CN113745058B

CN113745058B - Control method of direct-current emergency bus bar contactor in aviation power distribution system

Info

Publication number: CN113745058B
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: 2023-12-01
Anticipated expiration: 2041-10-09
Also published as: CN113745058A

Abstract

The invention provides a control method of a direct current emergency bus bar contactor in an aviation power distribution system, wherein the contactor connected with a left channel direct current emergency bus bar and a right channel direct current emergency bus bar is controlled by a bus bar power controller under normal conditions, and the control is reliably realized through hardware interlocking under emergency conditions without being influenced by faults of the bus bar power controller, so that the reliable control of the contactor connected with the left channel direct current emergency bus bar and the right channel direct current emergency bus bar is ensured, the reliability of supplying power to key and important direct current loads is improved, the influence of the faults 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 act correctly and reliably.

Background

With the continuous improvement of the performance of civil aircraft, more and more airborne electric equipment is available, and 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 a key contactor can be reliably controlled.

The civil aviation power distribution system can realize the access/exit of three voltage transformation rectifiers or two storage batteries to the power grid by controlling the direct current contactor, and realize the normal power supply of the left channel direct current power grid and the right channel direct current power grid 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 controlled by a bus bar power controller, if the output control command of the bus bar power controller is unstable or wrong, the contactors cannot be effectively and accurately controlled, the wrong actions of the contactors possibly influence the normal work of the whole direct current distribution system, key and important direct current loads cannot normally supply power, the safe flight of an airplane is influenced, and 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 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 power distribution device. At present, most contactors connected with direct current emergency bus bars used on an aircraft are controlled by a bus bar power controller only, and once the bus bar power controller fails or a program runs, wrong control commands can be possibly output, so that the critical direct current contactors malfunction, and further critical or important loads cannot be reliably powered, the aircraft safety is affected, accurate and effective control over the critical connection contactors is realized, and it becomes important to ensure reliable power supply of the critical or important loads. In view of the safety of a power distribution system and the level of assurance of A-type design, dissimilar control is needed to be adopted for a key direct-current contactor in a normal working mode and an emergency working mode, and the reliability of contactor control is improved.

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 comprises the steps that 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 are respectively input to a left transformer rectifier and a right transformer rectifier;

the left voltage 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 an 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 voltage transformation rectifier and the right voltage transformation rectifier meet the requirement, the control contactors K1, K2, K5 and K6 are closed, the control contactors K4, K7, K8, K9, K10 and K11 are opened, the left voltage transformation rectifier and the right voltage transformation rectifier respectively provide direct current for the aircraft power distribution network when the left channel and the right channel work normally, the left direct current bus bar and the right direct current bus bar supply power for a left channel direct current load and a right channel direct current load on the aircraft through the left direct current bus bar and the right direct current emergency bus bar, the left three-phase alternating current power supply and the right three-phase alternating current power supply respectively supply power for the main storage battery charger and the APU storage battery charger through the left alternating current bus bar and the right alternating current bus bar, and the output of the main storage battery charger respectively supply power for a left storage battery bus bar and a right storage battery bus bar on the aircraft;

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

When the emergency power generator is in an emergency working mode, the left and right three-phase alternating current power supplies do not meet the requirements and the left and right voltage transformation rectifiers are not output before the emergency power generator is unfolded and put into the grid, 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 storage battery and the APU storage battery 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 bars respectively.

When the emergency power generator is in an emergency working mode, after the emergency power generator is put into the grid, the emergency power 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 contactor K9, the hard wire interlocking circuit controls the contactor K10 to be opened, 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 controls the contactors K2 and K6 to be disconnected, wherein the disconnection is the path 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 electroless direct current bus bar through the contactor K4; the bus bar power controller also controls the contactor 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 the contactor K7 or K8.

When the output of the left voltage transformation rectifier and the emergency voltage rectifier do not meet the requirements, the bus bar power controller controls the contactors K1, K3, K4, K5, K9 and K10 to be opened, controls the contactors K2, K6, K7, K8 and K11 to be closed, 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 voltage transformation rectifier; when the output of the right voltage transformation rectifier and the emergency voltage rectifier do not meet the requirements, the bus bar power controller controls the contactors K2, K3, K4, K6, K9 and K10 to be opened, controls the contactors K1, K5, K7, K8 and K11 to be closed, 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 voltage transformation rectifier; when the left and right variable voltage rectifiers fail, the bus bar power controller controls the contactors K1, K2, K4, K5, K6, K9 and K10 to be turned off, and controls the contactors K3, K7, K8 and K11 to be turned on, so that the emergency variable voltage rectifiers supply power to the left and right direct current emergency bus bars and the direct current emergency conversion bus bars.

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

when the left voltage transformation rectifier has normal A cross current input in a normal working mode, alternating current input is applied to a coil+ of a J1, the J1 is switched on, a normally open contact 1-3 of the J1 is closed, when the output of the left voltage transformation rectifier meets the power supply requirement, a control signal b of the bus bar power controller outputs K1 to control the K1 to be switched on, the normally open contact 1-3 of the K1 is closed, at the moment, a coil negative of the K5 is grounded through the normally open contact 1-3 of the K1 and the normally open contact 1-3 of the J1, a control signal a of the coil+ of the K5 output by the bus bar power controller supplies 28V signals to the coil+ of the K5, the K5 is controlled to be switched on, and a left direct current bus bar supplies power to a left direct current emergency bus bar to supply direct current key or important loads; when the left voltage transformation rectifier has no alternating current input or the output of the left voltage transformation rectifier is abnormal, the K5 coil-passing through the normally closed contact 1-2 of the K1 or the normally closed contact 1-2 of the J1 cannot be grounded, and at the moment, 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 coil+ receiving bus bar power controller output K1 contactor coil+ control signal b, K1 coil-grounding, K1 switching contact 1 output K5 contactor coil-control signal to K5 coil negative, K1 switching contact 3 receiving J1 switching contact 1 ground/on signal, K1 switching contact 4 output 28V/on signal to K5 normally closed contact 2, K1 normally closed contact 5 receiving J1 normally open contact 9 28V/on signal; for the control signal a of the K5 contactor coil+ output by the bus bar power controller is received by the coil+ of the contactor K5, the control signal of the K5 contactor coil-of the switching contact 1 of the K1 is received by the coil-of the K5, 28V/on to the positive end of the D1 is output by the switching contact 1 of the K5, and 28V/on signals of the switching contact 4 of the K1 are received by the normally closed contact 2 of the K5; for contactor K7, coil of K7 + receives a 28V/on control signal from coil of K7 contactor of switch contact 1 of J2, coil of K7-ground; for relay J1, coil + receiving left transformer rectifier A phase alternating current input, coil-grounding of J1, switching contact 1 of J1 outputting ground/on signal to normally open contact 3 of K1, normally open contact 3 of J1 being grounded, switching contact 4 of J1 receiving 28V signal from main battery bus bar in emergency mode, normally closed contact 5 of J1 outputting 28V/on to coil + of J2, switching contact 7 of J1 receiving 28V signal of DC emergency switching bus bar, normally open contact 9 of J1 outputting 28V/on to normally closed contact 5 of K1; for the relay J2, the coil of the J2+receives the 28/on control signal of the normally closed contact 5 of the J1, the coil-ground of the J2, the switching contact 1 of the J2 outputs the control signal of the K7 contactor coil+to the coil of the K7+, the normally closed contact 2 of the J2 receives the 28V/on signal of the control signal c of the K7 contactor coil+and the 28V/on signal of the negative terminal of the D1 output by the bus bar power controller, and the normally open contact 3 of the J2 receives the 28V signal of the main storage battery; for diode D1, the positive terminal of D1 receives the 28V/on signal of the switching contact 1 of K5, and the negative terminal of D1 outputs the 28V/on signal to the normally closed contact 2 of J2;

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

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 the contactor K9, the K9 coil+ receives the main storage battery power supply, and the K9 coil-receives a ground/on control signal of the K9 contactor coil-output by the J3 auxiliary contact 1; for the relay J2, the J2 coil is in positive contact with the 28V/on control signal of the J1 normally closed contact 5, the J2 coil is grounded, the J2 switching contact 4 outputs the ground/on control signal of the K9 coil to the auxiliary contact 2 of the J3, the normally closed auxiliary contact 5 of the J2 receives the control signal d of the K9 contactor coil output by the bus bar power controller, and the normally open contact 6 of the J2 is grounded; for relay J3, coil of J3 + receiving main battery power, coil of J3-receiving cockpit switch 1 ground/on signal, contact 1 of J3 outputs control signal of K9 coil-to coil of K9-, auxiliary contact 2 of J3 receives ground/on signal from switching contact 4 of J2; for the switch S1, the end 1 of the switch S1 outputs a ground/on signal of the cockpit switch to the J3 coil-, and the end 2 of the switch S1 is grounded;

when in the normal working mode, the main storage battery is available, the cockpit main storage battery switch S1 is closed, the J3 is closed, the contact 1-2 of the J3 is closed, the transformation rectifier has normal alternating current input, the J1 is closed, the normally closed contact 5 of the J1 is an open signal, the J2 is opened, the coil of the K9 is being provided by the main storage battery, the control signal d of the coil-of the K9 contactor 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 turned on or off, and the power supply between the main storage battery and the left direct current emergency bus bar is turned on or off; when the main storage battery is available in the emergency mode, the main storage battery switch S1 of the cockpit is closed, the J3 is switched on, the variable voltage rectifier is not provided with alternating current input, the J1 is switched off, the normally closed contact 5 of the J1 supplies 28V to the coil +applied by the J2, the J2 is switched on, the coil +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 switched on, and the storage battery supplies power for the left direct current emergency bus bar; in addition, K9 can be manually turned off by the cockpit main battery switch S1, and the main battery is not allowed to supply power to the left dc emergency bus bar.

The control circuit of the contactor K10 consists of K3, K10, an APU storage battery enabling 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 a cockpit APU storage 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, the 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 switched on to generate power in an emergency mode, and a normally open contact 3 of the K3 outputs a 28V/on control signal to a J4 coil "+"; for the contactor K10, the K10 coil is powered by the storage battery of the receiving APU, and the K10 coil receives a ground/on control signal of the K10 contactor coil output by the J5 auxiliary contact 1; for the relay J4, the J4 coil is connected with the ground in a positive mode, the J4 switching contact 1 is connected with the storage battery of the APU, and the normally closed auxiliary contact 2 of the J4 outputs a 28V/on control signal to the J5 coil; for relay J5, coil of J5 + receives 28V/on of normally closed contact 2 of J4, coil of J5-receives ground/on signal of cockpit switch S2 end 1, contact 1 of J5 outputs control signal of K10 coil-to coil of K10-, auxiliary contact 2 of J5 receives ground/on signal from switching contact 4 of J7; for the relay J6, the coil "+" of the J6 receives the alternating current input of the right voltage transformation rectifier A, the coil "-" of the J6 is connected with the ground, the switching contact 4 of the J6 receives the battery bus voltage 28V of the RAT which is not plugged in the emergency mode, and the normally closed contact 5 of the J6 outputs a 28V/on signal to the coil "+"; for the relay J7, the J7 coil is in positive contact with the 28V/on control signal of the J6 normally closed contact 5, the J7 coil is grounded, the J7 switching contact 4 outputs the ground/on control signal of the K10 coil to the auxiliary contact 2 of the J5, the normally closed auxiliary contact 5 of the J7 receives the control signal e of the K10 contactor coil output by the bus bar power controller, and the normally open contact 6 of the J7 is grounded; outputting a ground/on signal of the cockpit switch to the J5 coil-to the 1 end of the switch S2, wherein the 2 end of the switch S2 is grounded;

When in a normal working mode, an APU storage battery is available, a cockpit APU storage battery switch S2 is closed, a J5 is switched on, a contact 1-2 of the J5 is closed, a right voltage transformation rectifier A phase has normal alternating current input, a J6 is switched on, a normally closed contact 5 of the J6 is an open signal, a J7 is switched off, a coil of a K10 is being provided by the APU storage 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 the K10 through the normally closed contact 4-5 of the J7 and an auxiliary contact 1-2 of the J5, the K10 is switched on or off, and power supply between the APU storage battery and a right direct current emergency bus bar is switched on or off; when in an emergency mode, before the RAT is not switched on, a control signal f of a coil+ of a K3 contactor output by a bus bar power controller controls K3 to be switched off, an APU storage battery is available, an APU storage battery switch S2 of a cockpit is closed, J5 is switched on, a right voltage transformation rectifier A phase has no alternating current input, J6 is switched off, a normally closed contact 5 of J6 applies 28V to a coil+ of J7, J7 is switched on, a coil+ of K10 is provided by the APU storage battery, a coil-of K10 is grounded through an auxiliary contact 1-2 of a J7 normally open contact 4-6 and a J5, K10 is switched on, and the APU storage battery supplies power to a right direct current emergency bus bar; when the RAT has been switched on to generate electricity and the control signal f of the K3 contactor coil+ output by the bus bar power controller controls the K3 to be switched on, the battery bus bar voltage 28V under the emergency mode RAT has been switched on to the coil "+" of the J4 through the normally open contact 1-3 of the K3, the J4 is switched on, the normally closed contact 1-2 of the J4 is disconnected from the APU battery, the coil+ of the J5 loses 28V, the J5 is caused to be switched off, the coil of the K10 cannot be grounded through the contact 1-2 of the J5, the K10 is caused to be switched off, in this case, the hard wire interlock control K8 is switched on, the direct current emergency conversion bus bar supplies power to the right direct current bus bar through the K8, and the APU battery only supplies power to the right battery bus bar; k10 can be manually turned off by the cockpit APU battery switch S2, and the APU battery is not allowed to supply power to the right dc emergency bus bar.

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

when in a normal working mode, the right voltage transformation rectifier has normal alternating current input, J6 is switched on, a normally closed contact 5 of the J6 is an on signal, the on signal is applied to a J7 coil+, then the J7 is switched off, a control signal g of a K11 contactor coil+ output by the bus bar power controller is applied to a K11 coil+ through a normally closed contact 7-8 of the J7, the on-off of the K11 is controlled, 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 voltage transformation rectifier has normal alternating current input and the right voltage transformation rectifier and the emergency voltage transformation rectifier have no alternating current input, J6 is disconnected, the emergency mode is not adopted at the moment, the normally closed contact 5 of J6 does not output 28V to the coil "+", so that 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 normally closed contact 7-8 of J7 is applied to the coil+ of K11, K11 is connected, and the left direct current emergency bus bar supplies power to the right direct current emergency bus bar; when in emergency mode, 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 coil positive of J7, then J7 is switched on, the APU storage battery is applied to the coil+ of K11 through the normally open contact 7-9 of J7, K11 is switched on, hard wire interlocking also controls K7 and K8 to be switched on, and three direct current emergency bus bars are connected in pairs through the contactors K7, K8 and K11; before the RAT is 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 requirements, the bus bar power controller controls the K3 to be connected, 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 bus bars are controlled by the bus bar power controllers under normal conditions, and the reliable control is realized through hardware interlocking under emergency conditions, so that the contactor is not influenced by faults of the bus bar power controllers, the reliable control of the contactors connected with the left and right channel direct current emergency bus bars is ensured, the reliability of supplying power to key and important direct current loads is improved, the influence of the faults of the bus bar power controllers on the whole power distribution system is reduced, and the safety and 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 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: a power supply system architecture of 5 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 exemplary and intended to be illustrative of the invention and not to be construed as limiting the invention.

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

In the direct current power supply system, 5 direct current power supplies are shared, namely 3 voltage transformation 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 a left alternating current variable frequency generator and a right alternating current variable frequency generator respectively provide input for a left transformation rectifier and a right transformation rectifier, when the output of the left transformation rectifier and the right transformation rectifier meet the requirement, a 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 disconnected, the left transformation rectifier and the right transformation rectifier respectively provide direct current for an airplane power distribution network when the left channel and the right channel work normally, and the left channel direct current load and the right channel direct current load on the airplane are supplied through a left direct current bus bar and a left direct current emergency bus bar, the left three-phase alternating current power supply respectively supplies power for a main/APU storage battery charger through the alternating current bus bars, and the output of the main/APU storage battery charger respectively supplies power for the storage battery bus bars on the left channel and the right channel on the airplane.

The emergency channel is normally supplied with the emergency transformer rectifier by 115V three-phase alternating current of the right channel, and when the output of the emergency transformer rectifier meets the requirement, the bus bar power controller controls the K3 to be connected, and the emergency transformer rectifier supplies power for the direct current load on the direct current emergency conversion bus bar.

When the emergency power generator is in an emergency working mode, the left and right 115V three-phase alternating currents do not meet the requirements and the left and right voltage transformation rectifiers are not output before the emergency power generator is unfolded and put into the grid, 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 supplies power for the left and right direct current emergency bus bars, the left and right storage battery bus bars and the direct current emergency conversion bus bars respectively.

After the emergency generator is switched on, when the emergency generator supplies three-phase alternating current to the emergency transformer rectifier and 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 K7 and K8 respectively, the left direct current emergency bus bar supplies power to the left storage battery bus bar through K9, the hard wire interlocking circuit controls the contactor K10 to be opened, and the APU storage battery supplies power to the right storage battery bus bar.

When the left and right voltage transformation rectifiers have alternating current input, but one output of the left or right voltage transformation rectifiers does not meet the requirement, the bus bar power controller controls K1 and K5 to be disconnected or K2 and K6 to be disconnected (the disconnected output is the path which does not meet the requirement), controls K3 and K4 to be connected, and the electrified direct current bus bar supplies power to the unpowered 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 voltage transformation rectifier and the emergency voltage 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 disconnected, controls the K2, the K6, the K7, the K8 and the K11 to be connected, and supplies power to the right direct current bus bar and the 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 voltage transformation rectifier. When the output of the right voltage transformation rectifier and the emergency voltage rectifier do not meet the requirements, the bus bar power controller controls K2, K3, K4, K6, K9 and K10 to be switched off, controls K1, K5, K7, K8 and K11 to be switched on, and supplies power to the left direct current bus bar and the three direct current emergency bus bars through the left voltage transformation rectifier. When the left voltage transformation rectifier and the right voltage transformation rectifier are in failure, the bus bar power controller controls K1, K2, K4, K5, K6, K9 and K10 to be switched off, controls K3, K7, K8 and K11 to be switched on, and three direct current emergency bus bars are powered by the emergency voltage transformation rectifiers.

The direct current power supply systems of the left and right channels are symmetrical, and the power supply priority of the direct current emergency bus bar is, from high to low, the voltage transformation rectifier of the channel, the voltage transformation rectifier of the emergency channel, the voltage transformation rectifier of the opposite-side channel, the storage battery of the opposite side and the storage battery of the opposite side in sequence. The control method of the contactors in the normal operation mode and the emergency operation mode will be 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 for illustrating 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 contactor K5 is composed of contactors K1 and K5 and an auxiliary relay J1 of a left alternating current transformer rectifier, for K1, a K1 coil+ receives a control signal b of the K1 contactor coil+ output by a bus bar power controller, the K1 coil-is connected with ground, a K5 contactor coil-is output by a K1 switching contact 1 to the K5 coil-, and a K1 normally open contact 3 receives a ground/on signal of the J1 switching contact 1. For K5, the K5 coil + receives the control signal a of the K5 contactor coil + output by the bus bar power controller, the K5 coil-receives the control signal of the K5 contactor coil-of the switching contact 1 of K1. For J1, J1 coil+ receives the left transformer rectifier A ac input, J1 coil-ground, the ground/on signal of J1 switch contact 1 is output to normally open contact 3 of K1, J1 normally open contact 3 is grounded, J1 switch contact 4 receives 28V from the main battery bus bar in emergency mode, and the control signal of J2 coil+ of J1 normally closed contact 5 is output to J2 coil+. When the left voltage transformation rectifier has normal A cross current input in a normal working mode, alternating current input is applied to a coil+ of a J1, the J1 is switched on, a normally open contact 1-3 of the J1 is closed, when the output of the left voltage transformation rectifier meets the power supply requirement, a control signal b of the bus bar power controller output K1 controls the K1 to be switched on, the normally open contact 1-3 of the K1 is closed, at the moment, a coil negative of the K5 is grounded through the normally open contact 1-3 of the K1 and the normally open contact 1-3 of the J1, a control signal a of the coil+ of the K5 output by the bus bar power controller supplies 28V to the coil+ of the K5, the control K5 is switched on, and the left direct current bus bar supplies power to a left direct current emergency bus bar to supply direct current key or important load. When the left voltage transformation rectifier has no alternating current input (namely J1 coil+has no alternating current input of the left voltage transformation rectifier, J1 is opened, J1 normally closed contact 1-2 is closed) or the left voltage transformation rectifier output is abnormal (the control signal b of K1 contactor coil+output by the bus bar power controller controls K1 to be opened, normally closed contact 1-2 is closed), the K5 coil-through the normally closed contact 1-2 of K1 or the normally closed contact 1-2 of J1 cannot be grounded, and at the moment, whether the control signal a of K5 contactor coil+ is 28V or an open signal, K5 is opened.

Further, the power supply conversion of the alternating current input of the left transformer rectifier can cause the interruption of the power supply of the alternating current input of the left transformer rectifier to be no more than 60ms, so as to ensure that the direct current bus bar does not interrupt the power supply, an alternating current delay relay is selected for J1, and the release delay time is (125+/-25) ms. During the power interruption period generated by the alternating current input power supply conversion of the left transformer rectifier, the alternating current input of the left transformer rectifier is powered off, so that J1 enters the release delay, at the moment, J1 is still on, the left transformer rectifier is in the output undervoltage 4500ms delay, K1 is still on, so that the negative of a K5 coil is still grounded through the normally open contact 1-3 of the K1 and the normally open contact 1-3 of the J1, a control signal a of the K5 coil+ output by the bus bar power controller supplies 28V to the K5 coil+ and the K5 is still on, and the left direct current emergency bus bar supplies power to the left direct current bus bar through the K5.

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

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

As shown in fig. 4, the control circuit of the contactor K9 is composed of a K9, a main battery auxiliary relay J3, a cockpit main battery switch S1 and a left direct current emergency auxiliary relay J2, wherein for the K9, a K9 coil+ receives the power supply of the main battery, and a K9 coil-receives a ground/on control signal of the K9 contactor coil-output by the J3 auxiliary contact 1; for J2, J2 coil + receives the 28V/on control signal of J1 normally closed contact 5, J2 coil-ground, J2 switch contact 4 outputs the ground/on control signal of K9 coil-to auxiliary contact 2 of J3, the normally closed auxiliary contact 5 of J2 receives the control signal d of K9 contactor coil-output by the bus bar power controller, and normally open contact 6 of J2 is grounded. Coil + receiving main battery power of J3, coil-receiving cockpit switch 1 of J3 ground/on signal, contact 1 of J3 outputs K9 coil-control signal to coil-of K9, auxiliary contact 2 of J3 receives ground/on signal from switching contact 4 of J2. The ground/on signal of the cockpit switch is output to the J3 coil-on terminal S1 and the 2 terminal of the S1 is grounded. When in the normal working mode, the main storage battery is available, the cockpit main storage battery switch S1 is closed, the J3 is closed, the contact 1-2 of the J3 is closed, the transformation rectifier has normal alternating current input, the J1 is closed, the normally closed contact 5 of the J1 is an open signal, the J2 is opened, the coil of the K9 is being provided by the main storage battery, the control signal d of the coil-of the K9 contactor 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 turned on or off, and the power supply between the main storage battery and the left direct current emergency bus bar is turned on or off; when in emergency mode the main battery is available, the cockpit main battery switch S1 is closed, J3 is on, the variable voltage rectifier has no ac input, J1 is off, the normally closed contact 5 of J1 applies 28v to the coil + of J2, J2 is on, the coil + of K9 is provided by the main battery, the coil-of K9 is grounded through the normally open contacts 4-6 of J2 and the auxiliary contact 1-2 of J3, K9 is on, and the battery supplies power to the left dc emergency bus bar. In addition, the main battery is not allowed to supply power to the left direct current emergency bus bar by manually opening K9 through the main battery switch S1 of the cockpit.

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

As shown in fig. 5, 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, the K3 coil is connected with the control signal f of the K3 contactor coil+ output by the receiving bus bar power controller, the K3 coil is grounded, the K3 conversion contact 1 receives the battery bus bar voltage 28V under the condition that the RAT is powered on to generate electricity in an emergency mode, and the normally open contact 3 of the K3 outputs a 28V/on control signal to the J4 coil "+"; for K10, K10 coil+receiving APU battery power, K10 coil-receiving J5 auxiliary contact 1 output K10 contactor coil-ground/on control signal; for J4, the J4 coil+ receives a 28V/on control signal of the K3 normally open contact 3, the J4 coil-is grounded, the J4 conversion contact 1 receives the power supplied by the APU storage battery, and the normally closed auxiliary contact 2 of the J4 outputs a 28V/on control signal to the J5 coil "+"; for J5, the coil of J5 + receives the 28V/on of the normally closed contact 2 of J4, the coil of J5-receives the ground/on signal of the S2 end 1 of the cockpit switch, the contact 1 of J5 outputs the control signal of the coil of K10-to the coil of K10-, the auxiliary contact 2 of J5 receives the ground/on signal from the switching contact 4 of J7; for J6, the coil "+" of J6 receives the AC input of the right transformer rectifier A, the coil "-" of J6 is connected with the ground, the switching contact 4 of J6 receives the battery bus voltage 28V of the RAT which is not plugged in the emergency mode, and the normally closed contact 5 of J6 outputs a 28V/on signal to the coil "+"; for J7, the J7 coil+ receives the 28V/on control signal of the J6 normally closed contact 5, the J7 coil-is grounded, the J7 switching contact 4 outputs the ground/on control signal of the K10 coil-to the auxiliary contact 2 of the J5, the normally closed auxiliary contact 5 of the J7 receives the control signal e of the K10 contactor coil-output by the bus bar power controller, and the normally open contact 6 of the J7 is grounded. The ground/on signal of the cockpit switch is output to the J5 coil-on terminal S2 and the 2 terminal of the S2 is grounded. When in a normal working mode, an APU storage battery is available, a cockpit APU storage battery switch S2 is closed, a J5 is switched on, a contact 1-2 of the J5 is closed, a right voltage transformation rectifier A phase has normal alternating current input, a J6 is switched on, a normally closed contact 5 of the J6 is an open signal, a J7 is switched off, a coil of a K10 is being provided by the APU storage 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 the K10 through the normally closed contact 4-5 of the J7 and an auxiliary contact 1-2 of the J5, the K10 is switched on or off, and power supply between the APU storage battery and a right direct current emergency bus bar is switched on or off; when in the emergency mode, before the RAT is not switched on, a control signal f of a coil+ of a K3 contactor output by the bus bar power controller controls K3 to be switched off, an APU storage battery is available, an APU storage battery switch S2 of a cockpit is closed, J5 is switched on, a right voltage transformation rectifier A phase has no alternating current input, J6 is switched off, a normally closed contact 5 of J6 applies 28V to a coil+ of J7, J7 is switched on, a coil+ of K10 is provided by the APU storage battery, a coil-of K10 is grounded through an auxiliary contact 1-2 of a J7 normally open contact 4-6 and a J5, K10 is switched on, and the APU storage battery supplies power to a right direct current emergency bus bar. When the RAT is switched on to generate electricity and the control signal f of the coil+ of the K3 contactor outputted by the bus bar power controller controls the K3 to be switched on, the voltage 28V of the battery bus bar under the emergency mode RAT is applied to the coil "+", on, of the J4 through the normally open contact 1-3 of the K3, the normally closed contact 1-2 of the J4 is disconnected from the APU battery, the coil "+", on of the J5, loses 28V, causes the J5 to be disconnected, the coil "-", on of the K10, cannot be grounded through the contact 1-2 of the J5, causes the K10 to be disconnected, in the case, the hard wire interlocking control K8 is switched on, the direct current emergency conversion bus bar supplies power to the right direct current bus bar through the K8, and the APU battery only supplies power to the right battery bus bar. K10 may also be manually turned off by cockpit APU battery switch S2, not allowing the APU battery to power the right dc emergency bus bar.

The contactor K11 is located on the right channel, the control circuit of the contactor K11 is shown in fig. 6, the control circuit of the contactor K11 is composed of the contactor K11 and the contactor J7, and the coil of the contactor K11 receives the 28V/on control signal of the coil of the contactor K11 of the switching contact 7 of the contactor J7, and the coil of the contactor K11 is grounded. Coil + of J7 receives the 28V/on signal of normally closed contact 5 of J6, coil-ground of J7, switching contact 7 of J7 outputs K11 coil + control signal to coil + of K11, normally closed contact 8 of J7 receives control signal g of K11 contactor coil + that busbar power controller output, normally open contact 9 of J7 receives the power supply of APU battery. When in a normal working mode, the right voltage transformation rectifier has normal alternating current input, J6 is switched on, a normally closed contact 5 of the J6 is an on signal, the on signal is applied to a J7 coil+, then the J7 is switched off, a control signal g of a K11 contactor coil+ output by the bus bar power controller is applied to a K11 coil+ through a normally closed contact 7-8 of the J7, and the K11 is controlled to be switched on/off, so that 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 voltage transformation rectifier has normal alternating current input and the right voltage transformation rectifier and the emergency voltage transformation rectifier have no alternating current input, J6 is disconnected, and because the normal closed contact 5 of J6 is not in an emergency mode, the normal closed contact 5 of J6 does not output 28V to the coil "+", so that 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 normal closed contact 7-8 of J7 is applied to the coil+ of K11, K11 is connected, and the left direct current emergency bus bar supplies power to the right direct current emergency bus bar. When in emergency mode, the right voltage transformation rectifier A phase has no AC input, J6 is disconnected, the normally closed contact 5 of J6 applies 28V to the coil positive of J7, at the moment, J7 is connected, the APU storage battery is applied to the coil positive of K11 through the normally open contact 7-9 of J7, K11 is connected, at the moment, hard wire interlocking also controls K7 and K8 to be connected, three direct current emergency bus bars are connected in pairs through the 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 voltage transformation rectifier meets the requirement, the bus bar power controller controls K3 to be connected, and the emergency voltage transformation rectifier supplies power to the three direct current emergency bus bars.

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

1. A control method of a direct current emergency bus bar contactor in an aviation power distribution system comprises the steps that 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 are respectively input to a left transformer rectifier and a right transformer rectifier;

the method is characterized in that:

The emergency channel is normally supplied with the emergency transformer rectifier by the right channel three-phase alternating current, and when the output of the emergency transformer rectifier meets the requirement, the bus bar power controller controls the contactor K3 to be connected, and the emergency transformer rectifier supplies power to the direct current load on the direct current emergency conversion bus bar; reliable control is achieved by hardware interlocks in emergency situations.

2. The method for controlling a direct current emergency bus bar contactor in an aviation power distribution system according to claim 1, wherein the method comprises the following steps: when the emergency power generator is in an emergency working mode, the left and right three-phase alternating current power supplies do not meet the requirements and the left and right voltage transformation rectifiers are not output before the emergency power generator is unfolded and put into the grid, 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 storage battery and the APU storage battery 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 bars respectively.

3. The control method of the direct current emergency bus bar contactor in the aviation power distribution system according to claim 2, wherein the control method comprises the following steps: when the emergency power generator is in an emergency working mode, after the emergency power generator is put into the grid, the emergency power 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 contactor K9, the hard wire interlocking circuit controls the contactor K10 to be opened, and the APU storage battery supplies power to the right storage battery bus bar.

4. The method for controlling a direct current emergency bus bar contactor in an aviation power distribution system according to claim 1, wherein the method comprises the following steps: 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 controls the contactors K2 and K6 to be disconnected, wherein the disconnection is the path 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 electroless direct current bus bar through the contactor K4; the bus bar power controller also controls the contactor 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 the contactor K7 or K8.

5. The method for controlling a direct current emergency bus bar contactor in an aviation power distribution system according to claim 1, wherein the method comprises the following steps: when the output of the left voltage transformation rectifier and the emergency voltage rectifier do not meet the requirements, the bus bar power controller controls the contactors K1, K3, K4, K5, K9 and K10 to be opened, controls the contactors K2, K6, K7, K8 and K11 to be closed, 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 voltage transformation rectifier; when the output of the right voltage transformation rectifier and the emergency voltage rectifier do not meet the requirements, the bus bar power controller controls the contactors K2, K3, K4, K6, K9 and K10 to be opened, controls the contactors K1, K5, K7, K8 and K11 to be closed, 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 voltage transformation rectifier; when the left and right variable voltage rectifiers fail, the bus bar power controller controls the contactors K1, K2, K4, K5, K6, K9 and K10 to be turned off, and controls the contactors K3, K7, K8 and K11 to be turned on, so that the emergency variable voltage rectifiers supply power to the left and right direct current emergency bus bars and the direct current emergency conversion bus bars.

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

7. The method for controlling a direct current emergency bus bar contactor in an aviation power distribution system according to claim 1, wherein the method comprises the following steps: 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 coil+ receiving bus bar power controller output K1 contactor coil+ control signal b, K1 coil-grounding, K1 switching contact 1 output K5 contactor coil-control signal to K5 coil negative, K1 switching contact 3 receiving J1 switching contact 1 ground/on signal, K1 switching contact 4 output 28V/on signal to K5 normally closed contact 2, K1 normally closed contact 5 receiving J1 normally open contact 9 28V/on signal; for the control signal a of the K5 contactor coil+ output by the bus bar power controller is received by the coil+ of the contactor K5, the control signal of the K5 contactor coil-of the switching contact 1 of the K1 is received by the coil-of the K5, 28V/on to the positive end of the D1 is output by the switching contact 1 of the K5, and 28V/on signals of the switching contact 4 of the K1 are received by the normally closed contact 2 of the K5; for contactor K7, coil of K7 + receives a 28V/on control signal from coil of K7 contactor of switch contact 1 of J2, coil of K7-ground; for relay J1, coil + receiving left transformer rectifier A phase alternating current input, coil-grounding of J1, switching contact 1 of J1 outputting ground/on signal to normally open contact 3 of K1, normally open contact 3 of J1 being grounded, switching contact 4 of J1 receiving 28V signal from main battery bus bar in emergency mode, normally closed contact 5 of J1 outputting 28V/on to coil + of J2, switching contact 7 of J1 receiving 28V signal of DC emergency switching bus bar, normally open contact 9 of J1 outputting 28V/on to normally closed contact 5 of K1; for the relay J2, the coil of the J2+receives the 28/on control signal of the normally closed contact 5 of the J1, the coil-ground of the J2, the switching contact 1 of the J2 outputs the control signal of the K7 contactor coil+to the coil of the K7+, the normally closed contact 2 of the J2 receives the 28V/on signal of the control signal c of the K7 contactor coil+and the 28V/on signal of the negative terminal of the D1 output by the bus bar power controller, and the normally open contact 3 of the J2 receives the 28V signal of the main storage battery; for diode D1, the positive terminal of D1 receives the 28V/on signal of the switching contact 1 of K5, and the negative terminal of D1 outputs the 28V/on signal to the normally closed contact 2 of J2;

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

9. The method for controlling a direct current emergency bus bar contactor in an aviation power distribution system according to claim 1, wherein the method comprises the following steps: the control circuit of the contactor K10 consists of K3, K10, an APU storage battery, a 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 a cockpit APU storage 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, the 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 switched on to generate power in an emergency mode, and a normally open contact 3 of the K3 outputs a 28V/on control signal to a J4 coil "+"; for the contactor K10, the K10 coil is powered by the storage battery of the receiving APU, and the K10 coil receives a ground/on control signal of the K10 contactor coil output by the J5 auxiliary contact 1; for the relay J4, the J4 coil is connected with the ground in a positive mode, the J4 switching contact 1 is connected with the storage battery of the APU, and the normally closed auxiliary contact 2 of the J4 outputs a 28V/on control signal to the J5 coil; for relay J5, coil of J5 + receives 28V/on of normally closed contact 2 of J4, coil of J5-receives ground/on signal of cockpit switch S2 end 1, contact 1 of J5 outputs control signal of K10 coil-to coil of K10-, auxiliary contact 2 of J5 receives ground/on signal from switching contact 4 of J7; for the relay J6, the coil "+" of the J6 receives the alternating current input of the right voltage transformation rectifier A, the coil "-" of the J6 is connected with the ground, the switching contact 4 of the J6 receives the battery bus voltage 28V of the RAT which is not plugged in the emergency mode, and the normally closed contact 5 of the J6 outputs a 28V/on signal to the coil "+"; for the relay J7, the J7 coil is in positive contact with the 28V/on control signal of the J6 normally closed contact 5, the J7 coil is grounded, the J7 switching contact 4 outputs the ground/on control signal of the K10 coil to the auxiliary contact 2 of the J5, the normally closed auxiliary contact 5 of the J7 receives the control signal e of the K10 contactor coil output by the bus bar power controller, and the normally open contact 6 of the J7 is grounded; outputting a ground/on signal of the cockpit switch to the J5 coil-to the 1 end of the switch S2, wherein the 2 end of the switch S2 is grounded;

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