CN113745058A

CN113745058A - Control method of direct-current emergency bus bar contactor in aviation power distribution system

Info

Publication number: CN113745058A
Application number: CN202111176657.XA
Authority: CN
Inventors: 赵凡; 靖言; 邵静; 杜晓磊
Original assignee: Shaanxi Aero Electric Co Ltd
Current assignee: Shaanxi Aero Electric Co Ltd
Priority date: 2021-10-09
Filing date: 2021-10-09
Publication date: 2021-12-03
Anticipated expiration: 2041-10-09
Also published as: CN113745058B

Abstract

The invention provides a control method of a direct current emergency bus bar contactor in an aviation power distribution system, wherein contactors connected with direct current emergency bus bars of left and right channels are controlled by a bus bar power controller under a normal condition, and are reliably controlled by hardware interlocking under an emergency condition, so that the contactors connected with the direct current emergency bus bars of the left and right channels are ensured to be reliably controlled, the reliability of power supply for key and important direct current loads is improved, the influence of the fault of the bus bar power controller on the whole power distribution system is reduced, and the safety and the reliability of the power distribution system are improved.

Description

Control method of direct-current emergency bus bar contactor in aviation power distribution system

Technical Field

The invention belongs to the technical field of aviation power distribution, and particularly relates to a control method of a direct current emergency bus bar contactor in an aviation power distribution system, which is used for controlling the direct current emergency bus bar contactor in a normal working mode and an emergency working mode of a left channel and a right channel in the aviation power distribution system, so that the contactor can be ensured to act correctly and reliably.

Background

Along with the continuous improvement of civil aircraft performance, the airborne electric equipment is more and more, and the reliable power supply of the airborne electric equipment plays a key or important role in safe flight of the aircraft, so that a power distribution system is required to have higher safety and reliability, and the key contactor can be reliably controlled.

The civil aviation power distribution system can realize the connection/disconnection of three voltage transformation rectifiers or two storage batteries into/from the power grid by controlling the direct current contactor, and realize the normal power supply of the direct current power grid of the left channel and the right channel or the system reconstruction under the fault. At present, in all working modes, contactors connected with a left channel direct current emergency bus bar and a right channel direct current emergency bus bar are generally controlled by a bus bar power controller, if a bus bar power controller outputs an unstable or wrong control command, the contactors cannot be effectively and accurately controlled, the wrong action of the contactors may influence the normal work of the whole direct current distribution system, the critical and important direct current loads cannot normally supply power, and the safe flight of an airplane is influenced, so that the safety and the reliability of the whole distribution system are influenced by the effective and reliable control of the direct current emergency bus bar contactors.

Disclosure of Invention

The direct current power supply in the civil aviation power supply system is generally a transformer rectifier or a storage battery, and the functions of on-board direct current power supply distribution, channel conversion, fault isolation and the like are completed by controlling each direct current contactor in the primary distribution device. At present, most of contactors connected with a direct current emergency bus bar used on an airplane are controlled by a bus bar power controller, and once the bus bar power controller fails or a program runs away, an error control command can be output, so that key direct current contactors malfunction is caused, further key or important loads cannot be reliably supplied with power, and airplane safety is affected. In view of the safety of the power distribution system and the class A design assurance level, the key direct current contactor needs to adopt non-similar control in a normal working mode and an emergency working mode to improve the reliability of the contactor control, so the invention uses a method that the normal working mode is controlled by a bus bar power controller and the emergency working mode is controlled by hard wire interlocking aiming at the direct current contactor connected with the direct current emergency bus bar, thereby not only meeting the non-similar control of the key direct current contactor, but also ensuring that the contactor control connected with the direct current emergency bus bar is not influenced by the bus bar power controller under the emergency condition, reliably controlling, avoiding the occurrence of error action, ensuring the reliable power supply of key or important loads, and further improving the safety and the reliability of the whole power distribution system.

The technical scheme of the invention is as follows:

a control method of a direct current emergency bus bar contactor in an aviation power distribution system is disclosed, wherein 5 direct current power supplies are respectively a left transformer rectifier, a right transformer rectifier, an emergency transformer rectifier, a main storage battery and an APU storage battery; the aviation power distribution system is divided into a left channel, a right channel and an emergency channel, the left channel and the right channel are symmetrical, and three-phase alternating currents output by the left alternating current variable frequency generator and the right alternating current variable frequency generator respectively provide input for the left variable voltage rectifier and the right variable voltage rectifier;

the left transformation rectifier is connected with the left direct current bus bar through a contactor K1, the left direct current bus bar is connected with the left direct current emergency bus bar through a contactor K5, the left direct current emergency bus bar is connected with the left storage battery bus bar through a contactor K9, the left storage battery bus bar is connected with the main storage battery, and the left storage battery bus bar is also connected with the left alternating current bus bar through a storage battery charger;

the right voltage transformation rectifier is connected with the right direct current bus bar through a contactor K2, the right direct current bus bar is connected with the right direct current emergency bus bar through a contactor K6, the right direct current emergency bus bar is connected with the right storage battery bus bar through a contactor K10, the right storage battery bus bar is connected with an APU storage battery, and the right storage battery bus bar is also connected with the right alternating current bus bar through a storage battery charger;

the left direct current bus bar is connected with the right direct current bus bar through a contactor K4;

three-phase alternating current output by the emergency generator and the right alternating current variable frequency generator is supplied to the emergency transformer rectifier; the emergency transformer rectifier is connected with the direct current emergency conversion bus bar through a contactor K3, the direct current emergency conversion bus bar is connected with the left direct current emergency bus bar through a contactor K7, and the direct current emergency conversion bus bar is connected with the right direct current emergency bus bar through a contactor K8; the left direct-current emergency bus bar is connected with the right direct-current emergency bus bar through a contactor K11;

when the output of the left transformer rectifier and the output of the right transformer rectifier meet the requirements, the control contactors K1, K2, K5 and K6 are closed, the control contactors K4, K7, K8, K9, K10 and K11 are opened, the left transformer rectifier and the right transformer rectifier respectively provide direct current for the aircraft power distribution network when a left channel and a right channel normally work, the direct current is supplied to a left channel direct current load and a right channel direct current load on the aircraft through a left direct current bus bar and a right direct current bus bar, a left direct current emergency bus bar and a right direct current emergency bus bar, a left alternating current three-phase power supply and a right alternating current power supply respectively supply to a main accumulator charger and an Auxiliary Power Unit (APU) accumulator charger through the left alternating current bus bar and the right alternating current bus bar, and the output of the main accumulator charger and the APU accumulator charger respectively supply power to the direct current loads on the left accumulator bus bar and the right accumulator bus bar on the aircraft;

the emergency channel is supplied with the emergency transformer rectifier by the right channel three-phase alternating current under the normal condition, when the output of the emergency transformer rectifier meets the requirement, the bus bar power controller controls the contactor K3 to be switched on, and the emergency transformer rectifier supplies power to a direct current load on the direct current emergency conversion bus bar.

When the emergency power supply is in an emergency working mode, the left and right three-phase alternating-current power supplies do not meet requirements and the emergency generator is not unfolded and before the network is switched on, the left and right variable-voltage rectifiers do not output, the bus bar power controller controls the contactors K1, K2, K3, K4, K5 and K6 to be switched off, the hard wire interlocking circuit controls the contactors K7, K8, K9, K10 and K11 to be switched on, and the main storage battery and the APU storage battery respectively supply power to the left and right direct-current emergency bus bars, the left and right storage battery bus bars and the direct-current emergency conversion bus bar.

When the emergency transformer rectifier is in an emergency working mode, after the emergency generator is connected with a network, the emergency generator provides three-phase alternating current for the emergency transformer rectifier; when the output of the emergency transformer rectifier meets the power supply requirement, the bus bar power controller controls the contactor K3 to be closed, the emergency transformer rectifier supplies power to the direct current emergency conversion bus bar, the direct current emergency conversion bus bar supplies power to the left direct current emergency bus bar and the right direct current emergency bus bar through the contactors K7 and K8 respectively, the left direct current emergency bus bar supplies power to the left storage battery bus bar through the K9, the hard wire interlocking circuit controls the contactor K10 to be disconnected, and the APU storage battery supplies power to the right storage battery bus bar.

When the left transformer rectifier and the right transformer rectifier have alternating current input, but one output of the left transformer rectifier or the right transformer rectifier does not meet the requirement, the bus bar power controller controls the contactors K1 and K5 to be disconnected or the contactors K2 and K6 to be disconnected, wherein the disconnected circuit is the circuit of which the output does not meet the requirement, and controls the contactors K3 and K4 to be connected, and the electrified direct current bus bar supplies power to the non-electrified direct current bus bar through the contactor K4; the bus bar power controller also controls the contactors K7 or K8 to be closed, and the left direct current emergency bus bar or the right direct current emergency bus bar is powered by the direct current emergency conversion bus bar through the contactors K7 or K8.

When the output of the left transformation rectifier and the output of the emergency transformation rectifier do not meet the requirements, the bus bar power controller controls the contactors K1, K3, K4, K5, K9 and K10 to be switched off, controls the contactors K2, K6, K7, K8 and K11 to be switched on, and supplies power to the right direct current bus bar, the left direct current emergency bus bar, the right direct current emergency bus bar and the direct current emergency conversion bus bar through the right transformation rectifier; when the output of the right transformation rectifier and the output of the emergency transformation rectifier do not meet the requirements, the bus bar power controller controls the contactors K2, K3, K4, K6, K9 and K10 to be switched off, controls the contactors K1, K5, K7, K8 and K11 to be switched on, and supplies power to the left direct current bus bar, the left direct current emergency bus bar, the right direct current emergency bus bar and the direct current emergency conversion bus bar through the left transformation rectifier; when the left transformer rectifier and the right transformer rectifier have faults, the bus bar power controller controls the contactors K1, K2, K4, K5, K6, K9 and K10 to be switched off, controls the contactors K3, K7, K8 and K11 to be switched on, and supplies power to the left direct current emergency bus bar, the right direct current emergency bus bar and the direct current emergency conversion bus bar through the emergency transformer rectifier.

The control circuit of the contactor K5 consists of contactors K1 and K5 and a left alternating current transformer rectifier auxiliary relay J1, and the J1 adopts an alternating current time delay relay; for the contactor K1, a K1 coil + receives a control signal b of a K1 contactor coil + output by a bus power controller, a K1 coil-is connected with the ground, a K1 conversion contact 1 outputs a control signal of a K5 contactor coil-to a K5 coil-, and a K1 normally-open contact 3 receives a ground/open signal of a J1 conversion contact 1; for contactor K5, the K5 coil + receives the control signal a of the K5 contactor coil + output by the bus power controller, and the K5 coil-receives the control signal of the K5 contactor coil-of the transfer contact 1 of K1; for the relay J1, the coil + of the J1 receives the A-phase alternating current input of the left transformation rectifier, the coil-of the J1 is grounded, the ground/open signal of the J1 conversion contact 1 is output to the normally open contact 3 of the K1, the normally open contact 3 of the J1 is grounded, the J1 conversion contact 4 receives 28V of the main storage battery bus bar in the emergency mode, and the control signal of the coil + of the J2 of the J1 normally closed contact 5 is output to the coil + of the J2;

when in a normal working mode, the left transformer rectifier has normal A alternating current input, alternating current input is applied to a coil + of J1, J1 is switched on, a normally open contact 1-3 of J1 is closed, when the output of the left transformer rectifier meets the power supply requirement, a control signal b output by a bus bar power controller K1 controls K1 to be switched on, a normally open contact 1-3 of K1 is closed, at the moment, a coil negative of K5 is grounded through the normally open contact 1-3 of K1 and the normally open contact 1-3 of J1, a control signal a output by the bus bar power controller K5 coil + applies a 28V signal to a coil + of K5 to control K5 to be switched on, a left direct current emergency bus bar is powered by a left direct current bus bar, and power is supplied to a direct current key or important load; when the left transformer rectifier has no alternating current input or the output of the left transformer rectifier is abnormal, the K5 coil cannot be grounded through the normally closed contact 1-2 of the K1 or the normally closed contact 1-2 of the J1, and the K5 is disconnected.

The control circuit of the contactor K7 consists of contactors K1, K5 and K7, a left alternating current transformer rectifier auxiliary relay J1, a left direct current emergency auxiliary relay J2 and a diode D1; for the contactor K1, the coil + of the K1 receives a control signal b of the coil + of the K1 contactor output by a bus power controller, the coil-of the K1 is grounded, the change-over contact 1 of the K1 outputs a control signal of the coil-of the K5 contactor to the coil of the K5, the normally open contact 3 of the K1 receives a ground/open signal of the change-over contact 1 of the J1, the change-over contact 4 of the K1 outputs a 28V/open signal to the normally closed contact 2 of the K5, and the normally closed contact 5 of the K1 receives a 28V/open signal of the normally open contact 9 of the J1; for contactor K5, coil + of K5 receives control signal a of K5 contactor coil + output by the bus power controller, coil-of K5 receives control signal of K5 contactor coil-of K1 transfer contact 1, transfer contact 1 of K5 outputs 28V/open to the positive terminal of D1, and normally closed contact 2 of K5 receives 28V/open signal of transfer contact 4 of K1; for contactor K7, coil + of K7 receives the 28V/on control signal from K7 contactor coil + of transfer contact 1 of J2, coil-of K7 is grounded; for the relay J1, the coil + of J1 receives the A AC input of the left-side transformer rectifier, the coil-of J1 is grounded, the switching contact 1 of J1 outputs the ground/open signal to the normally open contact 3 of K1, the normally open contact 3 of J1 is grounded, the switching contact 4 of J1 receives the 28V signal from the main battery busbar in the emergency mode, the 28V output by the normally closed contact 5 of J1 is/is open to the coil + of J2, the switching contact 7 of J1 receives the 28V signal from the DC emergency switching busbar, and the normally open contact 9 of J1 outputs the 28V/is open to the normally closed contact 5 of K1; for relay J2, coil + of J2 receives 28V/on control signal of normally closed contact 5 of J1, coil-of J2 is grounded, transfer contact 1 of J2 outputs control signal of K7 contactor coil + to coil + of K7, normally closed contact 2 of J2 receives 28V/on signal of control signal c of K7 contactor coil + and 28V/on signal of negative terminal of D1 output by bus power controller, and normally open contact 3 of J2 receives 28V signal of main battery; for diode D1, the positive terminal of D1 receives the 28V/on signal for transfer contact 1 of K5, and the negative terminal of D1 outputs the 28V/on signal to normally closed contact 2 of J2;

when in a normal working mode, the left transformer rectifier has normal alternating current input, J1 is connected, the normally closed contact 4-5 of J1 is disconnected, J2 is disconnected, and the control signal c of the coil + of the K7 contactor, which is output by the bus bar power controller, is applied to the coil + of K7 through the normally closed contact 1-2 of J2, and K7 connects or disconnects power supply between the left direct current emergency bus bar and the direct current emergency conversion bus bar; when the left transformer rectifier has alternating current input, J1 is connected, J2 is disconnected, and when the output of the left transformer rectifier does not meet the requirement, K1, K5 and K9 are disconnected, the direct current emergency conversion bus bar supplies 28V to a coil + of K7 through a normally open contact 7-9 of J1, a normally closed contact 4-5 of K1, a normally closed contact 1-2 of K5, a normally closed contact 1-2 of J2, a normally closed contact 1-2 of D1 and a normally closed contact 1-2 of J2, the K7 is connected, and the direct current emergency conversion bus bar supplies power to the left direct current emergency bus bar; in emergency mode and with no ac input to the left transformer rectifier, J1 is off, 28V voltage from the main battery bus is applied to the coil + of J2 through the normally closed contacts 4-5 of J1, J2 is on, the main battery is powered by the normally open contacts 1-3 to the coil + of K7, K7 is on, and the left dc emergency bus is powered by the dc emergency switching bus to the load through K7.

The control circuit of the contactor K9 consists of a K9, a main storage battery auxiliary relay J3, a cockpit main storage battery switch S1 and a left direct-current emergency auxiliary relay J2; for contactor K9, the K9 coil + receives main battery power, the K9 coil-receives the ground/on control signal of the K9 contactor coil output by the J3 auxiliary contact 1; for the relay J2, a coil + of J2 receives a 28V/on control signal of a normally closed contact 5 of J1, a coil-of J2 is grounded, a coil-of J2 conversion contact 4 outputs a ground/on control signal of a coil-of K9 to an auxiliary contact 2 of J3, a normally closed auxiliary contact 5 of J2 receives a control signal d of a coil-of K9 contactor output by a bus power controller, and a normally open contact 6 of J2 is grounded; for relay J3, coil + of J3 receives main battery supply, coil-of J3 receives ground/on signal of cockpit switch 1, contact 1 of J3 outputs control signal of K9 coil-to coil of K9, auxiliary contact 2 of J3 receives ground/on signal from transfer contact 4 of J2; for the switch S1, the 1 terminal of S1 outputs the ground/on signal of the cockpit switch to the coil-of J3, and the 2 terminal of S1 is grounded;

when in a normal working mode, the main storage battery is available, the cockpit main storage battery switch S1 is closed, the J3 is connected, the contact 1-2 of the J3 is closed, the transformer rectifier has a normal alternating current input, the J1 is connected, the normally closed contact 5 of the J1 is an open signal, the J2 is disconnected, the coil of the K9 is provided by the main storage battery, the control signal d of the K9 contactor coil-output by the bus bar power controller is applied to the coil of the K9 through the normally closed contact 4-5 of the J2 and the auxiliary contact 1-2 of the J3, the K9 is connected or disconnected, and the power supply between the main storage battery and the left direct current emergency bus bar is connected or disconnected; when in the emergency mode, the main storage battery is available, the cockpit main storage battery switch S1 is closed, the J3 is connected, the transformer rectifier has no alternating current input, the J1 is disconnected, the normally closed contact 5 of the J1 applies 28V to the coil + of the J2, the J2 is connected, the coil + of the K9 is provided by the main storage battery, the coil-of the K9 is grounded through the normally open contact 4-6 of the J2 and the auxiliary contact 1-2 of the J3, the K9 is connected, and the storage battery supplies power to the left direct current emergency bus bar; furthermore, K9 can be manually turned off via the cockpit main battery switch S1, not allowing the main battery to supply power to the left dc emergency bus.

The control circuit of the contactor K10 consists of K3, K10, an APU battery enable relay J4, an APU auxiliary relay J5, a right alternating current transformer rectifier auxiliary relay J6, a right direct current emergency auxiliary relay J7 and an APU battery switch S2; for the contactor K3, a K3 coil + receives a control signal f of a K3 contactor coil + output by a bus bar power controller, a K3 coil-is grounded, a K3 conversion contact 1 receives a storage battery bus bar voltage 28V signal under the condition that the RAT is put into network for power generation in an emergency mode, and a normally open contact 3 of K3 outputs a 28V/on control signal to a J4 coil "+"; for contactor K10, the K10 coil + receives APU battery power, and the K10 coil-receives the ground/on control signal of the K10 contactor coil output by the J5 auxiliary contact 1; for the relay J4, a coil + of the J4 receives a 28V/on control signal of a normally open contact 3 of K3, a coil-of the J4 is grounded, a switching contact 1 of the J4 receives power supply of an APU battery, and a normally closed auxiliary contact 2 of the J4 outputs a 28V/on control signal to a coil "+" of the J5; for relay J5, coil + of J5 receives 28V/on of normally closed contact 2 of J4, coil-of J5 receives ground/on signal of terminal 1 of cockpit switch S2, contact 1 of J5 outputs control signal of K10 coil-to coil of K10, auxiliary contact 2 of J5 receives ground/on signal of transfer contact 4 from J7; for the relay J6, the coil "+" of the J6 receives the A alternating current input of the right transformation rectifier, the coil "-" of the J6 is connected with the ground, the conversion contact 4 of the J6 receives the voltage 28V of the battery bus bar which is not connected with the RAT in the emergency mode, and the normally closed contact 5 of the J6 outputs a 28V/open signal to the coil "+" of the J7; for the relay J7, a coil + of J7 receives a 28V/on control signal of a normally closed contact 5 of J6, a coil-of J7 is grounded, a coil-of J7 conversion contact 4 outputs a ground/on control signal of a coil-of K10 to an auxiliary contact 2 of J5, a normally closed auxiliary contact 5 of J7 receives a control signal e of a coil-of K10 contactor output by a bus power controller, and a normally open contact 6 of J7 is grounded; the 1 end of the switches S2 and S2 outputs the ground/on signal of the cockpit switch to the coil-of J5, and the 2 end of S2 is grounded;

when in a normal working mode, an APU battery is available, an APU battery switch S2 of a cockpit is closed, a J5 is connected, contacts 1-2 of J5 are closed, a normal alternating current input is provided for a phase A of a right transformer rectifier, J6 is connected, a normally closed contact 5 of J6 is an open signal, J7 is disconnected, a coil of K10 is provided by the APU battery, a bus bar power controller outputs a control signal e of a coil-of a K10 contactor according to a power supply control logic table, the control signal e is applied to the coil-of K10 through a normally closed contact 4-5 of J7 and an auxiliary contact 1-2 of J5, the K10 is connected or disconnected, and power supply between the APU battery and a right direct current emergency bus bar is connected or disconnected; when in an emergency mode, before the RAT is not switched on, a control signal f of a K3 contactor coil + output by the bus bar power controller controls K3 to be switched off, an APU storage battery is available, a cockpit APU storage battery switch S2 is closed, J5 is switched on, no alternating current input exists in the phase A of the right voltage transformation rectifier, J6 is switched off, a normally closed contact 5 of J6 applies 28V to a coil + of J7, J7 is switched on, the coil + of K10 is provided by the APU storage battery, a coil-of K10 is grounded through auxiliary contacts 1-2 of J7 normally open contacts 4-6 and J5, the K10 is switched on, and the APU supplies power to a right direct current emergency bus bar; when the RAT is subjected to network power generation and a control signal f of a K3 contactor coil + output by a bus power controller controls a K3 to be switched on, a storage battery bus voltage 28V under the condition of emergency mode RAT power generation is applied to a coil "+" of J4 through a normally open contact 1-3 of K3, the J4 is switched on, a normally closed contact 1-2 of J4 is disconnected with an APU storage battery, a coil + of J5 loses 28V, so that J5 is disconnected, a coil-of K10 cannot be grounded through a contact 1-2 of J5, so that K10 is disconnected, in this case, a hard wire interlock control K8 is switched on, a direct current emergency conversion bus supplies power to a right direct current bus through the K8, and the storage battery only supplies power to the right storage battery bus; k10 can be manually turned off via cockpit APU battery switch S2, not allowing the APU battery to supply power to the right DC emergency bus.

The control circuit of the contactor K11 consists of a K11 and a right direct-current emergency auxiliary relay J7; for contactor K11, coil + of K11 receives 28V/on control signal of K11 coil + of transfer contact 7 of J7, coil-of K11 is grounded; for the relay J7, the coil + of J7 receives a 28V/opening signal of the normally closed contact 5 of J6, the coil-of J7 is grounded, the switching contact 7 of J7 outputs a control signal of a K11 coil + to the coil + of K11, the normally closed contact 8 of J7 receives a control signal g of the K11 contactor coil + output by a bus power controller, and the normally open contact 9 of J7 receives power supply of an APU storage battery;

when in a normal working mode, the right transformer rectifier has normal alternating current input, J6 is connected, the normally closed contact 5 of J6 is an open signal and is applied to a coil + of J7, then J7 is disconnected, a control signal g of a coil + of a K11 contactor output by the bus bar power controller is applied to a coil + of K11 through the normally closed contacts 7-8 of J7, K11 is controlled to be connected or disconnected, and power supply between the left direct current emergency bus bar and the right direct current emergency bus bar is connected or disconnected; when the left transformation rectifier has normal alternating current input, and the right transformation rectifier and the emergency transformation rectifier have no alternating current input, J6 is disconnected, the mode is not an emergency mode, the normally closed contact 5 of J6 does not output 28V to a coil "+" of J7, so that J7 is disconnected, a control signal g of a K11 contactor coil + output by a bus bar power controller is 28V, the control signal g is applied to a coil + of K11 through the normally closed contacts 7-8 of J7, K11 is switched on, and the left direct current emergency bus bar supplies power to the right direct current emergency bus bar; when the emergency mode is adopted, the phase A of the right transformer rectifier has no alternating current input, J6 is disconnected, the normally closed contact 5 of J6 applies 28V to the positive coil of J7, J7 is connected, the APU storage battery applies the positive coil of K11 through the normally open contacts 7-9 of J7, K11 is connected, the hard wire interlock also controls K7 and K8 to be connected, and the three direct current emergency busbars are connected in pairs through contactors K7, K8 and K11; before the RAT is not unfolded, the main storage battery supplies power to the three direct current emergency bus bars, after the RAT is unfolded and the output of the emergency transformer rectifier meets the requirement, the bus bar power controller controls the K3 to be switched on, and the emergency transformer rectifier supplies power to the three direct current emergency bus bars.

Advantageous effects

After the invention is adopted, the contactors connected with the left and right channel direct current emergency busbars are controlled by the busbar power controller under the normal condition, and are reliably controlled by hardware interlocking under the emergency condition without being influenced by the faults of the busbar power controller, so that the reliable control of the contactors connected with the left and right channel direct current emergency busbars is ensured, the reliability of supplying power to key and important direct current loads is improved, the influence of the faults of the busbar power controller on the whole power distribution system is reduced, and the safety and the reliability of the power distribution system are improved.

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 above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1: 5 power supply system architectures of direct current power supplies;

FIG. 2: a control circuit diagram of the contactor K5;

FIG. 3: a control circuit diagram of the contactor K7;

FIG. 4: a control circuit diagram of the contactor K9;

FIG. 5: a control circuit diagram of the contactor K10;

FIG. 6: control circuit diagram of contactor K11.

Detailed Description

The following detailed description of embodiments of the invention is intended to be illustrative, and not to be construed as limiting the invention.

The present invention is based on a common power supply system configuration with 5 dc power supplies, as shown in fig. 1.

The DC power supply system has 5 DC power supplies in total, namely 3 transformer rectifiers and 2 storage batteries. The power distribution system is divided into a left channel, a right channel and an emergency channel, the left channel and the right channel are symmetrical, 115V three-phase alternating current output by the left alternating current variable frequency generator and the right alternating current variable frequency generator respectively provides input for the left variable voltage rectifier and the right variable voltage rectifier, when the output of the left and right voltage transformation rectifiers meets the requirement, the bus bar power controller controls the contactors K1, K2, K5 and K6 to be closed, controls the contactors K4, K7, K8, K9, K10 and K11 to be opened, the left and right voltage transformation rectifiers respectively provide direct current for the airplane distribution network when a left channel and a right channel normally work, and the left and right three-phase alternating current power supplies respectively supply power to the main/APU storage battery charger through the alternating current bus bar, and the output of the main/APU storage battery charger respectively supplies power to the direct current loads on the storage battery bus bars of the left and right channels on the machine.

Under the normal condition, the right channel 115V three-phase alternating current supplies the emergency transformer rectifier, when the output of the emergency transformer rectifier meets the requirement, the bus bar power controller controls the K3 to be switched on, and the emergency transformer rectifier supplies power to a direct current load on the direct current emergency conversion bus bar.

When the emergency power supply is in an emergency working mode, the left 115V three-phase alternating current and the right 115V three-phase alternating current do not meet requirements and before the emergency generator is not unfolded and connected, the left transformer rectifier and the right transformer rectifier have no output, the bus bar power controller controls the contactors K1, K2, K3, K4, K5 and K6 to be disconnected, the hard wire interlocking circuit controls the contactors K7, K8, K9, K10 and K11 to be connected, and the main/APU storage battery respectively supplies power to the left direct current emergency bus bar, the right storage battery bus bar and the direct current emergency conversion bus bar.

After the emergency generator is connected with a network, the emergency generator provides three-phase alternating current for the emergency transformer rectifier, and the output of the emergency transformer rectifier meets the power supply requirement, the bus bar power controller control contactor K3 is closed, the emergency transformer rectifier supplies power for the direct current emergency conversion bus bar, the direct current emergency conversion bus bar supplies power for the left direct current emergency bus bar and the right direct current emergency bus bar through K7 and K8 respectively, the left direct current emergency bus bar supplies power for the left storage battery bus bar through K9, the hard wire interlocking circuit control contactor K10 is disconnected, and the storage battery of the APU supplies power for the right storage battery bus bar.

When the left and right variable-voltage rectifiers have alternating current input, but one output of the left or right variable-voltage rectifiers does not meet the requirement, the bus bar power controller controls K1 and K5 to be switched off or K2 and K6 to be switched off (the switched-off path is the path of which the output does not meet the requirement), and controls K3 and K4 to be switched on, and the electrified direct-current bus bar supplies power to the non-electrified direct-current bus bar through K4. The bus bar power controller controls K7 or K8 to be closed, and the direct current emergency conversion bus bar supplies power to the left direct current emergency bus bar or the right direct current emergency bus bar through K7 or K8 respectively.

When the output of the left transformation rectifier and the output of the emergency transformation rectifier do not meet the requirements, the bus bar power controller controls the K1, the K3, the K4, the K5, the K9 and the K10 to be switched off, controls the K2, the K6, the K7, the K8 and the K11 to be switched on, and supplies power to the right direct current bus bar and three direct current emergency bus bars (the left direct current emergency bus bar, the right direct current emergency bus bar and the direct current emergency conversion bus bar) through the right transformation rectifier. When the output of the right transformation rectifier and the output of the emergency transformation rectifier do not meet the requirements, the bus power controller controls the K2, the K3, the K4, the K6, the K9 and the K10 to be switched off, controls the K1, the K5, the K7, the K8 and the K11 to be switched on, and supplies power to the left direct current bus and the three direct current emergency buses through the left transformation rectifier. When the left transformer rectifier and the right transformer rectifier have faults, the bus bar power controller controls the K1, the K2, the K4, the K5, the K6, the K9 and the K10 to be switched off, controls the K3, the K7, the K8 and the K11 to be switched on, and supplies power to the three direct current emergency bus bars through the emergency transformer rectifier.

The direct-current power supply systems of the left channel and the right channel are symmetrical, and the power supply priority of the direct-current emergency bus bar is sequentially the transformer rectifier of the channel, the transformer rectifier of the emergency channel, the transformer rectifier of the opposite-side channel, the storage battery of the side and the storage battery of the opposite side from high to low. The control methods of the contactors in the normal operation mode and the emergency operation mode are described by taking the contactors K5, K7 and K9 connected with the left direct current emergency bus bar of the left channel as an example. K10 and K11 are examples to illustrate the control method of the right channel contactor in the normal operation mode and the emergency operation mode.

The control circuit of the contactor K5 is shown in FIG. 2, the control circuit of the K5 is composed of contactors K1 and K5 and a left AC transformer rectifier auxiliary relay J1, for K1, a K1 coil + receives a control signal b of a K1 contactor coil + output by a bus power controller, a K1 coil-is connected with the ground, a K1 switching contact 1 outputs a control signal of the K5 contactor coil-to a K5 coil-, and a K1 normally open contact 3 receives a ground/open signal of a J1 switching contact 1. For K5, the K5 coil + receives the control signal a of the K5 contactor coil + output by the bus power controller, and the K5 coil-receives the control signal of the K5 contactor coil-of the transfer contact 1 of K1. For J1, J1 coil + receives the a ac input of the left transformer rectifier, J1 coil-ground, the ground/open signal of J1 switching contact 1 is output to the normally open contact 3 of K1, J1 normally open contact 3 is grounded, J1 switching contact 4 receives 28V from the main battery busbar in emergency mode, and the control signal of J2 coil + of J1 normally closed contact 5 is output to J2 coil +. When in a normal working mode, the left transformer rectifier has normal A alternating current input, the alternating current input is applied to a coil + of J1, J1 is switched on, normally open contacts 1-3 of J1 are closed, when the output of the left transformer rectifier meets the power supply requirement, a control signal b output by a bus bar power controller K1 controls K1 to be switched on, normally open contacts 1-3 of K1 are closed, at the moment, a coil negative of K5 is grounded through normally open contacts 1-3 of K1 and normally open contacts 1-3 of J1, a control signal a output by the bus bar power controller K5 coil + applies 28V to a coil + of K5 to control K5 to be switched on, a left direct current emergency bus bar is powered by a left direct current bus bar, and a direct current key or important load is powered. When the left transformer rectifier has no alternating current input (namely J1 coil + has no alternating current input of the left transformer rectifier, J1 is opened, and J1 normally-closed contact 1-2 is closed) or the left transformer rectifier outputs abnormal (the control signal b of K1 contactor coil + output by the bus bar power controller controls K1 to be opened and the normally-closed contact 1-2 is closed), the K5 coil-can not be grounded through the normally-closed contact 1-2 of K1 or the normally-closed contact 1-2 of J1, and at the moment, K5 is opened no matter whether the control signal a of the K5 contactor coil + is 28V or an opening signal.

Furthermore, the power supply conversion of the alternating current input of the left transformer rectifier can cause the power supply interruption of the alternating current input of the left transformer rectifier to be no more than 60ms, in order to ensure the uninterrupted power supply of the direct current bus bar, an alternating current delay relay is selected as J1, and the release delay time is (125 +/-25) ms. During the power supply interruption period generated by the alternating current input power supply conversion of the left voltage transformation rectifier, the alternating current input A of the left voltage transformation rectifier is cut off, so that J1 enters release delay, at the moment, J1 is still connected, the left voltage transformation rectifier is in output undervoltage 4500ms delay, K1 is still connected, therefore, the negative coil of the K5 is still grounded through the normally-open contacts 1-3 of K1 and the normally-open contacts 1-3 of J1, a control signal a of the K5 coil + output by the bus bar power controller applies 28V to the K5 coil +, the K5 is still connected, and the left direct current emergency bus bar supplies power to the left direct current bus bar through K5.

The control circuit of the contactor K7 is shown in fig. 3, the control circuit of the K7 is composed of K1, K5, K7, J1, a left direct-current emergency auxiliary relay J2 and a diode D1, for the K1, a coil + of the K1 receives a control signal b of a coil + of the K1 contactor output by a bus power controller, a coil-of the K1 is grounded, a switching contact 1 of the K1 outputs a control signal of a coil-of the K5 contactor to a coil of the K5, a normally open contact 3 of the K1 receives a ground/open signal of a switching contact 1 of the J1, a switching contact 4 of the K1 outputs a 28V/open signal to a normally closed contact 2 of the K5, and a normally closed contact 5 of the K1 receives a 28V/open signal of a normally open contact 9 of the J1. For K5, coil + of K5 receives control signal a of K5 contactor coil + output by the bus power controller, coil-of K5 receives control signal of K5 contactor coil-of K1 transfer contact 1, transfer contact 1 of K5 outputs 28V/on to the positive terminal of D1, and normally closed contact 2 of K5 receives 28V/on signal of transfer contact 4 of K1. For K7, coil + of K7 receives the 28V/on control signal from the K7 contactor coil + of transfer contact 1 of J2, and coil-of K7 is grounded. For J1, coil + of J1 receives the A AC input of the left-side transformer rectifier, coil-ground of J1, a switching contact 1 of J1 outputs a ground/open signal to a normally open contact 3 of K1, a normally open contact 3 of J1 is grounded, a switching contact 4 of J1 receives a 28V signal from the main battery busbar in the emergency mode, 28V output by a normally closed contact 5 of J1 is/open to a coil + of J2, a switching contact 7 of J1 receives a 28V signal from the DC emergency switching busbar, and a normally open contact 9 of J1 outputs 28V/open to a normally closed contact 5 of K1. For J2, coil + of J2 receives the 28V/on control signal of the normally closed contact 5 of J1, coil-ground of J2, transfer contact 1 of J2 outputs the control signal of K7 contactor coil + to coil + of K7, normally closed contact 2 of J2 receives the 28V/on signal of the control signal c of K7 contactor coil + and the 28V/on signal of the negative terminal of D1, which are output by the bus power controller, and normally open contact 3 of J2 receives the 28V signal of the main battery. For D1, the positive terminal of D1 receives the 28V/on signal for transfer contact 1 of K5, and the negative terminal of D1 outputs the 28V/on signal to normally closed contact 2 of J2. When in a normal working mode, the left transformer rectifier has normal alternating current input, J1 is connected, the normally closed contact 4-5 of J1 is disconnected, J2 is disconnected, and the control signal c of the coil + of the K7 contactor, which is output by the bus bar power controller, is applied to the coil + of K7 through the normally closed contact 1-2 of J2, and K7 connects or disconnects power supply between the left direct current emergency bus bar and the direct current emergency conversion bus bar; when the left transformer rectifier has alternating current input, J1 is connected, J2 is disconnected, when the output of the left transformer rectifier does not meet the requirement, K1, K5 and K9 are disconnected, the direct current emergency conversion bus bar supplies 28V to a coil + of K7 through a normally open contact 7-9 of J1, a normally closed contact 4-5 of K1, a normally closed contact 1-2 of K5, a normally closed contact 1-2 of J2, a normally closed contact 1-2 of D1 and a normally closed contact 1-2 of J2, the K7 is connected, and the direct current emergency conversion bus bar supplies power to the left direct current emergency bus bar. In emergency mode and with no ac input to the left transformer rectifier, J1 is off, 28V voltage from the main battery bus is applied to the coil + of J2 through the normally closed contacts 4-5 of J1, J2 is on, the main battery is powered by the normally open contacts 1-3 to the coil + of K7, K7 is on, and the left dc emergency bus is powered by the dc emergency switching bus to critical and critical dc loads through K7.

After the K7 outputs 28V to be switched on by a control signal c of a K7 contactor coil + output by the bus power controller, the control of K7 is switched to be kept on by a branch of a normally open contact 7-9 of J1, a normally closed contact 4-5 of K1, a normally closed contact 1-2 of K5, a branch of a D1 and a normally closed contact 1-2 of J2, and when a control signal of K7 contactor coil "+" output by the bus power controller is an on signal, K7 is disconnected through a hard wire when any one of conditions of J1 disconnection, K1 and K6 connection or K5 connection is met.

The control circuit of the contactor K9 is shown in fig. 4, the control circuit of the contactor K9 is composed of a main battery auxiliary relay J3, a cockpit main battery switch S1 and a left direct current emergency auxiliary relay J2, for a main battery, a coil + of the contactor K9 receives power supply of the main battery, and a coil-of the contactor K9 receives a ground/open control signal of a coil-of the contactor K9 output by an auxiliary contact 1 of the contactor J3; for J2, the coil + of J2 receives the 28V/on control signal of the normally closed contact 5 of J1, the coil-to-ground of J2, the coil-to-ground/on control signal of K9 output by the conversion contact 4 of J2 to the auxiliary contact 2 of J3, the normally closed auxiliary contact 5 of J2 receives the control signal d of the coil-of K9 contactor output by the bus power controller, and the normally open contact 6 of J2 is grounded. Coil + of J3 receives main battery supply, coil-of J3 receives ground/on signal of cockpit switch 1, contact 1 of J3 outputs control signal of K9 coil-to coil of K9, and auxiliary contact 2 of J3 receives ground/on signal of transfer contact 4 from J2. For terminal 1 of S1, S1 outputs the ground/on signal of the cockpit switch to coil-of J3, and terminal 2 of S1 is grounded. When in a normal working mode, the main storage battery is available, the cockpit main storage battery switch S1 is closed, the J3 is connected, the contact 1-2 of the J3 is closed, the transformer rectifier has a normal alternating current input, the J1 is connected, the normally closed contact 5 of the J1 is an open signal, the J2 is disconnected, the coil of the K9 is provided by the main storage battery, the control signal d of the K9 contactor coil-output by the bus bar power controller is applied to the coil of the K9 through the normally closed contact 4-5 of the J2 and the auxiliary contact 1-2 of the J3, the K9 is connected or disconnected, and the power supply between the main storage battery and the left direct current emergency bus bar is connected or disconnected; when in the emergency mode, the main storage battery is available, the cockpit main storage battery switch S1 is closed, the J3 is connected, the transformer rectifier has no alternating current input, the J1 is disconnected, the normally closed contact 5 of the J1 applies 28V to the coil + of the J2, the J2 is connected, the coil + of the K9 is provided by the main storage battery, the coil-of the K9 is grounded through the normally open contact 4-6 of the J2 and the auxiliary contact 1-2 of the J3, the K9 is connected, and the left direct current emergency bus bar is powered by the storage battery. In addition, K9 may also be manually turned off via cockpit main battery switch S1, not allowing the main battery to power the left dc emergency bus.

The control of the K2, K6 and K8 contactors for the right channel is the same as the control of K1, K5 and K7 for the left channel, while the control of K10 is different from the control of K9.

The control circuit of the contactor K10 is shown in fig. 5, and the control circuit of the contactor K10 is composed of K3, K10, an APU battery enable relay J4, an APU auxiliary relay J5 (corresponding to J3), a right ac transformer rectifier auxiliary relay J6 (corresponding to J1), a right dc emergency auxiliary relay J7 (corresponding to J2), and a cockpit APU battery switch S2. For K3, a K3 coil + receives a control signal f of a K3 contactor coil + output by a bus power controller, a K3 coil-is grounded, a K3 conversion contact 1 receives a storage battery bus voltage 28V under the condition that the RAT is switched on for power generation in an emergency mode, and a normally open contact 3 of K3 outputs a 28V/on control signal to a J4 coil "+"; for K10, the K10 coil + receives APU battery power, the K10 coil-receives the ground/on control signal of the K10 contactor coil output by the J5 auxiliary contact 1; for J4, coil + of J4 receives a 28V/on control signal of a K3 normally-open contact 3, coil-of J4 is grounded, a J4 conversion contact 1 receives power supply of an APU battery, and a normally-closed auxiliary contact 2 of J4 outputs a 28V/on control signal to a coil "+" of J5; for J5, coil + of J5 receives 28V/on of normally closed contact 2 of J4, coil-of J5 receives ground/on signal of terminal 1 of cockpit switch S2, contact 1 of J5 outputs control signal of K10 coil-to coil of K10, auxiliary contact 2 of J5 receives ground/on signal of transfer contact 4 from J7; for J6, coil "+" of J6 receives the A AC input of the right transformer rectifier, coil "-" of J6 is connected with the ground, the conversion contact 4 of J6 receives the voltage 28V of the battery bus bar which is not connected with the RAT in the emergency mode, and the normally closed contact 5 of J6 outputs a 28V/open signal to coil "+" of J7; for J7, J7 coil + receives the 28V/on control signal of J6 normally closed contact 5, J7 coil-ground, J7 transfer contact 4 outputs the K10 coil-ground/on control signal to auxiliary contact 2 of J5, J7 normally closed auxiliary contact 5 receives the K10 contactor coil-control signal e output by the bus power controller, and J7 normally open contact 6 is grounded. For terminal 1 of S2, S2 outputs the ground/on signal of the cockpit switch to coil-of J5, and terminal 2 of S2 is grounded. When in a normal working mode, an APU battery is available, an APU battery switch S2 of a cockpit is closed, a J5 is connected, contacts 1-2 of J5 are closed, a normal alternating current input is provided for a phase A of a right transformer rectifier, J6 is connected, a normally closed contact 5 of J6 is an open signal, J7 is disconnected, a coil of K10 is provided by the APU battery, a bus bar power controller outputs a control signal e of a coil-of a K10 contactor according to a power supply control logic table, the control signal e is applied to the coil-of K10 through a normally closed contact 4-5 of J7 and an auxiliary contact 1-2 of J5, the K10 is connected or disconnected, and power supply between the APU battery and a right direct current emergency bus bar is connected or disconnected; when in the emergency mode, before the RAT is not switched on, the control signal f of a K3 contactor coil + output by the bus bar power controller controls the K3 to be switched off, an APU storage battery is available, a cockpit APU storage battery switch S2 is closed, J5 is switched on, no alternating current input exists in the A phase of the right voltage transformation rectifier, J6 is switched off, a normally closed contact 5 of J6 applies 28V to a coil + of J7, J7 is switched on, the coil + of K10 is provided by the APU storage battery, a coil-of K10 is grounded through auxiliary contacts 1-2 of J7 normally open contacts 4-6 and J5, the K10 is switched on, and the APU supplies power to the right direct current emergency bus bar. When the RAT is subjected to network power generation and the control signal f of a K3 contactor coil + output by the bus power controller controls the K3 to be switched on, the battery bus voltage 28V under the condition of the emergency mode RAT is subjected to network power generation and is applied to a coil "+" of J4 through a normally open contact 1-3 of K3, the J4 is switched on, a normally closed contact 1-2 of J4 is disconnected with an APU battery, the coil "+" of J5 loses 28V, so that J5 is disconnected, a coil "-" of K10 cannot be grounded through a contact 1-2 of J5, so that K10 is disconnected, in this case, a hard wire interlock control K8 is switched on, the direct current emergency conversion bus supplies power to the right direct current bus through K8, and the battery only supplies power to the right battery bus. K10 can also be manually disconnected by cockpit APU battery switch S2, not allowing the APU battery to supply power to the right DC emergency bus.

The contactor K11 is located on the right channel, the control circuit of K11 is shown in FIG. 6, the control circuit of K11 is composed of K11 and J7, the coil + of K11 and K11 receives the 28V/on control signal of the K11 coil + of the switching contact 7 of J7, and the coil-of K11 is grounded. Coil + of J7 receives 28V/open signal of normally closed contact 5 of J6, coil-of J7 is grounded, switching contact 7 of J7 outputs control signal of K11 coil + to coil + of K11, normally closed contact 8 of J7 receives control signal g of K11 contactor coil + output by bus power controller, and normally open contact 9 of J7 receives power supply of APU accumulator. When in the normal working mode, the right transformer rectifier has normal alternating current input, J6 is connected, the normally closed contact 5 of J6 is an open signal, the open signal is applied to the coil + of J7, then J7 is disconnected, the control signal g of K11 contactor coil + output by the bus bar power controller is applied to the coil + of K11 through the normally closed contacts 7-8 of J7, the K11 is controlled to be switched on/off, and the power supply between the left direct current emergency bus bar and the right direct current emergency bus bar is switched on or off. When the left transformation rectifier has normal alternating current input, and the right transformation rectifier and the emergency transformation rectifier have no alternating current input, J6 is disconnected, because the mode is not the emergency mode, the normally closed contact 5 of J6 does not output 28V to the coil "+" of J7, so the J7 is disconnected at the moment, the control signal g of the K11 contactor coil + output by the bus bar power controller is 28V, the control signal g is applied to the coil + of K11 through the normally closed contacts 7-8 of J7, the K11 is switched on, and the left direct current emergency bus bar supplies power to the right direct current emergency bus bar. When the emergency mode is adopted, the phase A of the right transformer rectifier has no alternating current input, J6 is switched off, the normally closed contact 5 of J6 applies 28V to the positive coil of J7, J7 is switched on, the APU storage battery applies to the coil + of K11 through the normally open contacts 7-9 of J7, and K11 is switched on, the hard wire interlock also controls K7 and K8 to be switched on, the three direct current emergency buses are connected in pairs through contactors K7, K8 and K11, before the RAT is not unfolded, the main storage battery supplies power to the three direct current emergency buses, after the RAT is unfolded, the output of the emergency transformer rectifier meets the requirements, the bus power controller controls K3 to be switched on, and the emergency transformer rectifier supplies power to the three direct current emergency buses.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made in the above embodiments by those of ordinary skill in the art without departing from the principle and spirit of the present invention.

Claims

1. A control method of a direct current emergency bus bar contactor in an aviation power distribution system is disclosed, wherein 5 direct current power supplies are respectively a left transformer rectifier, a right transformer rectifier, an emergency transformer rectifier, a main storage battery and an APU storage battery; the aviation power distribution system is divided into a left channel, a right channel and an emergency channel, the left channel and the right channel are symmetrical, and three-phase alternating currents output by the left alternating current variable frequency generator and the right alternating current variable frequency generator respectively provide input for the left variable voltage rectifier and the right variable voltage rectifier;

the method is characterized in that:

2. The method for controlling the direct current emergency bus bar contactor in the aviation power distribution system according to claim 1, wherein: when the emergency power supply is in an emergency working mode, the left and right three-phase alternating-current power supplies do not meet requirements and the emergency generator is not unfolded and before the network is switched on, the left and right variable-voltage rectifiers do not output, the bus bar power controller controls the contactors K1, K2, K3, K4, K5 and K6 to be switched off, the hard wire interlocking circuit controls the contactors K7, K8, K9, K10 and K11 to be switched on, and the main storage battery and the APU storage battery respectively supply power to the left and right direct-current emergency bus bars, the left and right storage battery bus bars and the direct-current emergency conversion bus bar.

3. The method for controlling the direct current emergency bus bar contactor in the aviation power distribution system according to claim 2, wherein: when the emergency transformer rectifier is in an emergency working mode, after the emergency generator is connected with a network, the emergency generator provides three-phase alternating current for the emergency transformer rectifier; when the output of the emergency transformer rectifier meets the power supply requirement, the bus bar power controller controls the contactor K3 to be closed, the emergency transformer rectifier supplies power to the direct current emergency conversion bus bar, the direct current emergency conversion bus bar supplies power to the left direct current emergency bus bar and the right direct current emergency bus bar through the contactors K7 and K8 respectively, the left direct current emergency bus bar supplies power to the left storage battery bus bar through the K9, the hard wire interlocking circuit controls the contactor K10 to be disconnected, and the APU storage battery supplies power to the right storage battery bus bar.

4. The method for controlling the direct current emergency bus bar contactor in the aviation power distribution system according to claim 1, wherein: when the left transformer rectifier and the right transformer rectifier have alternating current input, but one output of the left transformer rectifier or the right transformer rectifier does not meet the requirement, the bus bar power controller controls the contactors K1 and K5 to be disconnected or the contactors K2 and K6 to be disconnected, wherein the disconnected circuit is the circuit of which the output does not meet the requirement, and controls the contactors K3 and K4 to be connected, and the electrified direct current bus bar supplies power to the non-electrified direct current bus bar through the contactor K4; the bus bar power controller also controls the contactors K7 or K8 to be closed, and the left direct current emergency bus bar or the right direct current emergency bus bar is powered by the direct current emergency conversion bus bar through the contactors K7 or K8.

5. The method for controlling the direct current emergency bus bar contactor in the aviation power distribution system according to claim 1, wherein: when the output of the left transformation rectifier and the output of the emergency transformation rectifier do not meet the requirements, the bus bar power controller controls the contactors K1, K3, K4, K5, K9 and K10 to be switched off, controls the contactors K2, K6, K7, K8 and K11 to be switched on, and supplies power to the right direct current bus bar, the left direct current emergency bus bar, the right direct current emergency bus bar and the direct current emergency conversion bus bar through the right transformation rectifier; when the output of the right transformation rectifier and the output of the emergency transformation rectifier do not meet the requirements, the bus bar power controller controls the contactors K2, K3, K4, K6, K9 and K10 to be switched off, controls the contactors K1, K5, K7, K8 and K11 to be switched on, and supplies power to the left direct current bus bar, the left direct current emergency bus bar, the right direct current emergency bus bar and the direct current emergency conversion bus bar through the left transformation rectifier; when the left transformer rectifier and the right transformer rectifier have faults, the bus bar power controller controls the contactors K1, K2, K4, K5, K6, K9 and K10 to be switched off, controls the contactors K3, K7, K8 and K11 to be switched on, and supplies power to the left direct current emergency bus bar, the right direct current emergency bus bar and the direct current emergency conversion bus bar through the emergency transformer rectifier.

6. The method for controlling the direct current emergency bus bar contactor in the aviation power distribution system according to claim 1, wherein: the control circuit of the contactor K5 consists of contactors K1 and K5 and a left alternating current transformer rectifier auxiliary relay J1, and the J1 adopts an alternating current time delay relay; for the contactor K1, a K1 coil + receives a control signal b of a K1 contactor coil + output by a bus power controller, a K1 coil-is connected with the ground, a K1 conversion contact 1 outputs a control signal of a K5 contactor coil-to a K5 coil-, and a K1 normally-open contact 3 receives a ground/open signal of a J1 conversion contact 1; for contactor K5, the K5 coil + receives the control signal a of the K5 contactor coil + output by the bus power controller, and the K5 coil-receives the control signal of the K5 contactor coil-of the transfer contact 1 of K1; for the relay J1, the coil + of the J1 receives the A-phase alternating current input of the left transformation rectifier, the coil-of the J1 is grounded, the ground/open signal of the J1 conversion contact 1 is output to the normally open contact 3 of the K1, the normally open contact 3 of the J1 is grounded, the J1 conversion contact 4 receives 28V of the main storage battery bus bar in the emergency mode, and the control signal of the coil + of the J2 of the J1 normally closed contact 5 is output to the coil + of the J2;

7. The method for controlling the direct current emergency bus bar contactor in the aviation power distribution system according to claim 1, wherein: the control circuit of the contactor K7 consists of contactors K1, K5 and K7, a left alternating current transformer rectifier auxiliary relay J1, a left direct current emergency auxiliary relay J2 and a diode D1; for the contactor K1, the coil + of the K1 receives a control signal b of the coil + of the K1 contactor output by a bus power controller, the coil-of the K1 is grounded, the change-over contact 1 of the K1 outputs a control signal of the coil-of the K5 contactor to the coil of the K5, the normally open contact 3 of the K1 receives a ground/open signal of the change-over contact 1 of the J1, the change-over contact 4 of the K1 outputs a 28V/open signal to the normally closed contact 2 of the K5, and the normally closed contact 5 of the K1 receives a 28V/open signal of the normally open contact 9 of the J1; for contactor K5, coil + of K5 receives control signal a of K5 contactor coil + output by the bus power controller, coil-of K5 receives control signal of K5 contactor coil-of K1 transfer contact 1, transfer contact 1 of K5 outputs 28V/open to the positive terminal of D1, and normally closed contact 2 of K5 receives 28V/open signal of transfer contact 4 of K1; for contactor K7, coil + of K7 receives the 28V/on control signal from K7 contactor coil + of transfer contact 1 of J2, coil-of K7 is grounded; for the relay J1, the coil + of J1 receives the A AC input of the left-side transformer rectifier, the coil-of J1 is grounded, the switching contact 1 of J1 outputs the ground/open signal to the normally open contact 3 of K1, the normally open contact 3 of J1 is grounded, the switching contact 4 of J1 receives the 28V signal from the main battery busbar in the emergency mode, the 28V output by the normally closed contact 5 of J1 is/is open to the coil + of J2, the switching contact 7 of J1 receives the 28V signal from the DC emergency switching busbar, and the normally open contact 9 of J1 outputs the 28V/is open to the normally closed contact 5 of K1; for relay J2, coil + of J2 receives 28V/on control signal of normally closed contact 5 of J1, coil-of J2 is grounded, transfer contact 1 of J2 outputs control signal of K7 contactor coil + to coil + of K7, normally closed contact 2 of J2 receives 28V/on signal of control signal c of K7 contactor coil + and 28V/on signal of negative terminal of D1 output by bus power controller, and normally open contact 3 of J2 receives 28V signal of main battery; for diode D1, the positive terminal of D1 receives the 28V/on signal for transfer contact 1 of K5, and the negative terminal of D1 outputs the 28V/on signal to normally closed contact 2 of J2;

8. The method for controlling the direct current emergency bus bar contactor in the aviation power distribution system according to claim 1, wherein: the control circuit of the contactor K9 consists of a K9, a main storage battery auxiliary relay J3, a cockpit main storage battery switch S1 and a left direct-current emergency auxiliary relay J2; for contactor K9, the K9 coil + receives main battery power, the K9 coil-receives the ground/on control signal of the K9 contactor coil output by the J3 auxiliary contact 1; for the relay J2, a coil + of J2 receives a 28V/on control signal of a normally closed contact 5 of J1, a coil-of J2 is grounded, a coil-of J2 conversion contact 4 outputs a ground/on control signal of a coil-of K9 to an auxiliary contact 2 of J3, a normally closed auxiliary contact 5 of J2 receives a control signal d of a coil-of K9 contactor output by a bus power controller, and a normally open contact 6 of J2 is grounded; for relay J3, coil + of J3 receives main battery supply, coil-of J3 receives ground/on signal of cockpit switch 1, contact 1 of J3 outputs control signal of K9 coil-to coil of K9, auxiliary contact 2 of J3 receives ground/on signal from transfer contact 4 of J2; for the switch S1, the 1 terminal of S1 outputs the ground/on signal of the cockpit switch to the coil-of J3, and the 2 terminal of S1 is grounded;

9. The method for controlling the direct current emergency bus bar contactor in the aviation power distribution system according to claim 1, wherein: the control circuit of the contactor K10 consists of K3, K10, an APU battery enable relay J4, an APU auxiliary relay J5, a right alternating current transformer rectifier auxiliary relay J6, a right direct current emergency auxiliary relay J7 and an APU battery switch S2; for the contactor K3, a K3 coil + receives a control signal f of a K3 contactor coil + output by a bus bar power controller, a K3 coil-is grounded, a K3 conversion contact 1 receives a storage battery bus bar voltage 28V signal under the condition that the RAT is put into network for power generation in an emergency mode, and a normally open contact 3 of K3 outputs a 28V/on control signal to a J4 coil "+"; for contactor K10, the K10 coil + receives APU battery power, and the K10 coil-receives the ground/on control signal of the K10 contactor coil output by the J5 auxiliary contact 1; for the relay J4, a coil + of the J4 receives a 28V/on control signal of a normally open contact 3 of K3, a coil-of the J4 is grounded, a switching contact 1 of the J4 receives power supply of an APU battery, and a normally closed auxiliary contact 2 of the J4 outputs a 28V/on control signal to a coil "+" of the J5; for relay J5, coil + of J5 receives 28V/on of normally closed contact 2 of J4, coil-of J5 receives ground/on signal of terminal 1 of cockpit switch S2, contact 1 of J5 outputs control signal of K10 coil-to coil of K10, auxiliary contact 2 of J5 receives ground/on signal of transfer contact 4 from J7; for the relay J6, the coil "+" of the J6 receives the A alternating current input of the right transformation rectifier, the coil "-" of the J6 is connected with the ground, the conversion contact 4 of the J6 receives the voltage 28V of the battery bus bar which is not connected with the RAT in the emergency mode, and the normally closed contact 5 of the J6 outputs a 28V/open signal to the coil "+" of the J7; for the relay J7, a coil + of J7 receives a 28V/on control signal of a normally closed contact 5 of J6, a coil-of J7 is grounded, a coil-of J7 conversion contact 4 outputs a ground/on control signal of a coil-of K10 to an auxiliary contact 2 of J5, a normally closed auxiliary contact 5 of J7 receives a control signal e of a coil-of K10 contactor output by a bus power controller, and a normally open contact 6 of J7 is grounded; the 1 end of the switches S2 and S2 outputs the ground/on signal of the cockpit switch to the coil-of J5, and the 2 end of S2 is grounded;

10. The method for controlling the direct current emergency bus bar contactor in the aviation power distribution system according to claim 1, wherein: the control circuit of the contactor K11 consists of a K11 and a right direct-current emergency auxiliary relay J7; for contactor K11, coil + of K11 receives 28V/on control signal of K11 coil + of transfer contact 7 of J7, coil-of K11 is grounded; for the relay J7, the coil + of J7 receives a 28V/opening signal of the normally closed contact 5 of J6, the coil-of J7 is grounded, the switching contact 7 of J7 outputs a control signal of a K11 coil + to the coil + of K11, the normally closed contact 8 of J7 receives a control signal g of the K11 contactor coil + output by a bus power controller, and the normally open contact 9 of J7 receives power supply of an APU storage battery;