Aircraft take-off alarm control circuit and control method

Abstract

The embodiment of the invention provides a control circuit for takeoff alarm and alarm release of an airplane. Comprising a first relay, a control surface locking alarm lamp, a second relay, an alarm bell releasing alarm button, a third relay, an airplane wheel bearing switch, a flap releasing alarm button, a fourth relay, a fifth relay, a sixth relay, a first isolation diode, a second isolation diode, a third isolation diode, a fourth isolation diode, a position switch group and an alarm bell. The control circuit is refined in structural design and high in integration level, the hardware complexity is remarkably simplified while the function completeness is guaranteed, the control method corresponding to the control circuit is clear in logic, rapid in response and accurate in judgment, various typical risk scenes in the take-off stage can be comprehensively covered, and good expandability and adaptability are achieved.

Description

Technical Field

[0001] This invention relates to the field of alarm control technology, specifically to an aircraft takeoff alarm control circuit and control method. Background Technology

[0002] Traditional transport aircraft typically employ analog circuit designs for their system control circuits to implement system control logic and status alarm functions. These circuits are usually relatively independent in structure and discrete in function, lacking efficient information exchange and comprehensive judgment capabilities between subsystems. Because the design process often fails to adequately integrate and optimize the system for takeoff alarm requirements, some critical alarm conditions may not be covered, or the alarm triggering logic may be ambiguous or even conflicting, affecting the accuracy and real-time performance of the alarms.

[0003] In addition, some aircraft models use computer software control to implement takeoff warning functions. These systems are typically built on onboard computers and digital bus technology, enabling complex logical judgments and comprehensive processing of multiple alarm conditions. Although software control has certain advantages in terms of functional integration and flexibility, its system structure is often more complex, development and verification costs are higher, and it imposes stricter requirements on software development, configuration management, and airworthiness compliance. Therefore, it still has certain limitations in some application scenarios. Summary of the Invention

[0004] In view of this, the embodiments of this specification provide an aircraft takeoff alarm control circuit and control method to achieve the relevant requirements of the takeoff alarm mode and control logic required by airworthiness regulations, and to control the alarm and cancellation of the flaps not being in the takeoff position, the alarm and cancellation of the spoilers not being in the takeoff position, the alarm and cancellation of the control surfaces not being unlocked, and the restriction of engine start.

[0005] The embodiments in this specification provide the following technical solutions: A control circuit for aircraft takeoff alarm and alarm cancellation includes: First relay, control surface lock alarm light, second relay, alarm release button, third relay, wheel load switch, flap release alarm button, fourth relay, fifth relay, sixth relay, first isolation diode, second isolation diode, third isolation diode, fourth isolation diode, position switch group and alarm bell; The positive terminal 1A of the first relay is connected to the stop braking system, the negative terminal 1B of the first relay is connected to the 28V DC power supply ground, the common terminal 1D is connected to the 28V DC power supply, the common terminals 1D, 1G, and 1J of the first relay are interconnected, the normally closed contact 1C of the first relay is connected to the positive terminal of the steering surface lock warning light, the normally closed contact 1F of the first relay is connected to the positive terminal 3A of the second relay, one end of the alarm release button, and the common terminal 5D of the third relay, respectively, and the normally closed contact 1I of the first relay is connected to the engine starting system. The positive terminal of the rudder lock warning light is connected to the normally closed contact 1C of the first relay, and the negative terminal of the rudder lock warning light is connected to the ground of the 28V DC power supply. The positive terminal 3A of the second relay power supply is connected to the normally closed contact 1F of the first relay, the negative terminal 3B of the second relay power supply is connected to the positive terminal of the first isolation diode, the normally closed contact 3C of the second relay is connected to the normally open contact 5E of the third relay, and the common terminal 3D of the second relay is connected to the positive terminal 5A of the third relay power supply and the other end of the alarm release button. One end of the alarm release button is connected to the normally closed contact 1F of the first relay, the common terminal 5D of the third relay, and the positive power supply terminal 3A of the second relay. The other end of the alarm release button is connected to the positive power supply terminal 5A of the third relay and the common terminal 3D of the second relay. The positive terminal 5A of the third relay is connected to the other end of the alarm release button and the common terminal 3D of the second relay. The negative terminal 5B of the third relay is connected to the DC 28V power ground. The common terminal 5D of the third relay is connected to the common terminal 5G, the normally closed contact 1F of the first relay, the positive terminal 3A of the second relay, and one end of the alarm release button. The normally open contact 5E of the third relay is connected to the normally closed contact 3C of the second relay. The normally closed contact 5F of the third relay is connected to the positive terminal of the second isolation diode. The common terminal 6A of the wheel bearing switch is connected to the normally open terminal 6CK of the wheel bearing switch. The common terminal 6A of the wheel bearing switch is disconnected from the normally open terminal 6CK of the wheel bearing switch and connected to the normally closed terminal 6CB of the wheel bearing switch. The common terminal 6A of the wheel bearing switch is connected to the aircraft's 28V DC power supply. The normally open terminal 6CK of the wheel bearing switch is connected to the positive power supply 8A of the fourth relay and the positive power supply 10A of the sixth relay. One end of the flap warning release button is connected to the aircraft's 28V DC power supply and the normally open contact 9E of the fifth relay, while the other end of the flap warning release button is connected to the positive power supply 9A of the fifth relay and the common terminal 9D of the fifth relay. The positive power supply terminal 8A of the fourth relay is connected to the normally open terminal 6CK of the wheel bearing switch and the positive power supply terminal 10A of the sixth relay. The negative power supply terminal 8B of the fourth relay is connected to the common terminal 8D of the fourth relay and the positive terminal of the third isolation diode. The common terminal 8G and the common terminal 8J of the fourth relay are interconnected. The common terminal 8J of the fourth relay is connected to the normally closed contact 9F of the fifth relay. The normally open contact 8E of the fourth relay is connected to the negative power supply terminal 9B of the fifth relay. The normally open contact 8H of the fourth relay is connected to the flap control system. The normally open contact 8K of the fourth relay is connected to the flap alarm sign. The positive terminal 9A of the fifth relay is connected to the common terminal 9D of the fifth relay and the other end of the flap release alarm button. The negative terminal 9B of the fifth relay is connected to the normally open contact 8E of the fourth relay. The normally open contact 9E of the fifth relay is connected to a 28V DC power supply. The common terminal 9G of the fifth relay is connected to the positive terminal of the fourth isolation diode. The normally closed contact 9F of the fifth relay is connected to the common terminal 8J of the fourth relay. The positive power supply 10A of the sixth relay is connected to the normally open terminal 6CK of the wheel bearing switch and the positive power supply 8A of the fourth relay. The negative power supply 10B of the sixth relay is connected to the position switch group. The common terminal 10D and common terminal 10G of the sixth relay are connected to each other. The common terminal 10D of the sixth relay is connected to the spoiler control system. The normally open contact 10E of the sixth relay is connected to the centralized alarm. The normally open contact 10H of the sixth relay is connected to the integrated display system. The positive terminal of the first isolation diode is connected to the negative terminal 13B of the power supply of the second relay, and the negative terminal of the first isolation diode is connected to the position switch group. The positive terminal of the second isolation diode is connected to the normally closed contact 5F of the third relay, and the negative terminal of the second isolation diode is connected to the positive terminal of the alarm bell. The positive terminal of the third isolation diode is connected to the negative terminal 8B of the power supply of the fourth relay, and the negative terminal of the third isolation diode is connected to the position switch group. The positive terminal of the fourth isolation diode is connected to the common terminal 9G of the fifth relay, and the negative terminal of the fourth isolation diode is connected to the positive terminal of the alarm bell. The negative terminal of the alarm bell is connected to the ground of the 28-volt DC power supply.

[0006] Furthermore, the position switch assembly includes: First start throttle position switch, second start throttle position switch, third start throttle position switch, fourth start throttle position switch; The normally open contact 11CK of the first start throttle position switch is connected to the ground of the DC 28V power supply, and the common terminal 11A of the first start throttle position switch is connected to the normally open contact 12CK of the second start throttle position switch. The common terminal 12A of the second-start throttle position switch is connected to the normally open contact 13CK of the third-start throttle position switch; The common terminal 13A of the three-start throttle position switch is connected to the normally open contact 14CK of the four-start throttle position switch. The common terminal 14A of the four-start throttle position switch is connected to the negative terminal of the first isolation diode, the negative terminal 10B of the power supply of the sixth relay, and the negative terminal of the third isolation diode.

[0007] A control method for issuing and clearing aircraft takeoff alarms, the method comprising the following steps via a control circuit: When the control surfaces are locked / not fully unlocked, light and alarm lights will be activated; when the control surfaces are fully unlocked, light and alarm lights will be deactivated. When the rudder lock is released, the alarm will be canceled once or continuously. When the engine throttle is pushed to the maximum throttle and the steering wheel lock cannot be released, the alarm bell will continue to sound. When the engine throttle is at the minimum throttle, the alarm bell can be cleared by pressing the alarm clear button. When the control surface is locked / not fully unlocked, the engine start-up is restricted. When the engine throttle is pushed to the maximum throttle position and the flaps are not in the takeoff position, the flap warning sign and alarm bell will sound. When the flaps are not in the takeoff position and the alarm is sounding, deactivate the flap warning sign and the alarm. When the aircraft is on the ground and the takeoff spoilers are not retracted, the integrated display system will issue alarms and light warnings.

[0008] Furthermore, when the control surfaces are locked / not fully unlocked, light and alarm lights are activated; when the control surfaces are fully unlocked, the light and alarm lights are deactivated, including: When the control surface is locked / not fully unlocked, the stopping braking system sends a status signal indicating that it is in a suspended state. The common terminal 1D of the first relay is connected to the normally closed contact 1C, and the control surface lock warning light is connected to the DC 28V power supply to provide a light alarm. The common terminal 1G of the first relay is connected to the normally closed contact 1F, and the common terminal 5G of the third relay is connected to the normally closed contact 5F. The positive terminal of the alarm bell is connected to a DC 28V power supply through the second isolation diode, the normally closed contact 5F of the third relay and the common terminal 5G, and the normally closed contact 1F of the first relay and the common terminal 1G, so that the alarm bell can be used for alarm. When all control surfaces are unlocked, the stop braking system sends a 28-volt DC status signal, the common terminal 1D of the first relay is disconnected from the normally closed contact 1C, the common terminal 1G of the first relay is disconnected from the normally closed contact 1F, the control surface lock warning light and alarm bell are disconnected from the 28-volt DC power supply, and the light and alarm bell alarms are stopped.

[0009] Furthermore, when the steering surface lock is released, a one-time alarm cancellation and a continuous alarm cancellation are triggered, including: When the alarm bell is activated, press the alarm reset button. The positive terminal 5A of the third relay is connected to the DC 28V power supply through the alarm reset button, the normally closed contact 1F of the first relay, and the common terminal 1G. The common terminal 5G of the third relay is disconnected from the normally closed contact 5F, cutting off the alarm bell from the DC 28V power supply and resetting the alarm bell in one go. The common terminal 5D of the third relay is connected to the normally open contact 5E. The positive power supply 5A of the third relay is connected to the DC 28V power supply through the common terminal 3D and normally closed contact 3C of the second relay, the normally open contact 5E and common terminal 5D of the third relay, and the normally closed contact 1F and common terminal 1G of the first relay. After the alarm button is released, the alarm will continue to be released. The rudder lock warning light continues to illuminate.

[0010] Furthermore, when the engine throttle is pushed to the maximum throttle and the steering wheel lock cannot be disengaged, a continuous alarm will sound. When the engine throttle is at a low throttle position, the alarm will be deactivated by pressing the deactivation button. This includes: When the engine throttle is at low throttle, the alarm can be deactivated by pressing the alarm deactivation button. When the engine throttle is pushed to the maximum throttle position, the common terminal 14A of the first, second, third, and fourth start throttle position switches is connected to the normally open contact 14CK. The negative terminal 3B of the second relay is connected to the DC 28V power supply ground through the first isolation diode and the start throttle position switch. The connection between the common terminal 3D of the second relay and the normally closed contact 3C is cut off. The connection between the positive terminal 5A of the third relay and the DC 28V power supply is cut off. The common terminal 5G of the third relay is reconnected to the normally closed contact 5F. The alarm bell is connected to the DC 28V power supply and alarm is triggered through the alarm bell. When the engine throttle is always at the high throttle position, the position switch group will always be in the ON state, the connection between the common terminal 3D of the second relay and the normally closed contact 3C will be cut off, the alarm release button will be pressed and the button will spring back, the power supply positive terminal 5A of the third relay will be disconnected from the DC 28V power supply, and the alarm will continue to sound.

[0011] Furthermore, when the control surface is locked / not fully unlocked, the engine start-up is restricted, including: When the control surface is locked or not fully unlocked, the stop braking system sends a status signal indicating a suspended state. The common terminal 1J of the first relay is connected to the normally closed contact 1I, sending a DC 28V signal to the engine starting system, thereby restricting the engine from starting. When all control surfaces are unlocked, the stop brake system sends a 28-volt DC status signal, the common terminal 1J of the first relay disconnects from the normally closed contact 1I, and sends a floating signal to the engine starting system, so that the engine can be started normally through the engine starting system.

[0012] Furthermore, when the engine throttle is pushed to the maximum throttle position and the flaps are not in the takeoff position, the flap warning sign and alarm bell will sound, including: When the engine throttle is pushed to the maximum throttle position and the flaps are not in the takeoff position, all common terminals of the first, second, third, and fourth engine throttle position switches are connected to all normally open contacts. The common terminal 8D of the fourth relay is connected to the normally open contact 8E, the common terminal 8G of the fourth relay is connected to the normally open contact 8H, and the common terminal 8J of the fourth relay is connected to the normally open contact 8K. The flap control system outputs a 28V DC signal. One path of the 28V DC signal is connected to the positive terminal of the alarm bell through the normally open contact 8H and common terminal 8G of the fourth relay, the normally closed contact 9F and common terminal 9G of the fifth relay, and the fourth isolation diode, driving the alarm bell to issue a warning. The other path of the 28V DC signal is connected to the flap warning sign through the normally open contact 8H, common terminal 8G, and common terminal 8J of the fourth relay, and the red light of the flap warning sign illuminates when the flaps are down. When the engine throttle is pushed to the maximum throttle position and the flaps are in the takeoff position, the flap control system outputs a hover signal, which cancels the alarm bell and turns off the red light on the flap warning sign when the flaps are down.

[0013] Furthermore, when the flaps are not in the takeoff position and the alarm is sounding, the flap warning sign alarm and the alarm bell alarm will be deactivated, including: The negative terminal 9B of the fifth relay is connected to the aircraft power ground through the normally open contact 8E of the fourth relay, the common terminal 8D, the third isolation diode, the fourth engine throttle position switch, the third engine throttle position switch, the second engine throttle position switch, and the first engine throttle position switch. After pressing the flap alarm release button, the positive terminal 9A of the fifth relay is connected to the DC 28V power supply through the flap alarm release button. The common terminal 9G of the fifth relay is disconnected from the normally closed contact 9F, the signal cross-linking path between the alarm bell and the flap control system is cut off, and the alarm bell is released. The common terminal 9D of the fifth relay is connected to the normally open contact 9E. The positive power supply 9A of the fifth relay is connected to the DC 28V power supply through the common terminal 9D and the normally open contact 9E. After the flap alarm button is released, the alarm bell is continuously deactivated, and the red light of the flap alarm sign is lit. When the engine throttle is adjusted to the low throttle position, the connection between all common terminals and all normally open contacts of the first, second, third, and fourth engine throttle position switches is disconnected, the alarm bell is deactivated, the red light on the flap warning sign is turned off, and the light warning of the control surface lock warning light is stopped.

[0014] Furthermore, when the aircraft is on the ground and the takeoff spoilers are not retracted, alarms and light warnings will be issued by the integrated display system, including: When the engine throttle is pushed to the maximum throttle position, all common terminals of the first, second, third, and fourth start throttle position switches are connected to all normally open contacts. The common terminal 10D of the sixth relay is connected to the normally open contact 10E, and the common terminal 10G of the sixth relay is connected to the normally open contact 10H. When the spoiler is not retracted, the spoiler control system outputs a 28V DC signal. One path of the 28V DC signal is linked to the centralized alarm through the common terminal 10D and normally open contact 10E of the sixth relay, activating the centralized alarm for spoiler not retracted warning light. The other path of the 28V DC signal is linked to the integrated display system through the common terminal 10G and normally open contact 10H of the sixth relay, displaying "spoiler not pre-positioned" on the integrated display system. When the spoiler retracts, the spoiler control system outputs a floating signal to clear the alarm of the integrated display system and turn off the light alarm of the centralized alarm spoiler not retracted. When the engine throttle is adjusted to the low throttle position, the connection between all common terminals and all normally open contacts of the first, second, third, and fourth start throttle position switches is disconnected, the alarm of the integrated display system is cleared, and the light alarm of the central alarm spoiler not retracting is turned off.

[0015] Compared with the prior art, the beneficial effects that at least one technical solution adopted in the embodiments of this specification can achieve include at least: This invention overcomes the shortcomings of traditional alarm control circuit designs for transport aircraft and provides a control circuit and method for aircraft takeoff alarms and alarm cancellation. The circuit is simple, the method is reasonable, and it is economical. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the control circuit for aircraft takeoff alarm and alarm cancellation according to an embodiment of the present invention.

[0018] The attached diagram shows the following reference numerals: 1. First relay; 2. Control surface lock warning light; 3. Second relay; 4. Alarm release button; 5. Third relay; 6. Wheel load switch; 7. Flap release warning button; 8. Fourth relay; 9. Fifth relay; 10. Sixth relay; 11. First engine throttle position switch; 12. Second engine throttle position switch; 13. Third engine throttle position switch; 14. Fourth engine throttle position switch; 15. First isolation diode; 16. Second isolation diode; 17. Third isolation diode; 18. Fourth isolation diode; 19. Alarm bell. Detailed Implementation

[0019] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0020] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] like Figure 1 As shown, a control circuit for aircraft takeoff alarm and alarm cancellation includes: 1. First relay, 2. Control surface lock warning light, 3. Second relay, 4. Alarm release button, 5. Third relay, 6. Wheel load switch, 7. Flap release warning button, 8. Fourth relay, 9. Fifth relay, 10. Sixth relay, 15. First isolation diode, 16. Second isolation diode, 17. Third isolation diode, 18. Fourth isolation diode, 19. Position switch group and alarm bell.

[0022] The functions of other systems connected to the control circuit are: 1) The 28V DC power supply provides power to the takeoff alarm control circuit.

[0023] 2) The stop braking system is used to lock or unlock the control surfaces on the ground and provide control surface status signals to the takeoff alarm control circuit.

[0024] 3) The engine starting system is used to start the engine on the ground and receive control signals from the takeoff alarm control circuit.

[0025] 4) The flap control system is used to control the extension and retraction of the flaps and to provide flap position signals to the takeoff alarm control circuit.

[0026] 5) The spoiler control system is used to control the extension and retraction of the aircraft spoilers and to provide spoiler position signals to the takeoff warning control circuit.

[0027] 6) Centralized alarms are used for alarm indications of aircraft configurations or systems, and receive alarm signals provided by the takeoff alarm control circuit.

[0028] 7) The integrated display system is used to display information about the aircraft and its various systems, and to receive spoiler pre-positioning signals from the takeoff alarm control circuit.

[0029] 8) The flap warning sign is used to display the warning light indicating that the flaps have been lowered.

[0030] The positive terminal 1A of the first relay 1 is connected to the stop braking system, the negative terminal 1B of the first relay 1 is connected to the DC 28V power supply ground, the common terminal 1D is connected to the 28V DC power supply, the common terminal 1D, the common terminal 1G, and the common terminal 1J of the first relay 1 are connected to each other, the normally closed contact 1C of the first relay 1 is connected to the positive terminal of the steering surface lock warning light 2, the normally closed contact 1F of the first relay 1 is connected to the positive terminal 3A of the second relay 3, one end of the alarm release button 4, and the common terminal 5D of the third relay 5, respectively, and the normally closed contact 1I of the first relay 1 is connected to the engine starting system. The positive terminal of the rudder lock warning light 2 is connected to the normally closed contact 1C of the first relay 1, and the negative terminal of the rudder lock warning light 2 is connected to the ground of the DC 28V power supply. The positive terminal 3A of the power supply of the second relay 3 is connected to the normally closed contact 1F of the first relay 1, the negative terminal 3B of the power supply of the second relay 3 is connected to the positive terminal of the first isolation diode 15, the normally closed contact 3C of the second relay 3 is connected to the normally open contact 5E of the third relay 5, and the common terminal 3D of the second relay 3 is connected to the positive terminal 5A of the power supply of the third relay 5 and the other end of the alarm release button 4. One end of the alarm release button 4 is connected to the normally closed contact 1F of the first relay 1, the common terminal 5D of the third relay 5, and the positive power supply terminal 3A of the second relay 3. The other end of the alarm release button 4 is connected to the positive power supply terminal 5A of the third relay 5 and the common terminal 3D of the second relay 3. The positive terminal 5A of the third relay 5 is connected to the other end of the alarm release button 4 and the common terminal 3D of the second relay 3. The negative terminal 5B of the third relay 5 is connected to the DC 28V power ground. The common terminal 5D of the third relay 5 is connected to the common terminal 5G, the normally closed contact 1F of the first relay 1, the positive terminal 3A of the second relay 3, and one end of the alarm release button 4. The normally open contact 5E of the third relay 5 is connected to the normally closed contact 3C of the second relay 3. The normally closed contact 5F of the third relay 5 is connected to the positive terminal of the second isolation diode 16. The common terminal 6A of the wheel bearing switch 6 is connected to the normally open terminal 6CK of the wheel bearing switch 6. The common terminal 6A of the wheel bearing switch 6 is disconnected from the normally open terminal 6CK of the wheel bearing switch 6 and connected to the normally closed terminal 6CB of the wheel bearing switch 6. The common terminal 6A of the wheel bearing switch 6 is connected to the aircraft's 28V DC power supply. The normally open terminal 6CK of the wheel bearing switch 6 is connected to the positive power supply 8A of the fourth relay 8 and the positive power supply 10A of the sixth relay 10. One end of the flap release alarm button 7 is connected to the aircraft's 28-volt DC power supply and the normally open contact 9E of the fifth relay 9, while the other end of the flap release alarm button 7 is connected to the positive power supply 9A of the fifth relay 9 and the common terminal 9D of the fifth relay 9. The positive power terminal 8A of the fourth relay 8 is connected to the normally open terminal 6CK of the wheel bearing switch 6 and the positive power terminal 10A of the sixth relay 10. The negative power terminal 8B of the fourth relay 8 is connected to the common terminal 8D of the fourth relay 8 and the positive terminal of the third isolation diode 17. The common terminal 8G and the common terminal 8J of the fourth relay 8 are interconnected. The common terminal 8J of the fourth relay 8 is connected to the normally closed contact 9F of the fifth relay 9. The normally open contact 8E of the fourth relay 8 is connected to the negative power terminal 9B of the fifth relay 9. The normally open contact 8H of the fourth relay 8 is connected to the flap control system. The normally open contact 8K of the fourth relay 8 is connected to the flap alarm sign. The positive terminal 9A of the fifth relay 9 is connected to the common terminal 9D of the fifth relay 9 and the other end of the flap release alarm button 7. The negative terminal 9B of the fifth relay 9 is connected to the normally open contact 8E of the fourth relay 8. The normally open contact 9E of the fifth relay 9 is connected to a 28V DC power supply. The common terminal 9G of the fifth relay 9 is connected to the positive terminal of the fourth isolation diode 18. The normally closed contact 9F of the fifth relay 9 is connected to the common terminal 8J of the fourth relay 8. The positive power supply 10A of the sixth relay 10 is connected to the normally open terminal 6CK of the wheel bearing switch 6 and the positive power supply 8A of the fourth relay 8. The negative power supply 10B of the sixth relay 10 is connected to the position switch group. The common terminal 10D and the common terminal 10G of the sixth relay 10 are connected to each other. The common terminal 10D of the sixth relay 10 is connected to the spoiler control system. The normally open contact 10E of the sixth relay 10 is connected to the centralized alarm. The normally open contact 10H of the sixth relay 10 is connected to the integrated display system. The positive terminal of the first isolation diode 15 is connected to the negative terminal 13B of the power supply of the second relay 3, and the negative terminal of the first isolation diode 15 is connected to the position switch group. The positive terminal of the second isolation diode 16 is connected to the normally closed contact 5F of the third relay 5, and the negative terminal of the second isolation diode 16 is connected to the positive terminal of the alarm bell 19. The positive terminal of the third isolation diode 17 is connected to the negative terminal 8B of the power supply of the fourth relay 8, and the negative terminal of the third isolation diode 17 is connected to the position switch group. The positive terminal of the fourth isolation diode 18 is connected to the common terminal 9G of the fifth relay 9, and the negative terminal of the fourth isolation diode 18 is connected to the positive terminal of the alarm bell 19. The negative terminal of alarm bell 19 is connected to the ground of a 28-volt DC power supply.

[0031] The position switch group includes: First start throttle position switch 11, second start throttle position switch 12, third start throttle position switch 13, fourth start throttle position switch 14; The normally open contact 11CK of the first start throttle position switch 11 is connected to the ground of the DC 28V power supply, and the common terminal 11A of the first start throttle position switch 11 is connected to the normally open contact 12CK of the second start throttle position switch 12. The common terminal 12A of the second-start throttle position switch 12 is connected to the normally open contact 13CK of the third-start throttle position switch 13; The common terminal 13A of the three-start throttle position switch 13 is connected to the normally open contact 14CK of the four-start throttle position switch 14. The common terminal 14A of the four-start throttle position switch 14 is connected to the negative terminal of the first isolation diode 15, the negative power supply terminal 10B of the sixth relay 10, and the negative terminal of the third isolation diode 17.

[0032] In one embodiment of the present invention, a control method for aircraft takeoff alarm and alarm cancellation includes the following steps: Step 1: When the control surfaces are locked / not fully unlocked, activate the light alarm and the alarm bell. When the control surfaces are fully unlocked, cancel the light alarm and the alarm bell. Step 2: When the control surface lock is released, perform a one-time alarm release and a continuous alarm release. Step 3: When the engine throttle is pushed to the maximum throttle and the steering wheel lock cannot be released, the alarm bell will continue to sound. When the engine throttle is at the minimum throttle, the alarm bell will be released by pressing the alarm release button 4. Step 4: When the control surface is locked / not fully unlocked, the engine start-up is restricted. Step 5: When the engine throttle is pushed to the maximum throttle position and the flaps are not in the takeoff position, activate the flap warning sign and alarm bell. Step 6: When the flaps are not in the takeoff position and the alarm bell 19 is sounding, deactivate the flap warning sign alarm and the alarm bell alarm. Step 7: When the aircraft is on the ground and the takeoff spoilers have not been retracted, issue alarms and light warnings through the integrated display system.

[0033] Specifically, step 1 includes: When the control surface is locked / not fully unlocked, the stopping braking system sends a status signal of being in the air. The common terminal 1D of the first relay 1 is connected to the normally closed contact 1C, and the control surface lock alarm light 2 is connected to the DC 28V power supply. The control surface lock alarm light 2 provides a light alarm. The common terminal 1G of the first relay 1 is connected to the normally closed contact 1F, and the common terminal 5G of the third relay 5 is connected to the normally closed contact 5F. The positive terminal of the alarm bell 19 is connected to a DC 28V power supply through the second isolation diode 16, the normally closed contact 5F of the third relay 5 and the common terminal 5G, and the normally closed contact 1F of the first relay 1 and the common terminal 1G, so that the alarm bell 19 can be used to sound an alarm. When all control surfaces are unlocked, the stop braking system sends a 28-volt DC status signal, the common terminal 1D of the first relay 1 is disconnected from the normally closed contact 1C, the common terminal 1G of the first relay 1 is disconnected from the normally closed contact 1F, the control surface lock warning light 2 and the alarm bell 19 are disconnected from the 28-volt DC power supply, and the light alarm and alarm bell alarm are stopped.

[0034] Specifically, step 2 includes: When the alarm bell 19 is activated, pressing the alarm reset button 4 will connect the positive terminal 5A of the third relay 5 to the DC 28V power supply through the alarm reset button 4, the normally closed contact 1F of the first relay 1, and the common terminal 1G. The common terminal 5G of the third relay 5 will then disconnect from the normally closed contact 5F, cutting off the DC 28V power supply to the alarm bell 19 and resetting the alarm bell 19 in one go. The common terminal 5D of the third relay 5 is connected to the normally open contact 5E. The positive power supply 5A of the third relay 5 is connected to the DC 28V power supply through the common terminal 3D of the second relay 3 and the normally closed contact 3C, the normally open contact 5E of the third relay 5 and the common terminal 5D, and the normally closed contact 1F of the first relay 1 and the common terminal 1G. After the alarm button 4 is released, the alarm of the alarm bell 19 is continuously released. The rudder lock warning light 2 continues to provide a light warning.

[0035] Specifically, step 3 includes: When the engine throttle is at low throttle, the alarm bell 19 can be deactivated by pressing the alarm deactivation button 4; When the engine throttle is pushed to the maximum throttle position, the common terminal 14A of the first start throttle position switch 11, the second start throttle position switch 12, the third start throttle position switch 13, and the fourth start throttle position switch 14 is connected to the normally open contact 14CK. The negative terminal 3B of the second relay 3 is connected to the DC 28V power supply ground through the first isolation diode 15 and the start throttle position switch. The connection between the common terminal 3D of the second relay 3 and the normally closed contact 3C is cut off. The connection between the positive terminal 5A of the third relay 5 and the DC 28V power supply is cut off. The common terminal 5G of the third relay 5 is reconnected to the normally closed contact 5F. The alarm bell 19 is connected to the DC 28V power supply and alarm is triggered through the alarm bell 19. When the engine throttle is always at the high throttle position, the position switch group will always be in the ON state. The connection between the common terminal 3D of the second relay 3 and the normally closed contact 3C will be cut off. After pressing the alarm release button 4, the button will spring back. The positive power terminal 5A of the third relay 5 will be disconnected from the DC 28V power supply, and the alarm bell 19 will continue to sound the alarm.

[0036] Specifically, step 4 includes: When the control surface is locked or not fully unlocked, the stop braking system sends a status signal indicating a suspended state. The common terminal 1J of the first relay 1 is connected to the normally closed contact 1I, sending a DC 28V signal to the engine starting system to restrict the engine from starting. When all control surfaces are unlocked, the stop brake system sends a 28-volt DC status signal, the common terminal 1J of the first relay 1 disconnects from the normally closed contact 1I, and sends a floating signal to the engine starting system, so that the engine can be started normally through the engine starting system.

[0037] Specifically, step 5 includes: When the engine throttle is pushed to the maximum throttle position and the flaps are not in the takeoff position, all common terminals of the first-engine takeoff throttle position switch 11, second-engine takeoff throttle position switch 12, third-engine takeoff throttle position switch 13, and fourth-engine takeoff throttle position switch 14 are connected to all normally open contacts. The common terminal 8D of the fourth relay 8 is connected to the normally open contact 8E, the common terminal 8G of the fourth relay 8 is connected to the normally open contact 8H, and the common terminal 8J of the fourth relay 8 is connected to the normally open contact 8K. The flap control system... The output is a 28V DC signal. One path of the 28V DC signal is connected to the positive terminal of the alarm bell 19 through the normally open contact 8H of the fourth relay 8 and the common terminal 8G, the normally closed contact 9F of the fifth relay 9 and the common terminal 9G, and the fourth isolation diode 18, driving the alarm bell 19 to issue a warning. The other path of the 28V DC signal is connected to the flap alarm sign through the normally open contact 8H of the fourth relay 8, the common terminal 8G, the common terminal 8J, and the normally open contact 8K, and the red light of the flap alarm sign illuminates when the flaps are lowered. When the engine throttle is pushed to the maximum throttle position and the flaps are in the takeoff position, the flap control system outputs a hover signal, which cancels the alarm bell 19 and turns off the red light on the flap warning sign when the flaps are down.

[0038] Specifically, step 6 includes: The negative terminal 9B of the fifth relay 9 is connected to the aircraft power ground through the normally open contact 8E of the fourth relay 8, the common terminal 8D, the third isolation diode 17, the fourth engine throttle position switch 14, the third engine throttle position switch 13, the second engine throttle position switch 12, and the first engine throttle position switch 11. After pressing the flap alarm release button 7, the positive terminal 9A of the fifth relay 9 is connected to the DC 28V power supply through the flap alarm release button 7. The common terminal 9G of the fifth relay 9 is disconnected from the normally closed contact 9F, the signal cross-linking path between the alarm bell 19 and the flap control system is cut off, and the alarm bell 19 is deactivated. The common terminal 9D of the fifth relay 9 is connected to the normally open contact 9E. The positive power supply 9A of the fifth relay 9 is connected to the DC 28V power supply through the common terminal 9D and the normally open contact 9E. After the flap alarm button 7 is released, the alarm bell 19 is continuously deactivated, and the red light of the flap alarm sign is lit. When the engine throttle is adjusted to the low throttle position, the connection between all common terminals and all normally open contacts of the first engine throttle position switch 11, the second engine throttle position switch 12, the third engine throttle position switch 13, and the fourth engine throttle position switch 14 is disconnected, the alarm bell 19 is deactivated, the red light of the flap warning sign is turned off, and the light warning of the control surface lock warning light 2 is stopped.

[0039] Specifically, step 7 includes: When the engine throttle is pushed to the maximum throttle position, all common terminals of the first start throttle position switch 11, the second start throttle position switch 12, the third start throttle position switch 13, and the fourth start throttle position switch 14 are connected to all normally open contacts. The common terminal 10D of the sixth relay 10 is connected to the normally open contact 10E, and the common terminal 10G of the sixth relay 10 is connected to the normally open contact 10H. When the spoiler is not retracted, the spoiler control system outputs a DC 28V signal. One path of the DC 28V signal is linked to the centralized alarm through the common terminal 10D and normally open contact 10E of the sixth relay 10, turning on the centralized alarm for spoiler not retracted warning light. The other path of the DC 28V signal is linked to the integrated display system through the common terminal 10G and normally open contact 10H of the sixth relay 10, displaying that the spoiler is not in the pre-positioned position on the integrated display system. When the spoiler retracts, the spoiler control system outputs a floating signal to clear the alarm of the integrated display system and turn off the light alarm of the centralized alarm spoiler not retracted. When the engine throttle is adjusted to the low throttle position, the connection between all common terminals and all normally open contacts of the first start throttle position switch 11, the second start throttle position switch 12, the third start throttle position switch 13, and the fourth start throttle position switch 14 is disconnected, the alarm of the integrated display system is cleared, and the light alarm of the central alarm spoiler not retracting is turned off.

[0040] The control method of this invention has the following functions: 1) When the aircraft is on the ground and the control surfaces are locked / not fully unlocked, the centralized alarm will trigger a flashing red warning light and an alarm bell, providing the flight crew with both visual and auditory warning modes.

[0041] 2) When the aircraft is on the ground and the control surfaces are locked / not fully unlocked, the alarm can be cleared by pressing the alarm clear button when the engine throttle is at a low throttle position. However, the alarm clear button cannot be used to clear the alarm when the engine throttle is at a high throttle position. 3) When the aircraft is on the ground and the control surfaces are locked / not fully unlocked, the engines will not start; 4) When the aircraft is on the ground and the engine throttle is at maximum, the flap warning sign illuminates and the alarm sounds, prompting the flaps to be lowered to the takeoff position, providing the flight crew with both visual and auditory warnings. This warning will automatically disengage when the flaps are lowered to the takeoff position. 5) The flap alarm can be cleared by pressing the flap alarm button. If the engine throttle is at low throttle, the double flap alarm will be automatically cleared. 6) When the aircraft is on the ground, the engine throttle is at full throttle, and the spoilers are not retracted, the spoiler not retracted warning light will flash in the centralized alarm, and the integrated display system will display a spoiler not pre-positioned warning message, prompting the spoilers to be retracted to the takeoff position; when the spoilers are retracted to the takeoff position or the engine throttle is reduced to low throttle, this warning message will automatically disappear.

[0042] Beneficial effects of the embodiments of the present invention: The aircraft takeoff alarm control circuit and control method of this invention effectively overcome the various shortcomings of traditional transport aircraft alarm control circuit design, proposing a highly integrated and systematic alarm control circuit architecture and supporting control strategy. The control circuit structure is concise and highly integrated, significantly simplifying hardware complexity while ensuring functional completeness. Its control method features clear logic, rapid response, and accurate judgment, comprehensively covering various typical risk scenarios during takeoff and possessing good scalability and adaptability. Furthermore, this solution has low implementation cost, convenient maintenance, and excellent overall economic efficiency, making it suitable for various types of transport aircraft and possessing high engineering application value and promising prospects for widespread adoption.

[0043] The above description is merely a specific embodiment of the present invention and should not be construed as limiting the scope of the invention. Therefore, any substitution of equivalent components or equivalent changes and modifications made within the scope of protection of this patent should still fall within the scope of this patent. Furthermore, the technical features, technical features and technical solutions, and technical solutions in this invention can be freely combined and used.

Claims

1. A control circuit for aircraft takeoff alarm and alarm cancellation, characterized in that, include: First relay (1), control surface lock warning light (2), second relay (3), alarm release button (4), third relay (5), wheel load switch (6), flap release warning button (7), fourth relay (8), fifth relay (9), sixth relay (10), first isolation diode (15), second isolation diode (16), third isolation diode (17), fourth isolation diode (18), position switch group and alarm bell (19); The positive terminal 1A of the first relay (1) is connected to the stop braking system, the negative terminal 1B of the first relay (1) is connected to the DC 28V power ground, the common terminal 1D is connected to the 28V DC power supply, the common terminal 1D, the common terminal 1G, and the common terminal 1J of the first relay (1) are connected to each other, the normally closed contact 1C of the first relay (1) is connected to the positive terminal of the steering surface lock warning light (2), the normally closed contact 1F of the first relay (1) is connected to the positive terminal 3A of the second relay (3), one end of the alarm release button (4), and the common terminal 5D of the third relay (5), respectively, and the normally closed contact 1I of the first relay (1) is connected to the engine starting system. The positive terminal of the rudder lock alarm light (2) is connected to the normally closed contact 1C of the first relay (1), and the negative terminal of the rudder lock alarm light (2) is connected to the ground of the DC 28V power supply. The positive terminal 3A of the power supply of the second relay (3) is connected to the normally closed contact 1F of the first relay (1), the negative terminal 3B of the power supply of the second relay (3) is connected to the positive terminal of the first isolation diode (15), the normally closed contact 3C of the second relay (3) is connected to the normally open contact 5E of the third relay (5), and the common terminal 3D of the second relay (3) is connected to the positive terminal 5A of the power supply of the third relay (5) and the other end of the alarm release button (4). One end of the alarm release button (4) is connected to the normally closed contact 1F of the first relay (1), the common terminal 5D of the third relay (5), and the positive power supply terminal 3A of the second relay (3). The other end of the alarm release button (4) is connected to the positive power supply terminal 5A of the third relay (5) and the common terminal 3D of the second relay (3). The positive terminal 5A of the third relay (5) is connected to the other end of the alarm release button (4) and the common terminal 3D of the second relay (3). The negative terminal 5B of the third relay (5) is connected to the DC 28V power ground. The common terminal 5D of the third relay (5) is connected to the common terminal 5G, the normally closed contact 1F of the first relay (1), the positive terminal 3A of the second relay (3), and one end of the alarm release button (4). The normally open contact 5E of the third relay (5) is connected to the normally closed contact 3C of the second relay (3). The normally closed contact 5F of the third relay (5) is connected to the positive terminal of the second isolation diode (16). The common terminal 6A of the wheel bearing switch (6) is connected to the normally open terminal 6CK of the wheel bearing switch (6). The common terminal 6A of the wheel bearing switch (6) is disconnected from the normally open terminal 6CK of the wheel bearing switch (6) and connected to the normally closed terminal 6CB of the wheel bearing switch (6). The common terminal 6A of the wheel bearing switch (6) is connected to the aircraft's 28V DC power supply. The normally open terminal 6CK of the wheel bearing switch (6) is connected to the positive power supply 8A of the fourth relay (8) and the positive power supply 10A of the sixth relay (10). One end of the flap release alarm button (7) is connected to the aircraft's 28-volt DC power supply and the normally open contact 9E of the fifth relay (9), and the other end of the flap release alarm button (7) is connected to the positive power supply 9A of the fifth relay (9) and the common terminal 9D of the fifth relay (9). The positive power terminal 8A of the fourth relay (8) is connected to the normally open terminal 6CK of the wheel bearing switch (6) and the positive power terminal 10A of the sixth relay (10). The negative power terminal 8B of the fourth relay (8) is connected to the common terminal 8D of the fourth relay (8) and the positive terminal of the third isolation diode (17). The common terminal 8G and the common terminal 8J of the fourth relay (8) are interconnected. The common terminal 8J of the fourth relay (8) is connected to the normally closed contact 9F of the fifth relay (9). The normally open contact 8E of the fourth relay (8) is connected to the negative power terminal 9B of the fifth relay (9). The normally open contact 8H of the fourth relay (8) is connected to the flap control system. The normally open contact 8K of the fourth relay (8) is connected to the flap alarm sign. The positive terminal 9A of the fifth relay (9) is connected to the common terminal 9D of the fifth relay (9) and the other end of the flap release alarm button (7). The negative terminal 9B of the fifth relay (9) is connected to the normally open contact 8E of the fourth relay (8). The normally open contact 9E of the fifth relay (9) is connected to a 28V DC power supply. The common terminal 9G of the fifth relay (9) is connected to the positive terminal of the fourth isolation diode (18). The normally closed contact 9F of the fifth relay (9) is connected to the common terminal 8J of the fourth relay (8). The positive power terminal 10A of the sixth relay (10) is connected to the normally open terminal 6CK of the wheel bearing switch (6) and the positive power terminal 8A of the fourth relay (8). The negative power terminal 10B of the sixth relay (10) is connected to the position switch group. The common terminal 10D and the common terminal 10G of the sixth relay (10) are connected to each other. The common terminal 10D of the sixth relay (10) is connected to the spoiler control system. The normally open contact 10E of the sixth relay (10) is connected to the centralized alarm. The normally open contact 10H of the sixth relay (10) is connected to the integrated display system. The positive terminal of the first isolation diode (15) is connected to the negative terminal 13B of the power supply of the second relay (3), and the negative terminal of the first isolation diode (15) is connected to the position switch group. The positive terminal of the second isolation diode (16) is connected to the normally closed contact 5F of the third relay (5), and the negative terminal of the second isolation diode (16) is connected to the positive terminal of the alarm bell (19). The positive terminal of the third isolation diode (17) is connected to the negative terminal 8B of the power supply of the fourth relay (8), and the negative terminal of the third isolation diode (17) is connected to the position switch group. The positive terminal of the fourth isolation diode (18) is connected to the common terminal 9G of the fifth relay (9), and the negative terminal of the fourth isolation diode (18) is connected to the positive terminal of the alarm bell (19). The negative terminal of the alarm bell (19) is connected to the ground of a 28-volt DC power supply.

2. The control circuit for aircraft takeoff alarm and alarm cancellation according to claim 1, characterized in that, The position switch group includes: First start throttle position switch (11), second start throttle position switch (12), third start throttle position switch (13), fourth start throttle position switch (14). The normally open contact 11CK of the first start throttle position switch (11) is connected to the DC 28V power supply ground, and the common terminal 11A of the first start throttle position switch (11) is connected to the normally open contact 12CK of the second start throttle position switch (12). The common terminal 12A of the second-start throttle position switch (12) is connected to the normally open contact 13CK of the third-start throttle position switch (13); The common terminal 13A of the three-start throttle position switch (13) is connected to the normally open contact 14CK of the four-start throttle position switch (14); The common terminal 14A of the four-start throttle position switch (14) is connected to the negative terminal of the first isolation diode (15), the negative power supply terminal 10B of the sixth relay (10), and the negative terminal of the third isolation diode (17).

3. A control method for aircraft takeoff alarm and alarm cancellation, wherein the control method uses the control circuit described in any one of claims 1 to 2 to issue takeoff alarms and cancel alarms for the aircraft, characterized in that, Includes the following steps: When the control surfaces are locked / not fully unlocked, light and alarm lights will be activated; when the control surfaces are fully unlocked, light and alarm lights will be deactivated. When the rudder lock is released, the alarm will be canceled once or continuously. When the engine throttle is pushed to the maximum throttle and the steering wheel lock cannot be released, the alarm bell will continue to sound. When the engine throttle is at the minimum throttle, the alarm bell will be released by pressing the alarm release button (4). When the control surface is locked / not fully unlocked, the engine start-up is restricted. When the engine throttle is pushed to the maximum throttle position and the flaps are not in the takeoff position, the flap warning sign and alarm bell will sound. When the flaps are not in the takeoff position and the alarm bell (19) is sounding, deactivate the flap warning sign alarm and the alarm bell alarm; When the aircraft is on the ground and the takeoff spoilers are not retracted, the integrated display system will issue alarms and light warnings.

4. The control method according to claim 3, characterized in that, When the control surfaces are locked / not fully unlocked, light and alarm lights will sound; when the control surfaces are fully unlocked, light and alarm lights will be deactivated. When the control surface is locked / not fully unlocked, the stopping braking system sends a status signal of the suspended state, the common terminal 1D of the first relay (1) is connected to the normally closed contact 1C, the control surface lock alarm light (2) is connected to the DC 28V power supply, and the light alarm is performed through the control surface lock alarm light (2). The common terminal 1G of the first relay (1) is connected to the normally closed contact 1F, the common terminal 5G of the third relay (5) is connected to the normally closed contact 5F, and the positive terminal of the alarm bell (19) is connected to a DC 28V power supply through the second isolation diode (16), the normally closed contact 5F of the third relay (5) and the common terminal 5G, and the normally closed contact 1F of the first relay (1) and the common terminal 1G, so that the alarm bell (19) can be used to sound an alarm. When all control surfaces are unlocked, the stop braking system sends a DC 28V status signal, the common terminal 1D of the first relay (1) is disconnected from the normally closed contact 1C, the common terminal 1G of the first relay (1) is disconnected from the normally closed contact 1F, the control surface lock alarm light (2) and the alarm bell (19) are disconnected from the DC 28V power supply, and the light alarm and alarm bell alarm are stopped.

5. The control method according to claim 3, characterized in that, When the control surface lock is released, a one-time alarm cancellation and a continuous alarm cancellation will be triggered, including: When the alarm bell (19) is working, press the alarm release button (4). The positive power terminal 5A of the third relay (5) is connected to the DC 28V power supply through the alarm release button (4), the normally closed contact 1F of the first relay (1), and the common terminal 1G. The common terminal 5G of the third relay (5) is disconnected from the normally closed contact 5F, cutting off the alarm bell (19) from the DC 28V power supply and releasing the alarm bell (19) in one go. The common terminal 5D of the third relay (5) is connected to the normally open contact 5E. The positive power supply 5A of the third relay (5) is connected to the DC 28V power supply through the common terminal 3D of the second relay (3) and the normally closed contact 3C, the normally open contact 5E of the third relay (5) and the common terminal 5D, and the normally closed contact 1F of the first relay (1) and the common terminal 1G. After the alarm release button (4) is released, the alarm of the alarm bell (19) is continuously released. The rudder surface lock warning light (2) continuously provides a light warning.

6. The control method according to claim 3, characterized in that, When the engine throttle is pushed to the maximum throttle and the steering wheel lock cannot be released, the alarm bell will continue to sound. When the engine throttle is at the minimum throttle, the alarm bell can be released by pressing the alarm release button (4), including: When the engine throttle is at low throttle, the alarm bell (19) can be deactivated by pressing the alarm deactivation button (4); When the engine throttle is pushed to the maximum throttle position, the common terminal 14A of the first start throttle position switch (11), the second start throttle position switch (12), the third start throttle position switch (13), and the fourth start throttle position switch (14) is connected to the normally open contact 14CK. The negative terminal 3B of the second relay (3) is connected to the DC 28V power supply ground through the first isolation diode (15) and the start throttle position switch. The connection between the common terminal 3D of the second relay (3) and the normally closed contact 3C is cut off. The connection path between the positive terminal 5A of the third relay (5) and the DC 28V power supply is cut off. The common terminal 5G of the third relay (5) is reconnected to the normally closed contact 5F. The alarm bell (19) is connected to the DC 28V power supply and alarm is triggered through the alarm bell (19). When the engine throttle is always at the high throttle position, the position switch group will always be in the ON state, the connection between the common terminal 3D of the second relay (3) and the normally closed contact 3C will be cut off, the button to release the alarm (4) will pop back after being pressed, the positive terminal 5A of the power supply of the third relay (5) will be disconnected from the DC 28V power supply, and the alarm (19) will continue to sound the alarm.

7. The control method according to claim 3, characterized in that, When the control surface is locked / not fully unlocked, the engine start is restricted, including: When the control surface is locked or not fully unlocked, the stop braking system sends a status signal of the suspended state. The common terminal 1J of the first relay (1) is connected to the normally closed contact 1I, and sends a DC 28V signal to the engine starting system to restrict the engine starting. When all control surfaces are unlocked, the stop braking system sends a DC 28V status signal, and the common terminal 1J of the first relay (1) is disconnected from the normally closed contact 1I, sending a floating signal to the engine starting system, and the engine is started normally through the engine starting system.

8. The control method according to claim 3, characterized in that, When the engine throttle is pushed to the maximum throttle position and the flaps are not in the takeoff position, the flap warning sign and alarm bell will sound, including: When the engine throttle is pushed to the maximum throttle position and the flaps are not in the takeoff position, all common terminals of the first-engine takeoff throttle position switch (11), second-engine takeoff throttle position switch (12), third-engine takeoff throttle position switch (13), and fourth-engine takeoff throttle position switch (14) are connected to all normally open contacts. The common terminal 8D of the fourth relay (8) is connected to the normally open contact 8E, the common terminal 8G of the fourth relay (8) is connected to the normally open contact 8H, and the common terminal 8J of the fourth relay (8) is connected to the normally open contact 8K. The flap control system outputs DC. A 28-volt signal is transmitted through one path of the DC 28-volt signal via the normally open contact 8H and common terminal 8G of the fourth relay (8), the normally closed contact 9F and common terminal 9G of the fifth relay (9), and the fourth isolation diode (18) to the positive terminal of the alarm bell (19), thereby driving the alarm bell (19) to issue a warning. The other path of the DC 28-volt signal is connected to the flap warning sign via the normally open contact 8H and common terminal 8G, common terminal 8J and normally open contact 8K of the fourth relay (8), thereby illuminating the red light of the flap warning sign when the flaps are lowered. When the engine throttle is pushed to the maximum throttle position and the flaps are in the takeoff position, the flap control system outputs a hover signal, which cancels the alarm of the alarm bell (19) and turns off the red light of the flap warning sign when the flaps are down.

9. The control method according to claim 3, characterized in that, When the flaps are not in the takeoff position and the alarm bell (19) is sounding, deactivate the flap warning sign alarm and the alarm bell alarm, including: The negative terminal 9B of the fifth relay (9) is connected to the aircraft power ground through the normally open contact 8E of the fourth relay (8), the common terminal 8D, the third isolation diode (17), the fourth engine throttle position switch (14), the third engine throttle position switch (13), the second engine throttle position switch (12), and the first engine throttle position switch (11). After pressing the flap release alarm button (7), the positive terminal 9A of the fifth relay (9) is connected to the DC 28V power supply through the flap release alarm button (7). The common terminal 9G of the fifth relay (9) is disconnected from the normally closed contact 9F. The signal crosslinking path between the alarm bell (19) and the flap control system is cut off, and the alarm bell alarm of the alarm bell (19) is released. The common terminal 9D of the fifth relay (9) is connected to the normally open contact 9E. The positive power supply 9A of the fifth relay (9) is connected to the DC 28V power supply through the common terminal 9D and the normally open contact 9E. After the release of the flap alarm release button (7) is released, the alarm of the alarm bell (19) is continuously released, and the red light of the flap alarm sign is lit. When the engine throttle is adjusted to the low throttle position, the connection between all common terminals and all normally open contacts of the first engine throttle position switch (11), the second engine throttle position switch (12), the third engine throttle position switch (13), and the fourth engine throttle position switch (14) is disconnected, the alarm bell (19) is deactivated, the red light of the flap warning sign is turned off, and the light alarm of the control surface lock warning light (2) is stopped.

10. The control method according to claim 3, characterized in that, When the aircraft is on the ground and the takeoff spoilers are not retracted, alarms will be triggered by the integrated display system and lighting warnings, including: When the engine throttle is pushed to the maximum throttle position, all common terminals of the first start throttle position switch (11), the second start throttle position switch (12), the third start throttle position switch (13), and the fourth start throttle position switch (14) are connected to all normally open contacts. The common terminal 10D of the sixth relay (10) is connected to the normally open contact 10E, and the common terminal 10G of the sixth relay (10) is connected to the normally open contact 10H. When the spoiler is not retracted, the spoiler control system outputs a DC 28V signal. One path of the DC 28V signal is linked to the centralized alarm through the common terminal 10D and the normally open contact 10E of the sixth relay (10), turning on the light alarm for the spoiler not retracted. The other path of the DC 28V signal is linked to the integrated display system through the common terminal 10G and the normally open contact 10H of the sixth relay (10), displaying that the spoiler is not in the pre-positioned position on the integrated display system. When the spoiler retracts, the spoiler control system outputs a floating signal to clear the alarm of the integrated display system and turn off the light alarm of the centralized alarm spoiler not retracted. When the engine throttle is adjusted to the low throttle position, the connection between all common terminals and all normally open contacts of the first start throttle position switch (11), the second start throttle position switch (12), the third start throttle position switch (13), and the fourth start throttle position switch (14) is disconnected, the alarm of the integrated display system is cleared, and the light alarm of the central alarm spoiler not retracting is turned off.

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