CN117485571A - Safety control system and method for flight propeller - Google Patents
Safety control system and method for flight propeller Download PDFInfo
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- CN117485571A CN117485571A CN202311232915.0A CN202311232915A CN117485571A CN 117485571 A CN117485571 A CN 117485571A CN 202311232915 A CN202311232915 A CN 202311232915A CN 117485571 A CN117485571 A CN 117485571A
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- 238000000034 method Methods 0.000 title claims abstract description 19
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 claims description 51
- 230000001133 acceleration Effects 0.000 claims description 6
- 238000000926 separation method Methods 0.000 claims description 6
- 230000001960 triggered effect Effects 0.000 claims description 5
- 238000011084 recovery Methods 0.000 claims description 3
- 238000013461 design Methods 0.000 abstract description 3
- 230000005856 abnormality Effects 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000005283 ground state Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
- B64D31/02—Initiating means
- B64D31/06—Initiating means actuated automatically
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D5/00—Aircraft transported by aircraft, e.g. for release or reberthing during flight
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Transportation (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
The application belongs to the technical field of aircraft overall design, and relates to a flight propeller safety control system and a flight propeller safety control method. A first ignition power supply loop and a second ignition power supply loop which are arranged in parallel are arranged between the propulsion device and the ignition controller, the ignition power-on loops are divided into two groups and are respectively connected with two groups of safety state switching actuators, and the first ignition power supply loop and the second ignition power supply loop are respectively provided with a mechanical safety pin fixed on a carrier rack to form an ignition loop switch; after the aircraft is put in from the carrier, the mechanical safety pin is separated from the carrier hanging frame, and the first power supply ignition circuit and the second power supply ignition circuit are simultaneously connected. After the separating switch and the inertial navigation assembly respectively send out a separated instruction and flight attitude information and send an ignition controller, the program is automatically ignited, so that the ignition stability is effectively realized.
Description
Technical Field
The application belongs to the technical field of aircraft overall design, and particularly relates to a safety control system and method for a flight propeller.
Background
In the aviation field, the propeller is widely used for the emission of combat equipment, and has the advantages of simple structure, large thrust, convenient use and maintenance and the like. In recent years, small-sized technology-verified aircraft with a propeller are increasingly widely used in the field of hypersonic technology research. A small aircraft using a propeller may have the following take-off modes: firstly, the air-jet engine is combined with a turbine engine, the turbine engine is used during take-off, and a propeller is used during air flight; secondly, the small aircraft is carried (boosted) to the high altitude by means of the large carrier for throwing (separating), and the propeller is ignited in the air to push the aircraft to continuously fly.
For the aerial delivery mode of the uploading machine, the propeller and the airborne system must be ensured to have extremely high safety, so that accidental ignition can not be caused in the ground transportation and the carrying and flying process of the uploading machine. The general solution idea of the existing airborne attack equipment is as follows: firstly, when the ground transportation and flying are carried out, the attack equipment system is in a power-off state, and before the ground transportation and flying are put in, the on-board attack equipment system is controlled to be electrified and activated through an engine, so that the electrified flight time of the on-board attack equipment is shortened as much as possible; secondly, after the attack equipment is put in, the separation before ignition can be ensured by a time sequence control method. The scheme is widely applied, and the ground state can not be triggered by mistake, but the possibility of false triggering before releasing still exists after the missile system is electrified.
How to prevent misfiring of a small aircraft with a propeller while the aircraft is flying is therefore a problem to be solved.
Disclosure of Invention
The purpose of the application is to provide a flight propeller safety control system and a flight propeller safety control method, so as to solve the problem of false ignition of a small aircraft with a propeller when a carrier is hung.
The technical scheme of the application is as follows: a safety control system of a flight propeller comprises a flight control computer, an ignition controller, an unlocking and ignition device, an onboard storage battery and a propulsion device; the device comprises a flight control computer, an on-board storage battery, an ignition controller, an ignition power supply circuit and a mechanical safety pin, wherein the flight control computer is electrically connected with the ignition controller, the flight control computer is also electrically connected with the inertial navigation assembly and the separation switch, the on-board storage battery is simultaneously electrically connected with the inertial navigation assembly, the flight control computer and the ignition controller and supplies power, the unlocking and ignition device comprises a safety state switch, a safety state switching actuator and an ignition power supply circuit, the safety state switch is electrically connected with the flight control computer, a first ignition power supply circuit and a second ignition power supply circuit which are arranged in parallel are arranged between the propulsion device and the ignition controller, the ignition power supply circuit is totally provided with two groups and respectively connected with the two groups of safety state switching actuators, and the first ignition power supply circuit and the second ignition power supply circuit are respectively provided with the mechanical safety pins fixed on a carrier hanger to form an ignition circuit switch, and the two groups of ignition power supply circuits are respectively electrically connected with different igniters on the propulsion device;
when the aircraft is in a flying state, the mechanical safety pin is inserted into the aircraft carrier rack, and the first ignition power supply loop and the second ignition power supply loop are controlled to be in a disconnected state; after the aircraft is put in from the carrier, the mechanical safety pin is separated from the carrier hanging frame, and the first power supply ignition circuit and the second power supply ignition circuit are simultaneously connected; the ignition controller can supply power to the unlocking and ignition device, and the safety state switch can collect state parameters of the two groups of safety state switching actuators and send the state parameters to the flight control computer in real time.
Preferably, the on-board battery is at a constant voltage of 28V.
As a specific embodiment, a safety control method for a flight propeller comprises the following steps:
the method comprises the steps of judging the state of an airplane in real time, when the airplane is in a flying state, keeping a mechanical safety pin inserted into a carrier hanging frame, enabling two ignition loop switches to be in an open state at the same time, and controlling a first ignition power supply loop and a second ignition power supply loop to be in a disconnected state;
when the aircraft is put in from the carrier, the mechanical safety pin is automatically separated from the carrier hanging frame, the two ignition loop switches are simultaneously placed in a closing state, and the first ignition power supply loop and the second ignition power supply loop are simultaneously connected;
after the mechanical safety pin is separated from the carrier hanging frame, a separation switch is triggered, and the flight control computer receives a separated instruction with low delay to form a necessary condition 1 of a propeller ignition instruction;
after the aircraft is put in from the carrier, the flight control computer receives the aircraft attitude information transmitted by the inertial navigation assembly in real time, and forms a necessary condition 2 of a 'propeller ignition' instruction;
when the necessary conditions 1 and 2 are met at the same time, the flight control computer sends a 'disarming' instruction to the ignition controller, the ignition controller supplies power to the insurance state switching actuator until two groups of ignition energizing circuits are simultaneously switched on, and after the ignition energizing circuits are switched on, the insurance state switch transmits 'unlocked' back to the flight control computer to form a necessary condition 3 of a 'propeller ignition' instruction;
the flight control computer starts timing after receiving the separated instruction, and the predetermined separated flight time is a necessary condition 4 for forming the ignition instruction of the propeller;
after the necessary conditions 1-4 of the ignition of the propeller are met, the flight control computer sends an ignition command to the ignition controller, the ignition controller continuously outputs constant voltage and current to two groups of ignition power-on loops, and the two groups of igniters detonate and ignite the propeller under the action of the current.
Preferably, when the requirements 1 and 2 are satisfied simultaneously, the ignition controller continuously supplies power to the safety state switching actuator for 1.5s; after the requirements 1-4 of the ignition of the propeller are met, the ignition controller continuously outputs constant voltage and current to the two groups of ignition energizing loops for a duration time not less than 0.2s.
Preferably, before the aircraft is separated from the propeller, the flight control computer detects the insurance status signal in real time to judge whether an unlocking instruction appears, and if so, the flight control computer immediately sends an insurance-up instruction to the ignition controller.
Preferably, after the aircraft is separated from the propeller, the inertial navigation assembly can acquire the acceleration information of the aircraft in real time, and judge whether the propeller works or not according to the acceleration information of the aircraft, if not, the flight control computer repeatedly and sequentially sends out 'disarming' and 'ignition' instructions; if the aircraft is still not working, the flight control computer continuously sends an insurance-up instruction to the ignition controller and enables the aircraft to enter a return-to-field recovery process.
Preferably, the ignition controller collects information in the ignition power-on loop after the igniter is detonated and judges whether the ignition power-on loop is short-circuited in real time, and if so, the ignition controller is automatically cut off.
The flight propeller safety control system and method comprise a flight control computer, an ignition controller, an unlocking and ignition device, an onboard storage battery and a propulsion device. A first ignition power supply loop and a second ignition power supply loop which are arranged in parallel are arranged between the propulsion device and the ignition controller, the ignition power-on loops are divided into two groups and are respectively connected with two groups of safety state switching actuators, and the first ignition power supply loop and the second ignition power supply loop are respectively provided with a mechanical safety pin fixed on a carrier rack to form an ignition loop switch; after the aircraft is put in from the carrier, the mechanical safety pin is separated from the carrier hanging frame, and the first power supply ignition circuit and the second power supply ignition circuit are simultaneously connected. After the separating switch and the inertial navigation assembly respectively send out a separated instruction and flight attitude information and send an ignition controller, the program is automatically ignited, so that the ignition stability is effectively realized.
Drawings
In order to more clearly illustrate the technical solutions provided by the present application, the following description will briefly refer to the accompanying drawings. It will be apparent that the figures described below are only some embodiments of the present application.
Fig. 1 is a schematic diagram of the overall structure of the present application.
1. A flight control computer; 2. an ignition controller; 3. unlocking and igniting the device; 4. an onboard storage battery; 5. a propulsion device; 6. an inertial navigation assembly; 7. a separation switch; 8. a safety state switch; 9. an insurance state switching actuator; 10. a mechanical safety pin; 11. a first ignition power supply circuit; 12. a second ignition power supply circuit; 13. an ignition energizing circuit; 14. an igniter.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
A flight propeller safety control system, as shown in fig. 1, comprises a flight control computer 1, an ignition controller 2, an unlocking and ignition device 3, an onboard storage battery 4 and a propulsion device 5.
The flight control computer 1 is electrically connected with the ignition controller 2, the flight control computer 1 is electrically connected with the inertial navigation assembly 6 and the disconnecting switch 7, the airborne storage battery 4 is electrically connected with the inertial navigation assembly 6, the flight control computer 1 and the ignition controller 2 at the same time and supplies power, the unlocking and ignition device 3 comprises a safety state switch 8, a safety state switching actuator 9 and an ignition electrifying loop 13, and the safety state switch 8 is electrically connected with the flight control computer 1.
A first ignition power supply loop 11 and a second ignition power supply loop 12 which are arranged in parallel are arranged between the propulsion device 5 and the ignition controller 2, two groups of ignition energizing loops 13 are shared and respectively connected with two groups of safety state switching actuators 9, mechanical safety pins 10 fixed on a carrier hanger are arranged on the first ignition power supply loop 11 and the second ignition power supply loop 12 to form an ignition loop switch, and the two groups of ignition energizing loops 13 are respectively electrically connected with different igniters 14 on the propulsion device 5.
When the aircraft is in a flying state, the aircraft is hung on a carrier aircraft, the carrier aircraft is the carrier aircraft, the mechanical safety pin 10 is inserted into a carrier aircraft hanging frame, and the first ignition power supply loop 11 and the second ignition power supply loop 12 are controlled to be in a disconnected state; after the aircraft is put in from the propulsion device 5, the mechanical safety pin 10 is separated from the carrier hanger, and the first power supply ignition circuit and the second power supply ignition circuit are simultaneously connected; the ignition controller 2 can supply power to the unlocking and ignition device 3, and the safety state switch 8 can collect state parameters of the two sets of safety state switching actuators 9 and send the state parameters to the flight control computer 1 in real time.
By adopting the mechanical safety pin 10 as an ignition circuit switch of the first power supply ignition circuit and the second power supply ignition circuit, whether the aircraft is thrown from the propulsion device 5 can be accurately judged by taking the mounting flight state of the aircraft and the throwing on the propulsion device 5 as a node triggered by the switch.
In this way, when the aircraft is in the mounted flight state, the possibility of false ignition is completely prevented by judging the states of the mechanical safety pins 10 in the first power supply ignition circuit and the second power supply ignition circuit.
The separating switch 7 and the inertial navigation assembly 6 respectively send out a separated instruction and flight attitude information after receiving the state of the aircraft thrown from the propulsion device 5; after receiving the separated instruction and the flight attitude information, the ignition controller 2 controls the ignition energizing circuit 13 to ignite, and performs propeller ignition at a preset separated flight time, so that program automatic ignition is realized through multiple insurance, and the stability of ignition is effectively realized.
And by adopting two groups of ignition loops controlled by double switches, program automatic ignition can be stably realized through power allocation when a small number of abnormalities occur in one group of ignition loops, so that reliability and safety are improved.
Preferably, the on-board battery 4 is at constant voltage 28V to ensure stable power supply.
As a specific implementation mode, the method also comprises a safety control method of the flight propeller, and specifically comprises the following steps:
step S100, judging the state of the aircraft in real time, and when the aircraft is in a flying state, keeping the mechanical safety pin 10 inserted into the carrier rack, and controlling the first ignition power supply circuit 11 and the second ignition power supply circuit 12 to be in an open state by simultaneously opening two ignition circuit switches;
step S200, when the aircraft is put in from the carrier, the mechanical safety pin 10 is automatically separated from the carrier hanging frame, the two ignition loop switches are simultaneously placed in a closing state, and the first ignition power supply loop 11 and the second ignition power supply loop 12 are simultaneously connected;
step S300, after the mechanical safety pin 10 is separated from the carrier hanging frame, the separation switch 7 is triggered, and the flight control computer 1 receives a separated instruction with low delay to form a necessary condition 1 of a propeller ignition instruction;
step S400, after the aircraft is put in from the carrier, the flight control computer 1 receives the aircraft attitude information transmitted by the inertial navigation assembly 6 in real time to form a necessary condition 2 of a 'propeller ignition' instruction;
step S500, when the necessary conditions 1 and 2 are met at the same time, the flight control computer 1 sends a 'disarming' instruction to the ignition controller 2, the ignition controller 2 supplies power to the insurance state switching actuator 9 until two groups of ignition energizing circuits 13 are simultaneously switched on, and after the ignition energizing circuits 13 are switched on, the insurance state switch 8 transmits 'unlocked' back to the flight control computer 1 to form a necessary condition 3 of a 'propeller ignition' instruction;
step S600, the flight control computer 1 starts timing after receiving the 'separated' instruction, and the predetermined separated flight time is a necessary condition 4 for forming the 'ignition of propeller' instruction;
in step S700, after the requirements 1-4 of the ignition of the propeller are met, the flight control computer 1 sends an ignition command to the ignition controller 2, the ignition controller 2 continuously outputs constant voltage and current to the two groups of ignition energizing circuits 13, and the two groups of igniters 14 detonate and ignite the propeller under the action of the current.
By setting 4 necessary conditions as the necessary conditions for ignition, the ignition of the propeller cannot be realized when any necessary condition is not met, so that the safety and the reliability are effectively improved.
Preferably, when the requirements 1 and 2 are satisfied simultaneously, the ignition controller 2 continues to supply power to the safety state switching actuator 9 for 1.5s, ensuring that the power supply is sufficient. After the requirements 1-4 of the ignition of the propeller are met, the ignition controller 2 continuously outputs constant voltage and current to the two groups of ignition energizing circuits 13 for a duration of not less than 0.2s so as to ensure the high efficiency of the ignition.
Preferably, before the aircraft is separated from the propeller, the flight control computer 1 detects the insurance status signal in real time to determine whether an "unlocked" instruction is generated, wherein the instruction represents that the mechanical insurance pin 10 is separated from the machine body, that is, an abnormality is generated, if so, the flight control computer 1 immediately sends an 'insurance up' instruction to the ignition controller 2, thereby effectively preventing false ignition of the propeller.
Preferably, after the aircraft is separated from the propeller, the inertial navigation assembly 6 can acquire the acceleration information of the aircraft in real time, and judge whether the propeller is operated or not according to the acceleration information of the aircraft, if not, the flight control computer 1 repeatedly and sequentially sends out 'arming' and 'ignition' instructions; if the aircraft is still not working, the flight control computer 1 continuously sends an 'up insurance' instruction to the ignition controller 2 and enables the aircraft to enter a return-to-field recovery process. The working state of the propeller is detected in a double-judgment mode, so that the ignition process can be stopped in time when the propeller is abnormal, and further loss is prevented.
Preferably, after the igniter 14 is detonated, the ignition controller 2 collects information in the ignition energizing circuit 13 and judges whether the ignition energizing circuit 13 is short-circuited in real time, if so, the ignition controller 2 is automatically cut off to prevent further loss after the short-circuit.
The last points to be described are: first, in the description of the present application, it should be noted that, unless otherwise specified and defined, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be mechanical or electrical, or may be a direct connection between two elements, and "upper," "lower," "left," "right," etc. are merely used to indicate relative positional relationships, which may be changed when the absolute position of the object being described is changed;
secondly: in the drawings of the disclosed embodiments, only the structures related to the embodiments of the present disclosure are referred to, and other structures can refer to the common design, so that the same embodiment and different embodiments of the present disclosure can be combined with each other under the condition of no conflict;
finally: the foregoing description of the preferred embodiments of the invention is not intended to limit the invention to the precise form disclosed, and any such modifications, equivalents, and alternatives falling within the spirit and principles of the invention are intended to be included within the scope of the invention.
Claims (7)
1. A flight propeller safety control system, characterized by: comprises a flight control computer (1), an ignition controller (2), an unlocking and ignition device (3), an onboard storage battery (4) and a propulsion device (5); the device comprises a flight control computer (1), an ignition controller (2), an inertial navigation assembly (6) and a disconnecting switch (7) are further electrically connected to the flight control computer (1), an onboard storage battery (4) is simultaneously electrically connected with the inertial navigation assembly (6), the flight control computer (1) and the ignition controller (2) and supplies power, an unlocking and ignition device (3) comprises a safety state switch (8), a safety state switching actuator (9) and an ignition energizing circuit (13), the safety state switch (8) is electrically connected with the flight control computer (1), a first ignition power supply circuit (11) and a second ignition power supply circuit (12) which are arranged in parallel are arranged between a propulsion device (5) and the ignition controller (2), the ignition energizing circuits (13) are respectively provided with two groups of safety state switching pins (10) which are fixed on a carrier rack, and form an ignition switch (14) which is respectively connected with the ignition device (14) on the ignition device (5);
when the aircraft is in a flying state, the mechanical safety pin (10) is inserted into the aircraft carrier, and the first ignition power supply loop (11) and the second ignition power supply loop (12) are controlled to be in a disconnected state; after the aircraft is put in from the carrier, the mechanical safety pin (10) is separated from the carrier hanging frame, and the first power supply ignition circuit and the second power supply ignition circuit are simultaneously connected; the ignition controller (2) can supply power to the unlocking and ignition device (3), and the safety state switch (8) can collect state parameters of the two groups of safety state switching actuators (9) and send the state parameters to the flight control computer (1) in real time.
2. The flight propeller safety control system of claim 1, wherein: the onboard storage battery (4) is of constant voltage 28V.
3. The safety control method of the flight propeller is characterized by comprising the following steps of:
the method comprises the steps of judging the state of an airplane in real time, when the airplane is in a flying state, keeping a mechanical safety pin (10) inserted into a carrier rack, enabling two ignition loop switches to be in an open state at the same time, and controlling a first ignition power supply loop (11) and a second ignition power supply loop (12) to be in a disconnected state;
after the aircraft is put in from the carrier, the mechanical safety pin (10) is automatically separated from the carrier hanging frame, the two ignition loop switches are simultaneously placed in a closing state, and the first ignition power supply loop (11) and the second ignition power supply loop (12) are simultaneously connected;
after the mechanical safety pin (10) is separated from the carrier hanging frame, a separation switch (7) is triggered, and the flight control computer (1) receives a separated instruction with low delay to form a necessary condition 1 of a propeller ignition instruction;
after the aircraft is put in from the carrier, the flight control computer (1) receives the aircraft attitude information transmitted by the inertial navigation assembly (6) in real time, and forms a necessary condition 2 of a 'propeller ignition' instruction;
when the requirements 1 and 2 are met at the same time, the flight control computer (1) sends a 'disarming' instruction to the ignition controller (2), the ignition controller (2) supplies power to the insurance state switching actuator (9) until two groups of ignition energizing loops (13) are simultaneously switched on, and after the ignition energizing loops (13) are switched on, the insurance state switch (8) transmits the 'unlocked' back to the flight control computer (1) to form a requirement 3 of a 'propeller ignition' instruction;
the flight control computer (1) starts timing after receiving the separated instruction, and the predetermined separated flight time is a necessary condition 4 for forming the ignition instruction of the propeller;
after the necessary conditions 1-4 of the ignition of the propeller are met, the flight control computer (1) sends an ignition command to the ignition controller (2), the ignition controller (2) continuously outputs constant voltage and current to the two groups of ignition power-on loops (13), and the two groups of igniters (14) detonate and ignite the propeller under the action of the current.
4. A method of controlling the safety of a flight propeller as claimed in claim 3, wherein: when the requirements 1 and 2 are met at the same time, the ignition controller (2) continuously supplies power to the insurance state switching actuator (9) for 1.5s; after the requirements 1-4 of the ignition of the propeller are met, the ignition controller (2) continuously outputs constant voltage and current to the two groups of ignition energizing loops (13) for a duration of not less than 0.2s.
5. A method of controlling the safety of a flight propeller as claimed in claim 3, wherein: before the aircraft is separated from the propeller, the flight control computer (1) detects the insurance state signal in real time, judges whether an unlocking instruction appears, and if so, the flight control computer (1) immediately sends an insurance-up instruction to the ignition controller (2).
6. A method of controlling the safety of a flight propeller as claimed in claim 3, wherein: after the airplane is separated from the propeller, the inertial navigation assembly (6) can acquire airplane acceleration information in real time, and judge whether the propeller works or not according to the airplane acceleration information, if not, the flight control computer (1) repeatedly and sequentially sends out 'disarming' and 'ignition' instructions; if the aircraft is still not working, the flight control computer (1) continuously sends an upper insurance instruction to the ignition controller (2) and enables the aircraft to enter a return-to-field recovery process.
7. A method of controlling the safety of a flight propeller as claimed in claim 3, wherein: and the ignition controller (2) acquires information in the ignition energizing circuit (13) after the igniter (14) is detonated, judges whether the ignition energizing circuit (13) is short-circuited in real time, and automatically cuts off the ignition controller (2) if the ignition energizing circuit is short-circuited.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311232915.0A CN117485571A (en) | 2023-09-22 | 2023-09-22 | Safety control system and method for flight propeller |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311232915.0A CN117485571A (en) | 2023-09-22 | 2023-09-22 | Safety control system and method for flight propeller |
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| CN117485571A true CN117485571A (en) | 2024-02-02 |
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| CN202311232915.0A Pending CN117485571A (en) | 2023-09-22 | 2023-09-22 | Safety control system and method for flight propeller |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118067400A (en) * | 2024-04-19 | 2024-05-24 | 哈尔滨工业大学 | Optical determination method for on-orbit ignition state of electron cyclotron resonance ion thruster |
-
2023
- 2023-09-22 CN CN202311232915.0A patent/CN117485571A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118067400A (en) * | 2024-04-19 | 2024-05-24 | 哈尔滨工业大学 | Optical determination method for on-orbit ignition state of electron cyclotron resonance ion thruster |
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