CN112478184B - Vortex oar branch line aircraft RAT release control architecture - Google Patents
Vortex oar branch line aircraft RAT release control architecture Download PDFInfo
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- CN112478184B CN112478184B CN202011389119.4A CN202011389119A CN112478184B CN 112478184 B CN112478184 B CN 112478184B CN 202011389119 A CN202011389119 A CN 202011389119A CN 112478184 B CN112478184 B CN 112478184B
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- 238000004353 relayed correlation spectroscopy Methods 0.000 claims abstract description 40
- 101100341122 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) IRA1 gene Proteins 0.000 claims abstract description 4
- 101100477857 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) SNF1 gene Proteins 0.000 claims abstract description 4
- 101100278877 Triticum aestivum GLC1 gene Proteins 0.000 claims abstract description 4
- 238000006243 chemical reaction Methods 0.000 claims 2
- OZJCQBUSEOVJOW-UHFFFAOYSA-N (4-ethylsulfanylphenyl) n-methylcarbamate Chemical compound CCSC1=CC=C(OC(=O)NC)C=C1 OZJCQBUSEOVJOW-UHFFFAOYSA-N 0.000 description 3
- 101100004933 Arabidopsis thaliana CYP79F1 gene Proteins 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 230000005611 electricity Effects 0.000 description 2
- 101100068867 Caenorhabditis elegans glc-1 gene Proteins 0.000 description 1
- 101100068866 Caenorhabditis elegans glc-2 gene Proteins 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D41/00—Power installations for auxiliary purposes
- B64D41/007—Ram air turbines
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Traffic Control Systems (AREA)
- Stand-By Power Supply Arrangements (AREA)
Abstract
The invention provides a RAT release control architecture of a vortex-branch aircraft, which comprises the steps that direct current of an onboard direct current emergency bus bar of the vortex-branch aircraft sequentially passes through normally closed auxiliary contacts of a first generator line contactor GLC1 and a second generator line contactor GLC2, and then is connected to a coil positive of a switching RELAY RELAY7 through an airspeed switch, and a coil negative ground signal of the switching RELAY RELAY 7; the main contact of the switching RELAY RELAY7 is connected to the coil positive of the first delay RELAY RELAY8 and one end of the main contact, the coil negative of the first delay RELAY RELAY8 is grounded, and the other end of the main contact is connected with the positive end of the RAT release RELAY; in the manual release branch, direct current is connected to the coil positive of the second delay RELAY RELAY6 and one end of the main contact, and the manual release switch is connected to the coil negative of the second delay RELAY RELAY6, and the other end of the main contact of the second delay RELAY RELAY6 is connected to the positive end of the RAT release RELAY. The invention realizes the RAT release control logic by the relay coil interlocking logic, has simple circuit, low device cost and high reliability.
Description
Technical Field
The invention belongs to the technical field of aviation power distribution, and relates to a RAT release control architecture of a vortex-propeller branch aircraft.
Background
From the 70 s of the last century to the beginning of the 80 s, concepts of all-electric airplanes and multi-electric airplanes are developed in succession abroad, and from this point, all-electric airplanes and multi-electric airplanes, especially multi-electric airplanes, gradually become development directions of electric systems of airplanes due to the advantages of high feasibility and reliability, good maintainability and the like, so that the requirements on the power distribution control technology are higher and higher.
There are currently two control methods for aircraft ram air turbine generator RAT release: one is manual release and one is automatic release. Manual release the RAT release relay coil is controlled by a manual switch. The automatic release control is realized by combining software and hardware, and different machine types are realized by a pure hardware circuit. The software fault easily causes misoperation of the contactor, and the reliability is not high. The hardware circuit design is complex, and the device cost is high.
The special emergency power supply controller EMPC is arranged in a large civil aircraft to realize automatic release control of the RAT, the automatic release control of the RAT is realized in the EMPC in a mode of combining software and hardware, when the following conditions are met and the maintenance time is 200ms, the emergency mode is automatically set to be in an activated state by the software in the EMPC, and a control signal is output to control the RAT to release the electromagnet coil: (1) The right main generator contactor RGC auxiliary contact is opened, the left main generator contactor LGC auxiliary contact is opened, and the auxiliary power supply contactor AGC auxiliary contact is opened, or the left main AC BUS bar AC BUS and the right main AC BUS bar AC BUS lose power for more than 7 seconds; (2) the aircraft is in an airborne state and the airspeed is greater than 80 knots.
The release conditions of the RAT in the air passenger civil aircraft are as follows: during flight, both the AC BUS1 and the AC BUS2 are powered off, the airspeed is greater than 100 knots, a specific control mode is shown in fig. 1, and the automatic release of the RAT can be realized only by using two contactors controlled by alternating current sources, four relays controlled by direct current sources and two switches. When the RAT is automatically released, the electromagnetic coil 1 for controlling the release of the RAT is powered by 28VDC, and when the RAT is manually released, the electromagnetic coil 2 for controlling the release of the RAT is powered by BATT 2. Automatic release of the RAT cannot be achieved if 28VDC is powered down, and manual release must be achieved by means of the battery 2.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides a RAT release control architecture of a turbine-pitch branch aircraft, which realizes the RAT release control logic by means of relay coil interlocking logic, and has the advantages of simple circuit, low device cost and high reliability.
The technical scheme of the invention is as follows:
the direct current of the on-board direct current emergency bus bar of the turbine-blade branch aircraft sequentially passes through normally closed auxiliary contacts of a first generator line contactor GLC1 and a second generator line contactor GLC2, and then is connected to a coil positive of a switching RELAY RELAY7 through an airspeed switch, and a coil negative ground signal of the switching RELAY RELAY 7; the main contact of the switching RELAY RELAY7 is connected to the coil positive of the first delay RELAY RELAY8 and one end of the main contact, the coil negative of the first delay RELAY RELAY8 is grounded, and the other end of the main contact is connected with the positive end of the RAT release RELAY;
and in the manual release branch, the direct current of the on-board direct current emergency bus bar of the vortex-propeller branch aircraft is connected to the coil positive of the second delay RELAY RELAY6 and one end of the main contact, and the manual release switch is connected to the coil negative of the second delay RELAY RELAY6, and the other end of the main contact of the second delay RELAY RELAY6 is connected to the positive end of the RAT release RELAY.
Further, the first delay relay and the second delay relay are both turned off after 3 seconds of delay.
Furthermore, a diode is also connected between the positive driving line of the RAT release relay coil and the ground, so that the error action of the RAT release relay is further prevented.
Further, the airspeed switch is an airspeed switch which is disconnected when the airspeed of the aircraft is less than 30-50 knots.
Further, the air-ground signal is on when the aircraft is in the air, and is ground when the aircraft is on the ground.
Advantageous effects
In the RAT release control architecture of the turboprop branch aircraft, only one auxiliary contact of the existing contactor is adopted, two relays are added, an airspeed switch and two diodes are adopted, and the electricity of the coil for the RAT release electromagnet is supplied by the double redundancy of the uninterrupted power supply DC ESS BUS1 and DC ESS BUS2, so that the reliability is high, the hardware circuit is built, the cost is low, the space is saved, and the weight is reduced.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
fig. 1: releasing control logic of a civil airplane RAT of the air passenger;
fig. 2: the RAT release control schematic of the present invention.
Detailed Description
The invention is described below with reference to the accompanying drawings:
the invention relates to a vortex-propeller branch aircraft RAT release logic which is as follows: when in the air, the RAT is automatically released when the main generator 1 and the main generator 2 all fail and the airspeed is greater than 30-50 knots. According to the control logic, the invention designs the relay interlocking logic shown in fig. 2, and in order to prevent the error action of the RAT release relay coil, the invention directly grounds the negative of the RAT release relay coil, and introduces the electricity of the direct current emergency bus bar to the positive of the relay coil through the interlocking logic, thereby realizing the closing of the RAT release relay. To increase the driving capability, the present invention employs relays to drive the RAT release coil action instead of directly driving with bus bar voltage.
As shown in fig. 2, the control architecture is as follows:
(1) The direct current of the on-board direct current emergency Bus bar (DC Ess Bus1 or DC Ess Bus 2) of the turboprop branch aircraft sequentially passes through normally closed auxiliary contacts of a generator line contactor 1 (GLC 1) and a generator line contactor 2 (GLC 2), and is connected to the coil positive of a switching RELAY7 through an airspeed switch which is disconnected when the airspeed of the aircraft is less than 30-50 knots, a coil negative grounding signal of RELAY7 (the signal is on when in air and is ground when in ground), a main contact of RELAY7 is connected with a coil positive of a delay RELAY RELAY8 and one end of the main contact, the coil negative of the delay RELAY RELAY8 is grounded, and the other end of the main contact is connected with a positive end of a RAT release RELAY;
the direct current of an onboard direct current emergency Bus bar (DC Ess Bus1 or DC Ess Bus 2) of the manual release branch and the turbine pitch branch aircraft is connected to the coil positive of the delay RELAY RELAY6 and one end of the main contact, the manual release switch is connected to the coil negative of the delay RELAY RELAY6, and the other end of the main contact of the delay RELAY RELAY6 is connected to the positive end of the RAT release RELAY;
(2) The delay relays are all turned off after 3 seconds of delay;
(3) And a diode is also connected between the positive driving line of the RAT release relay coil and the ground, so that the misoperation of the RAT release relay is further prevented.
Through the above architecture design, the automatic release of the RAT can be realized as long as the voltage of the DC emergency Bus bar DC Ess Bus1 or DC Ess Bus2 is more than 18VDC, the GLC1 and the GLC2 are disconnected, and the airspeed is more than 30-50 knots. In the structure, only one auxiliary contact of the existing contactor is adopted, two relays are added, an airspeed switch and two diodes are added, and the power of the coil for the RAT release electromagnet is supplied by the double redundancy of the uninterrupted power supply DC ESS BUS1 and DC ESS BUS2, so that the reliability is high, the hardware circuit is built, the cost is low, the space is saved, and the weight is reduced.
Although embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives, and variations may be made in the above embodiments by those skilled in the art without departing from the spirit and principles of the invention.
Claims (4)
1. A vortex paddle branch line aircraft RAT release control architecture characterized in that: the direct current of an on-board direct current emergency bus bar of the turboprop branch aircraft sequentially passes through normally closed auxiliary contacts of a first generator line contactor GLC1 and a second generator line contactor GLC2, and then is connected to a coil positive of a conversion RELAY RELAY7 through an airspeed switch, and a coil negative ground signal of the conversion RELAY RELAY 7; the main contact of the switching RELAY RELAY7 is connected to the coil positive of the first delay RELAY RELAY8 and one end of the main contact, the coil negative of the first delay RELAY RELAY8 is grounded, and the other end of the main contact is connected with the positive end of the RAT release RELAY;
the direct current of the on-board direct current emergency bus bar of the vortex-propeller branch aircraft is connected to the coil positive of the second delay RELAY RELAY6 and one end of the main contact, the manual release switch is connected to the coil negative of the second delay RELAY RELAY6, and the other end of the main contact of the second delay RELAY RELAY6 is connected to the positive end of the RAT release RELAY;
and a diode is also connected between the positive driving line of the RAT release relay coil and the ground, so that the misoperation of the RAT release relay is further prevented.
2. A vortex paddle branch line aircraft RAT release control architecture according to claim 1, characterized in that: the first delay relay and the second delay relay are both turned off after 3 seconds of delay.
3. A vortex paddle branch line aircraft RAT release control architecture according to claim 1, characterized in that: the airspeed switch is an airspeed switch which is disconnected when the airspeed of the aircraft is less than 30-50 knots.
4. A vortex paddle branch line aircraft RAT release control architecture according to claim 1, characterized in that: the air-ground signal is on when the aircraft is in the air, and is ground when the aircraft is on the ground.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011389119.4A CN112478184B (en) | 2020-12-01 | 2020-12-01 | Vortex oar branch line aircraft RAT release control architecture |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202011389119.4A CN112478184B (en) | 2020-12-01 | 2020-12-01 | Vortex oar branch line aircraft RAT release control architecture |
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| CN112478184A CN112478184A (en) | 2021-03-12 |
| CN112478184B true CN112478184B (en) | 2024-03-19 |
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| CN113550947A (en) * | 2021-05-14 | 2021-10-26 | 陕西飞机工业有限责任公司 | Stamping turbine control system |
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| GB201120637D0 (en) * | 2011-11-30 | 2012-01-11 | Hamilton Sundstrand Corp | Motor assisted fine pitch startup ram air turbine |
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| KR101362910B1 (en) * | 2012-11-09 | 2014-02-18 | 한국항공우주산업 주식회사 | Determining apparatus of emergency power system and method thereof |
| DE102018107931A1 (en) * | 2017-04-17 | 2018-10-18 | Mediatek Inc. | Techniques for acquiring GNSS signals at the desired time |
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| US8413924B2 (en) * | 2010-11-03 | 2013-04-09 | Hamilton Sundstrand Corporation | Motor assisted fine pitch startup Ram Air Turbine |
| US9083201B2 (en) * | 2011-09-14 | 2015-07-14 | Hamilton Sundstrand Corporation | Load shedding circuit for RAM air turbines |
| US20140032002A1 (en) * | 2012-07-30 | 2014-01-30 | The Boeing Company | Electric system stabilizing system for aircraft |
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| CN101367437A (en) * | 2002-10-22 | 2009-02-18 | 波音公司 | Electric-based secondary power system architectures for aircraft |
| JP2007015423A (en) * | 2005-07-05 | 2007-01-25 | Shin Meiwa Ind Co Ltd | Power supply system of airplane |
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| CN102520621A (en) * | 2011-11-22 | 2012-06-27 | 中国商用飞机有限责任公司 | Analog control board of aircraft power supply system |
| GB201120637D0 (en) * | 2011-11-30 | 2012-01-11 | Hamilton Sundstrand Corp | Motor assisted fine pitch startup ram air turbine |
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