043] Figure 2 The wheel load signal judgment flow chart of a single wheel load is shown in the figure.

[0044] Figure 3 The wheel load signal decision flow chart (take the aircraft with 3 wheel loads as an example) is shown in the figure. DETAILED DESCRIPTION

[0045] The aircraft wheel load signal non-similar redundancy control system and control method provided by the present application will be described in detail below in combination with the accompanying drawings.

[0046] The wheel load signal of an aircraft is generally realized by a wheel load micro switch ground / open signal output, ground indicating ground, open circuit indicating air. In order to ensure the reliability and accuracy of the wheel load signal, the present application proposes a non-similar redundancy wheel load signal control system and control method.

[0047] As shown in Figure 1 A non-similar redundancy aircraft wheel load signal control system and control method, comprising a wheel load micro switch, a wheel load signal relay, and an electromechanical management system.

[0048] The wheel load micro switch comprises a mechanical micro switch and a proximity signaler or other magnetic or optical micro switch.

[0049] Preferably, according to the wheel load structure, the wheel load micro switch installation position is selected and the micro switch type and number are selected. Generally, in order to ensure the reliability of the wheel load signal of an aircraft, multiple wheel load micro switches will be installed, and generally two independent wheel load micro switches will be installed on each landing gear.

[0050] The mechanical micro switch and the proximity signaler or other magnetic or optical micro switch are connected with the electromechanical management system.

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

[0052] The wheel load signal is sent to the required system for collection by 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 / off of the relay. The wheel load signal is then sent to multiple systems through the multiple sets of relay contacts, with each set of relay contacts sending a signal to one system for collection. This achieves physical isolation of the wheel load signals of different systems, preventing electrical connection between different systems.

[0053] The wheel load signal relay has one set of contacts connected to the electromechanical management system.

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

[0055] Preferably, the wheel load signals are monitored and voted by the electromechanical management computer, ensuring that the aircraft obtains correct wheel load signals when individual wheel load signals are abnormal, and quickly locates the abnormal wheel load signal and provides an alarm.

[0056] Each wheel switch has two sets of contacts that act synchronously. One set of contacts (e.g. pin 2 of Figure 1 ) is sent to the relay to control the on / off of the relay, and the other set of contacts is sent to the electromechanical management computer, e.g. pins 3, 5, and 6 of Figure 1 . The electromechanical management computer monitors all collected wheel load signals in real time, and if there is an abnormality (e.g. the wheel load state shown by the signal 1 of the relay 13 pin is inconsistent with the wheel load state of the 3, 5, and 6 pins), the electromechanical management will make a judgment according to the flowchart of Figure 1 , and then send out the corresponding alarm information. Figure 2

[0057] When the electromechanical management computer collects an abnormal wheel load signal (exceeding the abnormal condition in Figure 2 ), the electromechanical management will make a voting judgment on the wheel load signal according to the voting flowchart of Figure 3 , and then send out the voted signal to the system with the abnormal wheel load signal through communication. This achieves a margin design of the wheel load signal, ensuring the reliability of the wheel load signal.

[0058] When the pilot judges that the above-mentioned decision wheel load signal is still incorrect, a manual wheel load signal can be given through a switch. The electromechanical management computer prioritizes 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 the wheel load signal and real-time self-detection of the wheel load system, ensure the integrity of the system, thereby realizing the non-similar redundancy control of the wheel load signal. The system uses 28V emergency power, when in the air, the wheel load has no ground signal, the relay does not work, the wheel load system will not increase additional emergency power, when landing, the wheel load relay uses emergency power to send the wheel load signal to each system, ensuring the safety of the aircraft landing.

[0060] 1. Generally, an aircraft has several wheel loads, and there are several wheel load signals. To ensure the reliability of the wheel load signal, one wheel load generally has two independent wheel load micro switches. The present application sends the wheel load signal to each system through a relay for collection and use, preventing the aircraft from mis-collecting the error signal of the wheel load on the ground due to the failure of isolation and other reasons when the system collects the wheel load signal in the air, causing changes in system control rate and causing flight safety problems of the aircraft.

[0061] 2. The electromechanical management computer monitors and decides the wheel load signal, ensuring that the aircraft can obtain correct wheel load signals when individual wheel loads appear abnormal, and quickly locate the abnormal wheel load signal to give an alarm. Real-time monitoring of the wheel load signal and real-time self-detection of the wheel load system ensure the integrity of the system.

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

[0063] 4. Use 28V emergency power, when in the air, the wheel load has no ground signal, the relay does not work, the wheel load system will not increase additional emergency power, when landing, the wheel load relay uses emergency power to send the wheel load signal to each system, ensuring the safety of the aircraft landing.

[0064] 5. When the aircraft decides that the wheel load state is abnormal, the pilot can manually force the wheel load signal state, and the electromechanical management system gives priority to the wheel load signal manually given by the pilot.

[0065] 6. When the wheel load signal is inconsistent, the electromechanical management system can assist in judgment through the obtained height, airspeed and other signals to ensure the absolute accuracy of the electromechanical system in decision-making of the wheel load signal.

[0066] 7. The electromechanical management system can accurately locate the fault point through decision-making and give prompt information, which is convenient for maintenance personnel to locate and troubleshoot, and improves the maintenance of the wheel load signal.

[0067] 8. The electromechanical management system monitors each wheel load signal in real time and gives a monitoring abnormality prompt, can detect hidden faults of the traditional wheel load signal system and give intuitive prompts of system health status and fault location, and improves system fault detection.

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

[0069] First step:

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

[0071] Second step:

[0072] Whether the eight wheel load signals collected by the electromechanical management system are consistent, if consistent, the electromechanical management system normally reports the wheel load signal state without alarm display, otherwise go to the third step.

[0073] Third step:

[0074] Whether signal 1 is inconsistent with the other seven signals, if inconsistent, the electromechanical management system prompts to report "wheel load signal relay 1 fault"; otherwise go to the fourth step.

[0075] Fourth step:

[0076] Whether only signal 2 or signal 3 or signal 4 is inconsistent with other signals, if inconsistent, the electromechanical management system prompts to report "wheel load micro switch 1-1 fault". Otherwise go to the fifth step.

[0077] Fifth step:

[0078] Whether signal 5 is inconsistent with the other seven signals, if inconsistent, the electromechanical management system prompts to report "wheel load signal relay 2 fault"; otherwise go to the sixth step.

[0079] Sixth step:

[0080] Whether only signal 6 or signal 7 or signal 8 is inconsistent with other signals, if inconsistent, the electromechanical management system prompts to report "wheel load micro switch 1-2 fault". Otherwise go to the seventh step.

[0081] Seventh step:

[0082] If two or three of signals 1-4 are inconsistent with other signals, the electromechanical management system prompts to report "wheel load micro switch 1-1 fault". Otherwise go to the eighth step.

[0083] Eighth step:

[0084] If two or three 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 status of wheel-mounted microswitch 1-1 or 1-2 is correct based on the status and height of other wheel-mounted microswitch signals, indicating that wheel-mounted microswitch 1-1 or 1-2 is faulty.

[0087] The wheel-borne signal decision process (taking a 3-wheeled 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 sets 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, go to the third step.

[0092] Step 3:

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

[0094] The management system prompts to report "the inconsistent wheel load signal is faulty" and sends the correct wheel load signal to the relevant system that collects the status of the faulty wheel load micro switch through communication; otherwise, go to step 4.

[0095] Step 4:

[0096] Determine whether the pilot has manually given a wheel load signal via the switch. If so, the electromechanical management system sends the manual wheel load signal to each system. Otherwise, proceed 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 abnormal wheel load signals.

Claims

1. An aircraft wheel load signal non-similarity control system, characterized by, The system comprises a set of wheel load microswitches and wheel load signal relays; The wheel load microswitch comprises six contacts and two toggle levers; the first and fourth contacts of the six contacts are common contacts, one end of the two toggle levers is connected to the two common contacts respectively, the other end of the two toggle levers is connected to the second and fifth contacts or the third and sixth contacts respectively through the wheel load microswitch; the second contact is connected to the wheel load signal relay for controlling the action of the wheel load signal relay; the third, fifth and sixth contacts are connected to the electromechanical management system for providing wheel load signals; The wheel load signal relay controls the action of multiple relay switches; each relay switch comprises three contacts, one of which is a common contact connected to the ground, the other two contacts are a floating contact and an effective contact connected to the electromechanical management system or other systems; the wheel load signal relay controls the relay switch to connect the common contact to the floating contact or the effective contact.

2. The system of claim 1, wherein, The effective contact of one of the multiple relay switches is connected to the electromechanical management system, and the effective contacts of the other relay switches are connected to different systems requiring wheel load signals respectively.

3. The system of claim 2, wherein, The system further comprises a 28V emergency power supply for supplying power to the wheel load signal relay.

4. The system of claim 3, wherein, The number of relay switches driven by the wheel load signal relay is at least two.

5. The system of claim 4, wherein, When the total of four wheel load signals provided by the three wheel load signals provided by the third, fifth and sixth contacts of the wheel load microswitch and the wheel load signal provided by the effective contact of one of the relay switches in the wheel load signal relay are consistent, it is determined that the wheel load signals are completely normal.

6. The system of claim 5, wherein, The system comprises at least two sets of wheel load microswitches and wheel load signal relays.

7. The system of claim 6, wherein, The system comprises two sets of wheel load microswitches and wheel load signal relays; The first set of wheel load microswitches and wheel load signal relays provide signals 1 to 4; the wheel load signal provided by the effective contact of one of the relay switches 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 microswitch are signals 2, 3 and 4 respectively; The second set of wheel load microswitches and wheel load signal relays provide signals 5 to 6; the wheel load signal provided by the effective contact of one of the relay switches 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 microswitch are signals 6, 7 and 8 respectively.

8. A method of non-similarity control of an aircraft wheel load signal, the method being implemented by the system of claim 7, characterized in that, The method comprises the following steps: Step one: determine whether the states of the eight wheel load signals received are consistent, if so, output the corresponding wheel load signal state; otherwise, determine according to the wheel load signal with inconsistent state; Step two: if only signal 1 state is inconsistent with other signal states, it is determined that the first set of wheel load signal relays is faulty; Step three: if only signal 2 or signal 3 or signal 4 is inconsistent with other signal states, it is determined that the first set of wheel load microswitches is faulty; Step four: if only signal 5 state is inconsistent with other signal states, it is determined that the second set of wheel load signal relays is faulty; Step five: if only signal 6 or signal 7 or signal 8 is inconsistent with other signal states, it is determined that the second set of wheel load microswitches is faulty; Step six: if two or three signal states of signals 1-4 are inconsistent with the other signal states, then determine that the first group of wheel load micro switch is faulty; Step seven: if two or three signal states of signals 5-8 are inconsistent with the other signal states, then determine that the second group of wheel load micro switch is faulty.

9. An aircraft wheel load signal non-similarity redundancy control system, characterized by, The system comprises three wheel load units, each of which comprises two groups of wheel load micro switches and wheel load signal relays according to any one of claims 1-7.

10. A method of aircraft wheel load signal non-similarity redundancy control, the method implemented by the system of claim 9, characterized by: The system comprises the following steps: determine whether the wheel load signal states output by the three wheel load units are consistent, if yes, then normally output the wheel load signal state; otherwise, determine whether the wheel load signal states output by two wheel load units are consistent with the aircraft height state, if yes, then prompt the wheel load signal fault of the other unit, and send the correct wheel load signal to the system collecting the wheel load signal of the faulty wheel load unit through the communication system; otherwise, determine whether the pilot gives the correct wheel load signal to the electromechanical management system through the manual switch, if yes, then the electromechanical management computer transmits the manual wheel load signal to each system; otherwise, the electromechanical management system makes a decision according to the characteristics of the aircraft, using the height and speed parameters, and sends the decision wheel load signal to the system with abnormal wheel load signal.

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