Solid-powered aircraft engine safety mechanism state switching circuit and control method

Abstract

The invention relates to a solid-powered aircraft engine safety mechanism state switching circuit and a control method. The solid-powered aircraft engine safety mechanism state switching circuit comprises a switching work control circuit; switching to a safety control circuit; a first input contact of the first switch unit G1 is connected with a power supply positive signal end, and a second input contact of the first switch unit G1 is connected with a power supply negative signal end; an input contact of the change-over switch unit G2 is connected to an output contact of the first switch unit G1, a first group of output contacts of the change-over switch unit G2 is connected with the safety control circuit, a second group of output contacts of the change-over switch unit G2 is connected with the work control circuit, and the change-over switch unit G2 is configured to be switched between the first group of output contacts and the second group of output contacts. The change-over switch unit G2 is only connected with one independent control circuit at the same time, so that the condition of short circuit can be effectively avoided; meanwhile, a first switch unit G1 is added, and a second switch unit G3 is connected in series in the working control circuit; and the safety and the reliability are improved.

Description

Technical Field

[0001] This application relates to the technical field of solid-powered aircraft control systems, and specifically relates to a state conversion circuit and control method for the engine safety mechanism of a solid-powered aircraft. Background Art

[0002] Currently, the state conversion of the engine safety mechanism is one of the important items in the testing and launching of solid-powered aircraft. The engine safety mechanism of a solid-powered aircraft is in a safe state during storage, maintenance, testing, and before launch; during the launch process, the engine safety mechanism of the solid-powered aircraft will convert to a working state, and if the launch mission is cancelled, it needs to be converted back to the safe state again. Whether the conversion state of the engine safety mechanism is successful directly affects the success or failure of the aircraft launch and its operational safety.

[0003] In related technologies, currently, the state conversion circuit of the engine safety mechanism of a solid-powered aircraft mainly uses an H-bridge circuit or a motor control integrated circuit module based on the H-bridge circuit principle to control the state conversion of the engine safety mechanism.

[0004] Among them, the H-bridge circuit is commonly used in the industrial control field, such as Figure 1 shown. In the figure, DC+ is the positive power signal. By controlling the on / off of the four switches K1 - K4, two control signals with opposite polarities are input to the electromechanical actuator in the safety mechanism, achieving the purpose of controlling the forward and reverse actions of the electromechanical actuator in the safety mechanism and realizing the state conversion of the safety mechanism. That is, Figure 2 when switches K1 and K4 are closed, the electromechanical actuator is connected to the DC+ network at "1" and the GND network at "2", and the current flows from "1" to "2", the electromechanical actuator moves forward, and the safety mechanism switches to the working state; Figure 3 when switches K2 and K3 are closed, the motor is connected to the GND network at "1" and the DC+ network at "2", and the current flows from "2" to "1", the electromechanical actuator moves in the reverse direction, and the safety mechanism "switches to safe". The advantages of this circuit and method are mature technology and simple structure; the disadvantages are low reliability and poor safety performance; if any one of the switches K1, K2, K3, and K4 fails, it will cause the engine safety mechanism to malfunction and unable to complete the state conversion operation, greatly reducing the reliability of engine control, resulting in the failure of the launch mission and potential safety accident hazards. In addition, if the situation where K1 and K3 are closed simultaneously or K2 and K4 are closed simultaneously occurs during the operation of the H-bridge circuit, it will cause a short circuit in the circuit, damage the aircraft circuit, resulting in the failure of the launch mission and potential safety accident hazards.

[0005] Therefore, it is necessary to design a new state conversion circuit for the engine safety mechanism of a solid-powered aircraft to overcome the above problems. Summary of the Invention

[0006] The present application provides a state conversion circuit and a control method for an engine safety mechanism of a solid - powered aircraft, which can solve the technical problems of low reliability and poor safety performance of the H - bridge circuit in the related art.

[0007] In a first aspect, an embodiment of the present application provides a state conversion circuit for an engine safety mechanism of a solid - powered aircraft, which includes: a transfer - to - working control circuit and a transfer - to - safety control circuit. Both the transfer - to - working control circuit and the transfer - to - safety control circuit are used to connect to both ends of the electro - mechanical actuating component of the engine safety mechanism of the solid - powered aircraft; a first switch unit G1, where a first input contact of the first switch unit G1 is connected to a positive power signal terminal, and a second input contact of the first switch unit G1 is connected to a negative power signal terminal; a switching switch unit G2, where an input contact of the switching switch unit G2 is connected to an output contact of the first switch unit G1. The switching switch unit G2 has a first set of output contacts and a second set of output contacts. The first set of output contacts is connected to the transfer - to - safety control circuit, and the second set of output contacts is connected to the transfer - to - working control circuit. The switching switch unit G2 is configured to switch between the first set of output contacts and the second set of output contacts.

[0008] In combination with the first aspect, in an embodiment, the first switch unit G1 is a double - pole single - throw switch - type circuit, the switching switch unit G2 is a double - pole double - throw switch - type circuit, and the first set of output contacts of the switching switch unit G2 is connected to both ends of the transfer - to - safety control circuit, and the second set of output contacts of the switching switch unit G2 is connected to both ends of the transfer - to - working control circuit.

[0009] In combination with the first aspect, in an embodiment, a second switch unit G3 is provided on the transfer - to - working control circuit. Two input contacts of the second switch unit G3 are connected to the second set of output contacts of the switching switch unit G2, and two output contacts of the second switch unit G3 are used to connect to both ends of the electro - mechanical actuating component of the engine safety mechanism of the solid - powered aircraft.

[0010] In combination with the first aspect, in an embodiment, the second switch unit G3 is a double - pole single - throw switch - type circuit.

[0011] In combination with the first aspect, in an embodiment, the first switch unit G1, the second switch unit G3, and the switching switch unit G2 are composed of electromagnetic relays, solid - state relays, circuit breakers, or integrated circuit modules.

[0012] The electro - mechanical actuating component in the engine safety mechanism of the solid - powered aircraft is a DC motor or an electromagnetic pin.

[0013] Second aspect, an embodiment of the present application provides a control method for a state conversion circuit of a solid - power aircraft engine safety mechanism. The control method is applied to the state conversion circuit of the solid - power aircraft engine safety mechanism. The state conversion circuit of the solid - power aircraft engine safety mechanism includes a turn - to - working control circuit, a turn - to - safety control circuit, a first switch unit G1, and a switching switch unit G2. The first input contact of the first switch unit G1 is connected to the positive power signal terminal, and the second input contact is connected to the negative power signal terminal. The control method includes:

[0014] In response to the requirement for the engine safety mechanism to turn to the working state, query whether the switching switch unit G2 is closed to the first set of output contacts; wherein, the first set of output contacts of the switching switch unit G2 is connected to the turn - to - safety control circuit, and the second set of output contacts is connected to the turn - to - working control circuit;

[0015] If so, control the switching switch unit G2 to switch to the second set of output contacts, and control the first switch unit G1 to close, so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2; if the switching switch unit G2 is not closed to the first set of output contacts, control the first switch unit G1 to close, so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2;

[0016] In response to the requirement for the engine safety mechanism to turn to the safety state, query whether the switching switch unit G2 is closed to the first set of output contacts;

[0017] If so, control the first switch unit G1 to close, so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2; otherwise, control the switching switch unit G2 to switch to the first set of output contacts, and control the first switch unit G1 to close, so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2.

[0018] Combined with the second aspect, in an embodiment, after the switching switch unit G2 is closed to the second set of output contacts and before controlling the output contacts of the first switch unit G1 to be connected to the input contacts of the switching switch unit G2, it further includes:

[0019] Confirm whether it is necessary to turn the engine safety mechanism to the working state;

[0020] If so, control the first switch unit G1 to close; otherwise, control the first switch unit G1 to open.

[0021] In combination with the second aspect, in one embodiment, a second switch unit G3 is provided on the rotation working control circuit; after confirming whether it is necessary to switch the engine safety mechanism to the working state, it includes:

[0022] If it is necessary to switch the engine safety mechanism to the working state, control the second switch unit G3 to close; if it is not necessary to switch the engine safety mechanism to the working state, control the first switch unit G1 and the second switch unit G3 to open.

[0023] In combination with the second aspect, in one embodiment, after controlling the first switch unit G1 to close, keep it for a preset time and then disconnect the first switch unit G1 and the second switch unit G3.

[0024] In combination with the second aspect, in one embodiment, before the switching switch unit G2 closes to the first group of output contacts and the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2, it further includes:

[0025] Confirm whether it is necessary to switch the engine safety mechanism to the safe state;

[0026] If so, control the first switch unit G1 to close and keep it for a preset time; otherwise, control the first switch unit G1 to open.

[0027] The beneficial effects brought by the technical solutions provided by the embodiments of the present application include:

[0028] By connecting independent rotation working control circuits and rotation safety control circuits to both ends of the electro-mechanical actuating component of the engine safety mechanism of the solid-propellant aircraft, when the switching switch unit G2 closes to the first group of output contacts and the first switch unit G1 closes, the electro-mechanical actuating component of the engine safety mechanism of the solid-propellant aircraft rotates forward, and the engine safety mechanism switches to the working state. When the switching switch unit G2 closes to the second group of output contacts and the first switch unit G1 closes, the electro-mechanical actuating component of the engine safety mechanism of the solid-propellant aircraft rotates in reverse, and the engine safety mechanism switches to the safe state; the switching switch unit G2 only connects one independent control circuit at the same time, which can effectively avoid the situation that the electro-mechanical actuating component of the engine safety mechanism of the solid-propellant aircraft receives forward and reverse rotations at the same time, resulting in failures, and a first switch unit G1 is connected between the switching switch unit G2 and the positive power signal terminal and the negative power signal terminal, improving safety and reliability, and solving the technical problems of low reliability and poor safety performance of the H-bridge circuit in the related art. Description of the Drawings

[0029] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the accompanying drawings required for the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can also be obtained based on these drawings.

[0030] Figure 1 Schematic diagram of an H-bridge circuit in the related art;

[0031] Figure 2 Schematic diagram of the equivalent circuit when K1 and K4 of the H-bridge circuit in the related art are closed, the safety mechanism motor moves forward, and the safety mechanism switches to "working";

[0032] Figure 3 Schematic diagram of the equivalent circuit when K2 and K3 of the H-bridge circuit in the related art are closed, the safety mechanism motor moves backward, and the safety mechanism switches to "safe";

[0033] Figure 4 Schematic diagram of a state conversion circuit of the engine safety mechanism of a solid-propellant aircraft engine provided by an embodiment of the present application;

[0034] Figure 5 Schematic diagram of the equivalent circuit when G1 and G3 of the state conversion circuit of the engine safety mechanism of a solid-propellant aircraft engine provided by an embodiment of the present application are closed and G2 is closed to the B-group output contacts, the electromechanical actuating component of the engine safety mechanism of the solid-propellant aircraft engine moves forward, and the engine safety mechanism switches to "working";

[0035] Figure 6 Schematic diagram of the equivalent circuit when G1 of the state conversion circuit of the engine safety mechanism of a solid-propellant aircraft engine provided by an embodiment of the present application is closed and G2 is closed to the A-group output contacts, the electromechanical actuating component of the engine safety mechanism of the solid-propellant aircraft engine moves backward, and the engine safety mechanism switches to "safe";

[0036] Figure 7 Flowchart of a control method for a state conversion circuit of the engine safety mechanism of a solid-propellant aircraft engine provided by an embodiment of the present application;

[0037] Figure 8 Flowchart of another control method for a state conversion circuit of the engine safety mechanism of a solid-propellant aircraft engine provided by an embodiment of the present application.

[0038] In the figure:

[0039] 100, electromechanical actuating component of the engine safety mechanism of the solid-propellant aircraft engine;

[0040] 200, working conversion control circuit; 300, safety conversion control circuit;

[0041] 400, positive power signal terminal; 500, negative power signal terminal. Detailed implementation manners

[0042] To enable those skilled in the art to better understand the solution of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of this application.

[0043] The embodiment of this application provides a state conversion circuit and a control method for a solid-propellant aircraft engine safety mechanism, which can solve the technical problems of low reliability and poor safety performance of the H-bridge circuit in the related art.

[0044] See Figure 4 As shown, a state conversion circuit for a solid-propellant aircraft engine safety mechanism provided by the embodiment of this application may include: a transfer-to-working control circuit 200 and a transfer-to-safety control circuit 300. Both the transfer-to-working control circuit 200 and the transfer-to-safety control circuit 300 are used to connect to both ends of the electromechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism; a first switch unit G1, a first input contact of the first switch unit G1 is connected to a positive power signal terminal 400, and a second input contact of the first switch unit G1 is connected to a negative power signal terminal 500; a switching switch unit G2, an input contact of the switching switch unit G2 is connected to an output contact of the first switch unit G1. The switching switch unit G2 has a first set of output contacts and a second set of output contacts. The first set of output contacts is connected to the transfer-to-safety control circuit 300, and the second set of output contacts is connected to the transfer-to-working control circuit 200. The switching switch unit G2 is configured to switch between the first set of output contacts and the second set of output contacts.

[0045] In this embodiment, see Figure 4As shown, one end of the electromechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism is the "1" end, and the other end is the "2" end. The rotation working control circuit 200 is connected to the "1" end and the "2" end of the electromechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism. The rotation safety control circuit 300 is also connected to the "1" end and the "2" end of the electromechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism, and the rotation working control circuit 200 and the rotation safety control circuit 300 are connected in parallel. In this embodiment, the electromechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism is preferably a DC motor, and can also be replaced by an electromagnetic pin or a coil, etc. The above-mentioned positive power signal terminal 400 can be connected to the positive pole of the DC power supply bus of the control system, denoted as the DC+ network. The negative power signal terminal 500 can be connected to the negative pole of the DC power supply bus of the control system, denoted as the GND network. And the above-mentioned switching switch unit G2 has two sets of output contacts, and the switching switch unit G2 can switch between the two sets of output contacts so that the input contact of the switching switch unit G2 is connected to the rotation working control circuit 200 or the rotation safety control circuit 300. The first set of output contacts is also the Figure 4 group A output contacts in Figure 4 and the second set of output contacts is also the group B output contacts in Figure 4 .

[0046] In this embodiment, independent rotation working control circuit 200 and rotation safety control circuit 300 are connected to both ends of the electro-mechanical actuating component 100 of the engine safety mechanism of the solid-propellant aircraft. When the switching switch unit G2 is closed to the first set of output contacts and the first switch unit G1 is closed, the rotation working control circuit 200 is connected to the positive power signal terminal 400 and the negative power signal terminal 500, and the electro-mechanical actuating component 100 of the engine safety mechanism of the solid-propellant aircraft moves forward, and the engine safety mechanism switches to the working state. When the switching switch unit G2 is closed to the second set of output contacts and the first switch unit G1 is closed, the rotation safety control circuit 300 is connected to the positive power signal terminal 400 and the negative power signal terminal 500, and the electro-mechanical actuating component 100 of the engine safety mechanism of the solid-propellant aircraft moves backward, and the engine safety mechanism switches to the safety state, realizing the forward and reverse movement switching of the electro-mechanical actuating component 100 of the engine safety mechanism of the solid-propellant aircraft. At the same time, the switching switch unit G2 of this embodiment can only connect one independent control circuit (that is, the rotation working control circuit 200 and the rotation safety control circuit 300) at the same time, which can effectively avoid the short circuit between the positive power signal terminal 400 and the negative power signal terminal 500 caused by the electro-mechanical actuating component 100 of the engine safety mechanism of the solid-propellant aircraft receiving positive and negative action currents at the same time. And a first switch unit G1 is connected between the switching switch unit G2, the positive power signal terminal 400 and the negative power signal terminal 500. Only when the first switch unit G1 and the switching switch unit G2 act correctly at the same time can it be switched to the working state or the safety state, improving the safety and reliability and solving the technical problems of low reliability and poor safety performance of the H-bridge circuit in the related art.

[0047] In the related art, in order to avoid the safety problems existing in the H-bridge circuit, at present, most of the motor control integrated circuit modules based on the H-bridge circuit principle are used to control the conversion of the engine safety mechanism. The built-in logic circuit of the integrated circuit module is used to logically control the switches K1 to K4 to avoid the malfunction of the switches K1 to K4 and improve the safety. However, the cost of such a module is relatively high, and some modules have high requirements for their own power supply and control signals. The control system often needs to design power supply and control circuits for the module, resulting in an increase in the overall cost of the system and a decrease in reliability. And this application does not adopt a motor control integrated circuit module based on the H-bridge circuit principle. This application uses the first switch unit G1 and the switching switch unit G2 with a low-cost technical path to combine the rotation working control circuit 200 and the rotation safety control circuit 300 at both ends of the electromechanical actuating component 100 of the solid rocket motor engine safety mechanism, and realizes the logic function of the engine safety mechanism control integrated circuit module in the form of hardware, reducing the cost and improving the reliability of the control system. At the same time, compared with the solid rocket motor engine safety mechanism state conversion circuit of the commonly used integrated circuit module based on the H-bridge circuit principle, the new solid rocket motor engine safety mechanism state conversion circuit is composed of discrete components, has a simple structure, high safety, and good cost-effectiveness.

[0048] Further, in an embodiment, the first switch unit G1 is a circuit in the form of a double-pole single-throw switch, the switching switch unit G2 is a circuit in the form of a double-pole double-throw switch, and the first set of output contacts of the switching switch unit G2 are connected to both ends of the rotation safety control circuit 300, and the second set of output contacts of the switching switch unit G2 are connected to both ends of the rotation working control circuit 200. See Figure 4 and Figure 6As shown, in this embodiment, the first switch unit G1 is preferably a circuit in the form of a double-pole single-throw switch, such that the first switch unit G1 has two input contacts and two output contacts. The first input contact is connected to the positive power signal terminal 400, the second input contact is connected to the negative power signal terminal 500, and the two output contacts of the first switch unit G1 are connected to the two input contacts of the switching switch unit G2. When the first switch unit G1 is closed and the switching switch unit G2 is closed to the first set of output contacts, the "1" terminal of the electro-mechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism can be connected to the negative power signal terminal 500, and the "2" terminal of the electro-mechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism can be connected to the positive power signal terminal 400. The current flows from the "2" terminal to the "1" terminal, and the electro-mechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism acts in the reverse direction, and the engine safety mechanism is in the "safe" state; when the first switch unit G1 is closed and the switching switch unit G2 is closed to the second set of output contacts, the "1" terminal of the electro-mechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism can be connected to the positive power signal terminal 400, and the "2" terminal of the electro-mechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism can be connected to the positive and negative power signal terminals. The current flows from the "1" terminal to the "2" terminal, and the electro-mechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism acts in the forward direction, and the engine safety mechanism is in the "working" state.

[0049] In the above embodiment, the circuit in the form of a double-pole single-throw switch and the circuit in the form of a double-pole double-throw switch only represent the circuit principle. The specific implementation manners of the first switch unit G1 and the switching switch unit G2 include, but are not limited to, electromagnetic relays, solid-state relays, circuit breakers, or integrated circuit modules, etc., which are components with switching or on-off capabilities.

[0050] Based on the above embodiment, in one embodiment, a second switch unit G3 may further be provided on the switching-to-working control circuit 200. The two input contacts of the second switch unit G3 are connected to the second set of output contacts of the switching switch unit G2, and the two output contacts of the second switch unit G3 are connected to both ends of the electro-mechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism. Refer to Figure 4 and Figure 5 As shown, in this embodiment, the second switch unit G3 is added to the switching-to-working control circuit 200. The structure of the second switch unit G3 may be the same as or different from the structure of the first switch unit G1. When the second switch unit G3 is closed, the second set of output contacts of the switching switch unit G2 will be connected to both ends of the electro-mechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism. When the second switch unit G3 is open, even if the first switch unit G1 is closed and the switching switch unit G2 is switched to the second set of output contacts, the electro-mechanical actuating component 100 of the solid-propellant aircraft engine safety mechanism will not rotate forward.

[0051] In this embodiment, considering that the probability of misfiring of the engine increases after the engine safety mechanism switches to the "working" state, a second switch unit G3 is added to the switch-to-working control circuit 200. In the above description, the second switch unit G3 realizes the "reconfirmation" of the control signal at the hardware level for this situation. And in the case where the first switch unit G1 and the switching switch unit G2 malfunction or fail simultaneously, it is ensured that the engine safety mechanism still cannot be switched to the "working" state, effectively improving safety.

[0052] Preferably, the second switch unit G3 is a double-pole single-throw switch form circuit. Of course, the specific implementation manners of the second switch unit G3 include, but are not limited to, electromagnetic relays, solid-state relays, circuit breakers, or integrated circuit modules and other components with switching or on-off capabilities. The embodiment of the present application also provides a control method for the state conversion circuit of the engine safety mechanism of a solid-propellant aircraft. The control method is applied to the state conversion circuit of the engine safety mechanism of a solid-propellant aircraft. The state conversion circuit of the engine safety mechanism of a solid-propellant aircraft includes a switch-to-working control circuit 200, a switch-to-safe control circuit 300, a first switch unit G1, and a switching switch unit G2. The first input contact of the first switch unit G1 is connected to the positive power signal terminal 400, and the second input contact is connected to the negative power signal terminal 500. The state conversion circuit of the engine safety mechanism of the solid-propellant aircraft in this embodiment can adopt the state conversion circuit of the engine safety mechanism of the solid-propellant aircraft provided in any of the above embodiments and implement the corresponding functions, which will not be elaborated here.

[0053] See Figure 7 and Figure 8 As shown, the control method for the state conversion circuit of the engine safety mechanism of the solid-propellant aircraft may include:

[0054] S10: In response to the requirement for the engine safety mechanism to switch to the working state, query whether the switching switch unit G2 is closed to the first set of output contacts; wherein, the first set of output contacts of the switching switch unit G2 is connected to the switch-to-safe control circuit 300, and the second set of output contacts is connected to the switch-to-working control circuit 200.

[0055] S20: If so, control the switching switch unit G2 to switch to the second set of output contacts, and control the first switch unit G1 to close, so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2; if the switching switch unit G2 is not closed to the first set of output contacts, control the first switch unit G1 to close, so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2.

[0056] S30: In response to the requirement of the engine safety mechanism to switch to the safe state, query whether the switching switch unit G2 is closed to the first set of output contacts.

[0057] S40: If so, control the first switch unit G1 to close, so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2; otherwise, control the switching switch unit G2 to switch to the first set of output contacts, and control the first switch unit G1 to close, so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2.

[0058] Among them, the order of S30 and S40 can be interchanged with that of S10 and S20.

[0059] In this embodiment, when the engine safety mechanism has a working or safety requirement, it will first query whether the switching switch unit G2 is closed to the first set of output contacts or the second set of output contacts. If the output contacts closed by the switching switch unit G2 do not correspond to the working or safety requirement, an operation to switch the switching switch unit G2 will be performed, so that when the engine safety mechanism has a working requirement, the input contacts of the switching switch unit G2 are connected to the working control circuit 200, and when the engine safety mechanism has a safety requirement, the input contacts of the switching switch unit G2 are connected to the safety control circuit 300; after confirming that the switching switch unit G2 is correctly connected, then close the first switch unit G1 to realize the conversion of the engine safety mechanism to the working state or the safety state.

[0060] Further, in one embodiment, after the switching switch unit G2 is closed to the second set of output contacts and before controlling the output contacts of the first switch unit G1 to be connected to the input contacts of the switching switch unit G2, it further includes: confirming whether it is necessary to switch the engine safety mechanism to the working state; if so, control the first switch unit G1 to close; otherwise, control the first switch unit G1 to open.

[0061] In this embodiment, if it is necessary to switch the engine safety mechanism to the working state, first query whether the switching switch unit G2 is on the first set of output contacts. If so, it needs to be switched to the second set of output contacts. If not, directly proceed to the next control process. Then, it will confirm with the operator again whether to switch the engine safety mechanism to the working state. If not, open the first switch unit G1 to ensure that the working control circuit 200 is disconnected from the DC power supply, and the process ends; if so, close the first switch unit G1 to connect the DC power supply of the control system to the working control circuit 200 and start the conversion.

[0062] Based on the above technical solution, in one embodiment, a second switch unit G3 is provided on the transfer-to-working control circuit 200; after confirming whether it is necessary to transfer the engine safety mechanism to the working state, it may further include: if it is necessary to transfer the engine safety mechanism to the working state, controlling the second switch unit G3 to close; if it is not necessary to transfer the engine safety mechanism to the working state, controlling the first switch unit G1 and the second switch unit G3 to open. In this embodiment, the second switch unit G3 is provided on the transfer-to-working control circuit 200. After reconfirming that it is necessary to transfer the engine safety mechanism to the working state, the second switch unit G3 can be closed first. At this time, the transfer-to-working control circuit 200 has been formed and connected; then the first switch unit G1 is closed to connect the DC power supply of the control system to the control circuit.

[0063] In this embodiment, considering that the probability of the engine misfiring increases after the engine safety mechanism is transferred to "working", therefore, a second switch unit G3 is added to the transfer-to-working control circuit 200. In the above description, the second switch unit G3 realizes the "reconfirmation" of the control signal at the hardware level for this situation, and ensures that the engine safety mechanism cannot be converted to "working" when the first switch unit G1 and the switching switch unit G2 malfunction or fail simultaneously, effectively improving safety.

[0064] Further, in one embodiment, after controlling the first switch unit G1 to close, the first switch unit G1 and the second switch unit G3 can be disconnected after maintaining a preset time. For example, in this embodiment, after closing the second switch unit G3 and the first switch unit G1, the Xs time can be maintained, where Xs refers to the energization time required for the electromechanical actuator in the engine safety mechanism to complete the state conversion. Then, the first switch unit G1 and the second switch unit G3 are disconnected to ensure that the transfer-to-working control circuit 200 is disconnected from the DC power supply, and the process ends.

[0065] Further, in one embodiment, before the switching switch unit G2 closes to the first set of output contacts and before the output contact of the first switch unit G1 is connected to the input contact of the switching switch unit G2, it further includes: confirming whether it is necessary to transfer the engine safety mechanism to the safe state; if so, controlling the first switch unit G1 to close and maintaining a preset time; otherwise, controlling the first switch unit G1 to open.

[0066] In this embodiment, if it is necessary to transfer the engine safety mechanism to the safe state, first check whether the switching switch unit G2 is on the first set of output contacts. If not, it is necessary to switch to the first set of output contacts. If so, directly proceed to the next control process. Then, the operator will be confirmed again whether to transfer the engine safety mechanism to the safe state. If so, close the first switch unit G1, connect the DC power supply of the control system to the transfer-to-safe control circuit 300, start the conversion, and maintain for Xs time. Here, Xs refers to the energization time required for the electromechanical actuator mechanism in the engine safety mechanism to complete the state conversion. Then, disconnect the first switch unit G1 and the second switch unit G3. If not, disconnect the first switch unit G1 and the second switch unit G3 to ensure that the transfer-to-safe control circuit 300 is disconnected from the DC power supply, and the process ends. In this embodiment, the second switch unit G3 can be additionally disconnected while disconnecting the first switch unit G1. Because the working state of the engine safety mechanism will greatly increase the danger to on-site personnel, in actual implementation, after the state conversion of the safety mechanism is completed, an instruction will be sent to the second switch unit G3 again to ensure that it is not closed.

[0067] See Figure 5 As shown, in one embodiment, if the engine safety mechanism is to be converted to the "working" state, the following steps are performed:

[0068] (1) Close the switching switch unit G2 to the B contact;

[0069] (2) Close the second switch unit G3;

[0070] (3) Close the first switch unit G1.

[0071] In this way, the "1" terminal of the motor is connected to the DC+ network, the "2" terminal is connected to the GND network, the current flows from the "1" terminal to the "2" terminal, the electromechanical actuator mechanism moves forward, and the engine safety mechanism is in the "working" state.

[0072] See Figure 6 As shown, in one embodiment, if the engine safety mechanism is to be converted to the "safe" state, the following steps are performed:

[0073] (1) Close the switching switch unit G2 to the A contact;

[0074] (2) Close the first switch unit G1.

[0075] In this way, the "1" terminal of the motor is connected to the GND network, the "2" terminal is connected to the DC+ network, the current flows from the "2" terminal to the "1" terminal, the electromechanical actuator mechanism moves backward, and the engine safety mechanism is "safe".

[0076] The state conversion circuit and control method of the solid power aircraft engine safety mechanism provided by the embodiments of the present application can overcome the disadvantages of low reliability and poor safety performance of the H-bridge circuit, and have the advantages of simple structure and high safety.

[0077] In the description of the present application, it should be noted that the orientation or positional relationship indicated by terms such as "upper" and "lower" is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present application. Unless otherwise clearly defined and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0078] It should be noted that in the present application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the said element.

[0079] The above are only specific embodiments of the present application, enabling those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments shown herein, but will be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A solid-powered aircraft engine safety mechanism state conversion circuit, characterized in that: It includes: A work control circuit (200) and a safety control circuit (300), wherein the work control circuit (200) and the safety control circuit (300) are both used to connect two ends of an electromechanical actuating component (100) of a solid-powered aircraft engine safety mechanism; A first switch unit G1, wherein a first input contact of the first switch unit G1 is connected to a positive power signal terminal (400), and a second input contact of the first switch unit G1 is connected to a negative power signal terminal (500); A switching switch unit G2, wherein the input contacts of the switching switch unit G2 are connected to the output contacts of the first switching unit G1, the switching switch unit G2 has a first group of output contacts and a second group of output contacts, the first group of output contacts is connected to the transfer safety control circuit (300), the second group of output contacts is connected to the transfer working control circuit (200), and the switching switch unit G2 is configured to switch between the first group of output contacts and the second group of output contacts.

2. The solid-powered aircraft engine safety mechanism state transition circuit according to claim 1, characterized in that: The first switch unit G1 is a double-pole single-throw switch circuit, the switching switch unit G2 is a double-pole double-throw switch circuit, and the first group of output contacts of the switching switch unit G2 is connected to the two ends of the transfer safety control circuit (300), and the second group of output contacts of the switching switch unit G2 is connected to the two ends of the transfer working control circuit (200).

3. The solid-powered aircraft engine safety mechanism state transition circuit according to claim 2, characterized in that: The transfer control circuit (200) is provided with a second switch unit G3, two input contacts of the second switch unit G3 are connected to the second group of output contacts of the switching switch unit G2, and two output contacts of the second switch unit G3 are connected to two ends of the electromechanical actuating component (100) of the solid-powered aircraft engine safety mechanism.

4. The solid-powered aircraft engine safety mechanism state transition circuit according to claim 3, characterized in that: The second switch unit G3 is a double-pole single-throw switch circuit.

5. The solid-powered aircraft engine safety mechanism state transition circuit according to claim 4, characterized in that: The first switch unit G1, the second switch unit G3 and the switching switch unit G2 are composed of electromagnetic relays, solid relays, circuit breakers or integrated circuit modules.

6. A control method for a state transition circuit of a solid-powered aircraft engine safety mechanism, characterized in that: The control method is applied to a solid-power aircraft engine safety mechanism state conversion circuit, the solid-power aircraft engine safety mechanism state conversion circuit comprising a work control circuit (200), a safety control circuit (300), a first switch unit G1 and a switching switch unit G2, the first input contact of the first switch unit G1 being connected to a power supply positive signal terminal (400), and the second input contact being connected to a power supply negative signal terminal (500); the control method comprises: In response to the engine safety mechanism switching working state requirement, querying whether the switching switch unit G2 is closed to the first group of output contacts; wherein the first group of output contacts of the switching switch unit G2 is connected to the switching safety control circuit (300), and the second group of output contacts is connected to the switching working control circuit (200); If yes, the switching switch unit G2 is controlled to switch to the second group of output contacts, and the first switch unit G1 is controlled to close, so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2; if the switching switch unit G2 is not closed to the first group of output contacts, the first switch unit G1 is controlled to close, so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2; In response to the requirement of the engine safety mechanism to switch to a safe state, query whether the switching switch unit G2 is closed to the first group of output contacts; If so, the first switch unit G1 is controlled to be closed so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2; otherwise, the switching switch unit G2 is controlled to switch to the first group of output contacts, and the first switch unit G1 is controlled to be closed so that the output contacts of the first switch unit G1 are connected to the input contacts of the switching switch unit G2.

7. The control method according to claim 6, characterized in that: After the switching switch unit G2 is closed to the second group of output contacts and before the output contacts of the first switching unit G1 are controlled to be connected to the input contacts of the switching switch unit G2, the method further includes: Confirm whether it is necessary to switch the engine safety mechanism to working state; If so, the first switch unit G1 is controlled to be closed; otherwise, the first switch unit G1 is controlled to be opened.

8. The control method according to claim 7, characterized in that: The switching control circuit (200) is provided with a second switch unit G3; after confirming whether it is necessary to switch the engine safety mechanism to the working state, it includes: If the engine safety mechanism needs to be switched to the working state, the second switch unit G3 is controlled to be closed; if the engine safety mechanism does not need to be switched to the working state, the first switch unit G1 and the second switch unit G3 are controlled to be opened.

9. The control method according to claim 8, characterized in that: After controlling the first switch unit G1 to be closed, the first switch unit G1 and the second switch unit G3 are opened after maintaining the closed state for a preset time.

10. The control method according to claim 6, characterized in that: After the switching switch unit G2 is closed to the first group of output contacts and before the output contacts of the first switching unit G1 are controlled to be connected to the input contacts of the switching switch unit G2, the method further includes: Confirm whether it is necessary to switch the engine safety mechanism to a safe state; If so, the first switch unit G1 is controlled to be closed and maintained for a preset time; otherwise, the first switch unit G1 is controlled to be opened.

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