Double-generator independent power supply direct-current power supply system and control method

Abstract

The invention belongs to the technical field of aircraft power supply system design, and discloses a double-generator independent power supply direct-current power supply system and a control method, and the system comprises an emergency circuit breaker box, a left power generation subsystem and a right power generation subsystem, the left power generation subsystem comprises a left generator, a left storage battery, a left direct current distribution box, a left rear circuit breaker box and a left front circuit breaker box; the left direct-current distribution box is connected with the left storage battery and the left generator; the left direct current distribution box is also connected with a left rear circuit breaker box and a left front circuit breaker box, and distributes a power supply from a left generator or a left storage battery to the left rear circuit breaker box and the left front circuit breaker box; the emergency circuit breaker box is connected to the left storage battery and the right storage battery; the left DC distribution box and the right DC distribution box are connected through a left bus bar connection contactor and a right bus bar connection contactor which are connected in series.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft power system design, and relates to a dual-engine independent power supply direct current power supply system and a control method. Background Art

[0002] There are many types of twin-engine helicopters at home and abroad. Traditional twin-engine helicopter DC power supply systems have the following problems:

[0003] 1. During the reconstruction of the power supply system due to a generator failure, or during the conversion between ground power and onboard power, there is a power outage problem.

[0004] 2. The traditional configuration of the DC power supply system of a twin-engine helicopter is that the interconnection between the left and right power grids is controlled by only one contactor. If the outgoing line of the interconnection cable between the left and right power grids is short-circuited, the fault cannot be isolated, which will cause the single-side power grid to fail to work;

[0005] 3. The traditional configuration is equipped with one battery, without a backup battery, and the emergency power supply is too dependent on the reliability of a single battery.

[0006] 4. When there is no ground power supply in the wild, the battery can only power some electrical equipment and cannot power non-emergency equipment.

[0007] 5. Because it is difficult to determine if a busbar is broken and isolate a fault, traditional DC power supply systems do not provide busbar short-circuit protection by default.

[0008] 6. The system integration is not high, and each functional product is independent, which is not conducive to system weight reduction.

[0009] 7. The power system reconstruction in fault conditions is not automatic enough. For example, in emergency power supply conditions, non-emergency loads need to be manually unloaded.

[0010] 8. The redundancy design of the power distribution system has a great impact on the safety of the power load. The traditional helicopter busbar setting is relatively simple, and the power supply mode and redundancy setting of the power equipment are unclear, which cannot match the airworthiness requirements of civil helicopters;

[0011] 9. The busbar is set up in a single way and cannot meet the power demand of specific equipment under special conditions;

[0012] 10. When a helicopter starts to emit smoke, it is difficult to accurately locate the fault. Therefore, when dealing with smoke in a traditional helicopter, the emergency cut-off switch is usually used to cut off the power of all electrical equipment in the aircraft. In this way, only a few devices directly connected to the battery bus can be powered normally, which will greatly affect flight safety;

[0013] 11. The traditional helicopter power distribution system adopts centralized power distribution. This power distribution method has problems such as long distribution cables, heavy system weight, and low reliability. Summary of the invention

[0014] Purpose of the invention: To propose a dual-generator independent power supply DC power supply system and control method to solve the problems existing in the traditional configuration.

[0015] Technical Solution

[0016] A DC power supply system for a twin-engine independently powered helicopter comprises: an emergency circuit breaker box, a left power grid and a right power grid with the same architecture;

[0017] The left power grid includes: left generator, left battery, left DC distribution box, left rear circuit breaker box, left front circuit breaker box;

[0018] The left DC power distribution box is connected to the left battery and the left generator; the left DC power distribution box is also connected to the left rear circuit breaker box and the left front circuit breaker box to distribute the power from the left generator or the left battery to the left rear circuit breaker box and the left front circuit breaker box;

[0019] The emergency breaker box is connected to the left and right batteries;

[0020] The left and right DC distribution boxes are connected through a left busbar-connected contactor and a right busbar-connected contactor connected in series.

[0021] Further, the left DC distribution box includes: a left main bus, a left unloading bus, a left generator contactor, a left battery contactor, and a left unloading contactor;

[0022] The left main bus is connected to the left generator and the left battery through the left generator contactor and the left battery contactor respectively;

[0023] The left main bus is connected to the left unloading bus through the left unloading contactor.

[0024] Further, the left rear circuit breaker box includes: a left rear non-unloading bus bar and a left rear unloading bus bar;

[0025] The left rear non-unloading bus bar is connected to the left main bus bar;

[0026] The left rear unloading bus is connected to the left unloading bus.

[0027] Further, the left front circuit breaker box includes: a left front non-unloading bus bar, a left front unloading bus bar, and a left front important bus bar;

[0028] The left front non-unloading busbar is connected to the left main busbar through a fuse;

[0029] The left front unloading bus is connected to the left unloading bus through a fuse;

[0030] The left front main bus is directly connected to the left battery through the left main bus contactor; the left main bus contactor is arranged in the left DC distribution box.

[0031] Further, the left front circuit breaker box also includes: a flight unloading bus bar and a flight unloading contactor;

[0032] The flight unloading bus is connected to the left front non-unloading bus or the left front unloading bus through the flight unloading contactor. The flight unloading contactor selects to connect the left front non-unloading bus or the left front unloading bus according to the wheel load signal.

[0033] Further, a left direct bus bar and a right direct bus bar are provided in the emergency circuit breaker box, which are connected to the left and right batteries respectively through fuses;

[0034] A forced power-on switch is also provided, which is used to control the on and off of the left and right unloading bus contactors.

[0035] Furthermore, the left main bus is also connected to a ground power socket via a ground power contactor.

[0036] Furthermore,: the left DC distribution box is also provided with a left generator controller board and a left busbar control board;

[0037] The left generator controller board is used to control the left generator;

[0038] The left bus control board is used to control the on and off of the left generator contactor, left battery contactor, left important bus contactor, left unloading contactor, left bus connection contactor and ground power contactor.

[0039] A control method for a dual-engine independent power supply DC power supply system for a civil helicopter, comprising:

[0040] Under normal circumstances, the two generator contactors are connected separately, and the two generators supply power to the two main buses respectively; the two bus connection contactors are disconnected, and the left and right power grids work independently;

[0041] When a generator fails, the corresponding generator contactor is disconnected, and the two busbar connection contactors are connected, so that one generator can supply power to both left and right grids at the same time;

[0042] When both generators fail, both generator contactors are disconnected, and the two bus connection contactors are connected, and the battery supplies power to the important bus, main bus, and non-unloading bus; the left and right unloading contactors are disconnected;

[0043] When a battery contactor fails and only one battery is supplying power, the faulty battery contactor is disconnected and the two bus connection contactors are connected. The battery corresponding to the healthy battery contactor supplies power to the important bus, two main buses and non-unloading bus on the normal side. The battery on the side with the faulty battery contactor directly supplies power to the important bus on that side through the corresponding important bus contactor.

[0044] Furthermore, in the ground state, the forced power-on switch is controlled to be turned on to supply power to the unloading busbar.

[0045] In summary, the beneficial effects of the present invention are as follows:

[0046] 1. Solved the power failure problem during power conversion of DC power supply system;

[0047] 2. The system has strong adaptive capabilities. It receives control instructions through the busbar control board, collects system fault information, controls the on and off of related contactors, realizes automatic fault isolation and automatic reconstruction under fault conditions, and guarantees the power supply of electrical equipment to the maximum extent;

[0048] 3. The busbar voltage and current parameters are collected through the busbar control board, which can realize the judgment and isolation of busbar short-circuit fault;

[0049] 4. By setting two busbar-connected contactors, any short-circuit point in the system can be effectively isolated, ensuring the normal operation of the normal side power grid and improving the safety of the power supply system;

[0050] 5. When there is no ground power supply in the wild, the battery can provide power to non-emergency equipment for a short time;

[0051] 6. The two batteries back up each other, so that a single battery or two batteries can supply power to the emergency power supply equipment of the whole machine, providing double protection and strong emergency power supply capacity;

[0052] 7. The system has high integration. The integration of the DC generator controller GCU and the DC distribution box can greatly reduce the system weight and improve the anti-interference ability.

[0053] 8. Set up multiple busbars with different safety levels. On this basis, a new power distribution method for power-consuming equipment is proposed, which can effectively guide the power distribution design of power-consuming equipment and propose a power distribution method for power-consuming equipment that matches the development assurance level of civil aircraft equipment.

[0054] 9. Combining multiple busbars with different safety levels, a new smoke procedure handling method is proposed. This method can accurately locate the fault point in the smallest range and isolate it, thereby improving the safety of the helicopter.

[0055] 10. Through the distributed power distribution design, the number of related fuses, wiring terminals and cable length are reduced, which greatly reduces the system weight and improves the system reliability.

[0056] 11. A flight unloading bus is set up. During ground maintenance and when there is no ground power supply, the battery can supply power to the equipment on the flight unloading bus to meet the power demand of specific equipment under special conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Figure 1 It is a principle block diagram of the DC power supply system of the present invention.

[0058] Figure 2 It is a schematic diagram of a busbar control board printed circuit board of the present invention.

[0059] Figure 3 It is a schematic diagram of the emergency circuit breaker panel and the forced power-on switch of the present invention.

[0060] Figure 4 The present invention is a flow chart of busbar short circuit determination and fault isolation of an emergency circuit breaker board.

[0061] Figure 5 It is a schematic diagram of the smoke program processing procedure of the present invention.

[0062] Description of the accompanying figures: 1-left DC generator, 2-right DC generator, 3-left DC distribution box, 4-right DC distribution box, 5-left front circuit breaker box, 6-right front circuit breaker box, 7-left rear circuit breaker box, 8-right rear circuit breaker box, 9-emergency circuit breaker box, 10-ground power socket, 11-left battery, 12-right battery, 13-left direct bus fuse, 14-right direct bus fuse, 301-left main bus , 302-left unloading bus, 303-left generator contactor, 304-left battery contactor, 305-left important bus contactor, 306-left unloading contactor, 307-left unloading bus fuse, 308-left non-unloading bus fuse, 309-left bus connected contactor, 310-ground power contactor, 311-left bus control board, 312-left generator controller board, 401-right main bus bus, 402-right unloading bus, 404-right generator contactor, 404-right battery contactor, 405-right important bus contactor, 406-right unloading contactor, 407-right unloading bus fuse, 408-right non-unloading bus fuse, 409-right bus connected contactor, 411-right bus control board, 412-right generator controller board, 51-left front non-unloading bus, 52-left Front unloading bus, 53-left front important bus, 54-flight unloading bus, 55-flight unloading relay, 61-right front non-unloading bus, 62-right front unloading bus, 63-right front important bus, 71-left rear non-unloading bus, 72-left rear unloading bus, 81-right rear non-unloading bus, 82-right rear unloading bus, 91-left direct bus, 92-right direct bus, 93-forced power-on switch. DETAILED DESCRIPTION

[0063] The invention provides a dual-engine independently powered civil helicopter DC power supply system, comprising a left power grid and a right power grid which work completely independently.

[0064] Each power grid includes a DC generator (1, 2), a DC distribution box (3, 4), a front circuit breaker box (5, 6), a rear circuit breaker box (7, 8), a battery pack (11, 12), a direct bus fuse (13, 14), and the left and right power grids share a DC power control panel and an emergency circuit breaker box 9. In addition, the left power grid has an additional ground power socket 10.

[0065] The DC generator (1, 2) is connected to the main bus (301, 401) through the generator contactor (303, 403) to supply power to the main bus (301, 401). In this embodiment, the DC generator (1, 2) has a rated power of 9 kW, a rated current of 300 A, and a voltage at a voltage regulation point of 28 V.

[0066] The storage battery (11, 12) is connected to the main bus (301, 401) through the storage battery contactor (304, 404); and is connected to the important bus (53, 63) through the important bus contactor (305, 405). In this embodiment, the storage battery is a nickel-chromium storage battery with a rated capacity of 27Ah and a rated voltage of 24V, which can meet the emergency power supply of important electrical equipment for 30 minutes and can start the engine 5 times as a starting power supply.

[0067] The ground power socket 10 is connected to the left main bus 301 through the ground power contactor 310. In this embodiment, the rated current of the ground power socket is 500A.

[0068] The DC distribution box is provided with main busbars (301, 401), unloading busbars (302, 402), generator contactors (303, 403), battery contactors (304, 404), important busbar contactors (305, 405), unloading busbar contactors (306, 406), unloading busbar fuses (307, 407), non-unloading busbar fuses (308, 408), busbar connected contactors (309, 409), busbar control boards (311, 411), and generator controller boards (312, 412). In addition, a ground power supply contactor 310 is also provided in the left DC distribution box.

[0069] The generator controller board (312, 412) regulates the voltage, controls and protects the DC generator (1, 2), and simultaneously collects parameters such as the voltage and current of the DC generator. The generator controller board (312, 412) is integrated in the DC power distribution box (1, 2), which has the advantages of reducing the length of the detection circuit, reducing electromagnetic interference, and improving detection accuracy; and greatly reducing the weight of the DC power supply system.

[0070] The busbar control board (311, 411) receives control instructions, collects system fault information, controls the on and off of all contactors in the DC power distribution box, and realizes the power switching of the DC power supply system and automatic reconstruction of the fault state. Figure 2 shown.

[0071] The busbar connection contactors (309, 409) are used to connect the left and right power grids.

[0072] The front circuit breaker box (5, 6) is provided with important bus bars (53, 63), non-unloading bus bars (51, 61) and unloading bus bars (52, 62). In addition, the left front circuit breaker box 5 is also provided with a flying unloading bus bar 54 and a flying unloading relay 55.

[0073] A non-unloading bus bar (71, 81) and an unloading bus bar (72, 82) are arranged in the rear circuit breaker box (7, 8).

[0074] The emergency circuit breaker box 9 is provided with two direct bus bars (91, 92) and a forced power-on switch 93. Figure 3 shown.

[0075] The direct bus bars (91, 92) are directly connected to the storage batteries (11, 12) through direct bus bar fuses (13, 14) to supply power to electrical equipment (corresponding to civil aircraft development assurance level A) that has a significant impact on flight safety, such as engine fire extinguishing, fuel cut-off, emergency lighting, etc., with the highest importance level;

[0076] In this embodiment, the direct busbar fuses (13, 14) have a rated current of 40A.

[0077] The important bus bars (53, 63) are connected to the storage batteries (11, 12) through important bus bar contactors (305, 405) to supply power to important electrical equipment that affects flight safety (corresponding to civil aircraft development assurance levels A and B), such as engine starting, boost pumps, flight control computers, etc., with an importance level slightly lower than that of direct bus bars;

[0078] The main busbars (301, 401) are connected to the generators (1, 2) via the generator contactors (303, 403); and are connected to the batteries (11, 12) via the battery contactors (304, 404). They supply power to important loads, with an importance level slightly lower than that of the important busbars (53, 63);

[0079] The non-unloading bus bars (51, 61, 71 and 81) are directly connected to the main bus bars (301, 401) through fuses (308, 408), and the two have the same importance level, and supply power to electrical equipment that affects flight safety (corresponding to civil aircraft development assurance level C), such as cargo hold smoke detectors, transponders, engine metal chip combustion, etc.

[0080] In this embodiment, the rated current of the fuse (308, 408) is 80A.

[0081] The unloading busbars (302, 402) are connected to the main busbars (301, 401) through unloading contactors (306, 406); the unloading busbars (52, 62, 72, 82) are directly connected to the unloading busbars (302, 402) through fuses (307, 407) to supply power to conventional electrical equipment (corresponding to civil aircraft development assurance levels D and E) that do not affect flight safety, such as cabin fans, weather radars, etc. When entering the emergency power supply state, the unloading contactor is automatically disconnected and the unloading busbar loses power.

[0082] In this embodiment, the rated current of the fuse (307, 407) is 80A.

[0083] The flight unloading bus 54 is connected to the left front non-unloading bus 51 when on the ground and is connected to the left front unloading bus 52 in the air. It supplies power to conventional electrical equipment that does not affect flight safety, such as the left pitot tube, No. 3 comprehensive display, etc., and has the lowest importance level.

[0084] The DC power control panel contains 2 DC generator switches, 2 battery switches, 2 emergency cut-off switches, 1 emergency cut-off handle (pull the handle backwards and the 2 emergency cut-off switches will be in the off position at the same time) and 1 ground power switch.

[0085] Under normal working conditions, the generator contactors (303, 403) are connected, and the DC generators (1, 2) provide 28V DC power to the corresponding main bus bars (301, 401). At this time, the contactors (309, 409) connecting the two bus bars are disconnected, and the left and right power grids are powered independently.

[0086] If a DC generator 2 (taking the normal operation of the left DC generator 1 as an example) fails, the corresponding generator contactor 404 is disconnected, the two busbar connected contactors (309, 409) are connected, the left and right power grids are connected in parallel, and the power is supplied by the normally operating left DC generator 1.

[0087] If two DC generators (1, 2) fail, the two DC generator contactors (303, 403) are disconnected, the two busbar contactors (309, 409) remain connected, the left and right power grids are connected in parallel, and the storage batteries (11, 12) supply power to the important buses (53, 63), the main buses (301, 401), and the non-unloading buses (51, 61, 71, and 81). At this time, the unloading busbar contactors (306, 406) are automatically disconnected, and the unloading buses (302, 402, 52, 62, 72, and 82) lose power.

[0088] When only one battery 11 (taking the left battery 11 as an example) supplies power, the battery contactor 405 and the important bus contactor 406 corresponding to the faulty battery 12 are disconnected, and the contactors (309, 409) connected to the two buses remain connected, and the left and right power grids are connected in parallel. At this time, the left battery 11 supplies power to the left important bus 53, the main bus (301, 401), and the non-unloading bus (51, 61, 71 or 81).

[0089] The ground power supply supplies power before the DC generator (1, 2) and the storage battery (11, 12). When the ground power socket 10 supplies power, the ground power contactor 310 is turned on, the storage battery contactor (304, 404) and the generator contactor (303, 403) are turned off, the two busbar connected contactors (309, 409) are turned on, and the left and right power grids are connected in parallel. The ground power supply supplies power to the left and right power grid main buses (301, 401) and unloading buses (302, 402, 52, 62, 72 and 82), and the left and right storage batteries (11, 12) supply power to the corresponding important buses (53, 63) respectively.

[0090] Busbar short circuit protection:

[0091] The busbar control board (311, 411) constantly monitors the busbar voltage and current signals to determine whether the busbar is operating normally. If a short circuit occurs in the busbar, the busbar control board (311, 411) disconnects the contactor connected to the short-circuited busbar to isolate the fault. Busbar short circuit determination and isolation method:

[0092] If the busbar control board card (311, 411) detects that a certain busbar voltage is less than 5V and the input current is greater than 800A, it is determined that the busbar is short-circuited or open-circuited.

[0093] When the left main bus 301 is short-circuited (taking the left power grid as an example), the left bus connected contactor 309, the left battery contactor 304, the left generator contactor 303, the left unloading bus contactor 306, and the ground power contactor 310 are disconnected, the left main bus 301 and the left unloading bus 302 lose power, and the left important bus 53 is powered by the left battery 11. The right power grid is powered normally.

[0094] When the left important bus 53 is short-circuited (taking the left power grid as an example), the left important bus contactor 305 is disconnected, the left important bus 53 loses power, and the remaining buses are powered normally.

[0095] The left grid unloading busbar (52, 72 or 302) is short-circuited (taking the left grid as an example), the left unloading busbar contactor 306 is disconnected, the left grid unloading busbar (52, 72 and 302) loses power, and the remaining buses are powered normally. At this time, if the alarm system displays the left battery contactor 304 disconnection alarm, the left battery switch on the DC power supply control board is set to "reset" and then to "on", the left battery contactor 304 is reconnected, and the left battery 11 is reconnected to the left main busbar 301.

[0096] For details on busbar short circuit determination and fault isolation methods, see the attached Figure 4 .

[0097] The busbar-connected contactors (309, 409) are controlled by the left and right DC distribution boxes (1, 2) respectively, ensuring that the left and right power grids can be reliably isolated under fault conditions. When the left main busbar 301 (taking the left power grid as an example) is short-circuited, the corresponding left busbar-connected contactor 309 is disconnected, and the left and right power grids work independently, and the right power grid is not affected by the left power grid fault. When the connection between the two busbar-connected contactors (309, 409) is short-circuited, the two busbar-connected contactors (309, 409) are disconnected at the same time to isolate the fault, and the left and right power grids are not affected by the circuit breaker fault.

[0098] When there is no ground power supply for helicopter ground maintenance, the storage battery (11, 12) supplies power to the important buses (53, 63) and the main buses (301, 401), and the unloading buses (302, 402, 52, 62, 72 and 82) cannot supply power. At this time, the forced power-on switch 93 on the emergency circuit breaker box 9 is turned on, the unloading contactors (306, 406) are forced to be turned on, and the storage battery supplies power to the unloading buses (302, 402, 52, 62, 72 and 82). Arrow A indicates that the forced power-on switch 93 controls the left unloading contactor 306 to be forced to be turned on; arrow B indicates that the forced power-on switch 93 controls the unloading contactor 406 to be forced to be turned on.

[0099] Solve the power transfer problem:

[0100] When a single DC generator 2 (taking the normal operation of the left DC generator 1 as an example) fails, the two bus-connected contactors (309, 409) are connected, and the left DC generator 1 simultaneously assumes the power supply of the left and right power grids, and the power transfer is completed. During the power transfer process, the right main bus 401, the right important bus 63 and the right power grid unloading bus (402, 62 and 82) are powered by the battery 12, and there is no power failure problem during power transfer. When both generators fail, they enter the emergency power supply state, and the battery group (5, 6) supplies power to the main bus (301, 401) and the important bus (53, 63). During the power transfer process, the battery contactors (304, 404) are always kept connected, and there is no power failure problem during power transfer. When the ground power contactor 310 is connected, the battery contactor (304, 404) and the generator contactor (303, 403) are disconnected, and the two busbars are connected. The contactors (309, 409) are connected, and the left and right power grid main buses (301, 401) and the unloading buses (302, 402, 52, 62, 72 and 82) are powered by the ground power supply; the important buses (53, 63) are powered by the batteries (11, 12). During the power transfer process, the important busbar contactors (305, 405) are always connected, and there is no power failure problem during power transfer. When the ground power contactor 310 is disconnected, the DC generators (1, 2) and the storage batteries (11, 12) are reconnected to the main buses (301, 401), the contactors (309, 409) connecting the two buses are disconnected, and the main buses (301, 401), the important buses (53, 63), and the unloading buses (302, 402, 52, 62, 72 and 82) are powered by the DC generators (1, 2). During the power transfer process, the important bus contactors (305, 405) are always connected, and there is no power failure problem during power transfer.

[0101] Based on the above-mentioned multiple important level busbar settings, a power distribution method for power equipment based on the development and guarantee level of civil aircraft power equipment is proposed. The specific power supply mode and redundancy setting rules of power equipment are detailed in Table 1.

[0102] Table 1

[0103]

[0104] Combined with the multi-level importance bus bar setting, a new method for dealing with smoking programs is proposed:

[0105] Pull the emergency cut-off handle of the DC power supply control panel backwards and put the two emergency cut-off switches in the off position at the same time.

[0106] At this time, the left and right grid battery contactors (304, 404), generator contactors (303, 403), and bus-connected contactors (309, 409) are forcibly disconnected, and the main bus (301, 401), non-unloading bus (51, 61, 71 and 81), and unloading bus (302, 402, 52, 62, 72 and 82) are isolated and powered off; the important bus contactors (305, 405) are connected, and the important bus (53, 63) is normally powered by the batteries (11, 12).

[0107] 1) If the smoke disappears

[0108] 2) Set the left emergency cut-off switch on the DC power control panel to the "ON" position.

[0109] 3) At this time, the left main bus 301, the left grid non-unloading bus (51 and 71), and the left grid unloading bus (302, 52 and 72) are powered normally again.

[0110] 4) If there is no smoke, land as soon as possible;

[0111] 5) Note: At this time, the left power grid is judged to be normal, and the fault point is in the right power grid main bus 401, the non-unloading bus (52 or 72) or the unloading bus (402, 62 or 82).

[0112] 6) If smoke is still present, turn the left emergency cut-off switch to the "OFF" position;

[0113] 7) Set the right emergency cut-off switch to the "ON" position and land as soon as possible.

[0114] 8) At this time, the right main bus 401, the right grid non-unloading bus (52 or 72), and the right unloading bus (402, 62 or 82) resume normal power supply.

[0115] 9) Note: At this time, the fault point is determined to be the left grid main bus 301 and the non-unloading bus (51 and 71)

[0116] or unloading bus bars (302, 52 and 72).

[0117] 10) If the smoke still exists

[0118] 11) Set the two emergency cut-off switches back to the "ON" position. At this time, the whole machine is powered normally.

[0119] 12) Set the left battery switch on the DC power supply control board to the "OFF" position.

[0120] 13) At this time, the left important bus bar 53 loses power.

[0121] 14) If the smoke clears, land as soon as possible.

[0122] 15) Note: At this time, it is determined that the fault point is on the left important bus 53.

[0123] 16) If the smoke still exists

[0124] 17) Turn the left battery switch to the "ON" position;

[0125] 18) Set the right battery switch to the "OFF" position; at this time, the right important bus 63 loses power.

[0126] 19) If the smoke clears, land as soon as possible.

[0127] 20) Note: At this time, it is determined that the fault point is on the right important bus 63.

[0128] 21) If smoke still exists, land as soon as possible.

[0129] 22) For detailed disposal procedures, please refer to Figure 5 .

[0130] Distributed power distribution

[0131] A distributed power distribution design is adopted, with front circuit breaker boxes (5, 6) and emergency circuit breaker box 7 installed in the cockpit; and rear circuit breaker boxes (7, 8) are installed in the transition section. With several circuit breaker boxes as the center, power is distributed to the surrounding power loads nearby, which can greatly shorten the length of the distribution cable.

[0132] The left rear circuit breaker box 7 is installed on the surface of the left DC distribution box 3, and the right rear circuit breaker box 8 is installed on the surface of the right DC distribution box 4. The non-unloading busbars (71, 81) in the rear circuit breaker boxes (7, 8) are connected to the main busbars (301, 3021) in the DC distribution boxes (3, 4), and the unloading busbars (72, 82) are connected to the unloading busbars (301, 401), and fuses and wiring terminals are eliminated. In this connection method, the connection line between the rear circuit breaker boxes (7, 8) and the DC distribution boxes (3, 4) is the shortest.

[0133] The flight unloading bus 54 is connected to the left front non-unloading bus 51 and the left front unloading bus 52 through the normally open and normally closed contacts of the flight unloading relay 55. When the helicopter is on the ground, the normally closed contact of the flight unloading relay 55 is energized, and the flight unloading bus 54 is connected to the left front non-unloading bus 51; when flying in the air, under the control of the wheel load signal, the normally closed contact of the flight unloading relay 55 is disconnected, the normally open contact is energized, and the flight unloading bus 54 is connected to the left front unloading bus 52. When the battery (11, 12) is used for ground maintenance, the flight unloading bus 54 can be powered to meet the power demand of special power-consuming equipment (such as the left pitot tube, No. 3 comprehensive display, etc.) under specific conditions.

Claims

1. A DC power supply system for a twin-engine independent power supply helicopter, characterized by: The system includes: Emergency circuit breaker box, left power grid and right power grid with the same architecture; The left power grid includes: left generator, left battery, left DC distribution box, left rear circuit breaker box, left front circuit breaker box; The left DC power distribution box is connected to the left battery and the left generator; the left DC power distribution box is also connected to the left rear circuit breaker box and the left front circuit breaker box to distribute the power from the left generator or the left battery to the left rear circuit breaker box and the left front circuit breaker box; The emergency breaker box is connected to the left and right batteries; The left and right DC distribution boxes are connected through a left busbar-connected contactor and a right busbar-connected contactor connected in series.

2. The system according to claim 1, characterized in that: The left DC distribution box includes: left main bus, left unloading bus, left generator contactor, left battery contactor, and left unloading contactor; The left main bus is connected to the left generator and the left battery through the left generator contactor and the left battery contactor respectively; The left main bus is connected to the left unloading bus through the left unloading contactor.

3. The system according to claim 2, characterized in that: The left rear circuit breaker box includes: a left rear non-unloading bus bar and a left rear unloading bus bar; The left rear non-unloading bus bar is connected to the left main bus bar; The left rear unloading bus is connected to the left unloading bus.

4. The system according to claim 3, characterized in that: The left front circuit breaker box includes: left front non-unloading bus bar, left front unloading bus bar, left front important bus bar; The left front non-unloading busbar is connected to the left main busbar through a fuse; The left front unloading bus is connected to the left unloading bus through a fuse; The left front main bus is directly connected to the left battery through the left main bus contactor; the left main bus contactor is arranged in the left DC distribution box.

5. The system according to claim 4, characterized in that: The left front breaker box also includes: flight dump bus bar and flight dump contactor; The flight unloading bus is connected to the left front non-unloading bus or the left front unloading bus through the flight unloading contactor. The flight unloading contactor selects to connect the left front non-unloading bus or the left front unloading bus according to the wheel load signal.

6. The system according to claim 1, characterized in that: The emergency circuit breaker box is provided with a left direct bus bar and a right direct bus bar, which are connected to the left and right batteries respectively through fuses; A forced power-on switch is also provided, which is used to control the on and off of the left and right unloading bus contactors.

7. The system according to claim 5, characterized in that: The left main bus is also connected to the ground power socket through the ground power contactor.

8. The system according to claim 7, characterized in that: The left DC distribution box also has a left generator controller card and a left busbar control card; The left generator controller board is used to control the left generator; The left bus control board is used to control the on and off of the left generator contactor, left battery contactor, left important bus contactor, left unloading contactor, left bus connection contactor and ground power contactor.

9. A control method for a dual-engine independent power supply DC power supply system for a civil helicopter, used to control any of the above-mentioned systems, characterized in that: Under normal circumstances, the two generator contactors are connected separately, and the two generators supply power to the two main buses respectively; the two bus connection contactors are disconnected, and the left and right power grids work independently; When a generator fails, the corresponding generator contactor is disconnected, and the two busbar connection contactors are connected, so that one generator can supply power to both left and right grids at the same time; When both generators fail, both generator contactors are disconnected, and the two bus connection contactors are connected, and the battery supplies power to the important bus, main bus, and non-unloading bus; The left and right unloading contactors are both disconnected; When a battery contactor fails and only one battery is supplying power, the faulty battery contactor is disconnected and the two bus connection contactors are connected. The battery corresponding to the healthy battery contactor supplies power to the important bus, two main buses and non-unloading bus on the normal side. The battery on the side with the faulty battery contactor directly supplies power to the important bus on that side through the corresponding important bus contactor.

10. The method according to claim 9, characterized in that: When in the ground state, the forced power-on switch is controlled to be turned on to supply power to the unloading busbar.

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