CN114180092A - Launching control system of catapult plane - Google Patents
Launching control system of catapult plane Download PDFInfo
- Publication number
- CN114180092A CN114180092A CN202111211306.8A CN202111211306A CN114180092A CN 114180092 A CN114180092 A CN 114180092A CN 202111211306 A CN202111211306 A CN 202111211306A CN 114180092 A CN114180092 A CN 114180092A
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- ejection rod
- switch
- control system
- retraction
- state
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- 238000012544 monitoring process Methods 0.000 claims description 10
- 238000013459 approach Methods 0.000 claims description 7
- 238000000034 method Methods 0.000 description 5
- 238000013461 design Methods 0.000 description 4
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 208000009205 Tinnitus Diseases 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 208000002173 dizziness Diseases 0.000 description 1
- 230000007717 exclusion Effects 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 208000024891 symptom Diseases 0.000 description 1
- 231100000886 tinnitus Toxicity 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F1/00—Ground or aircraft-carrier-deck installations
- B64F1/04—Ground or aircraft-carrier-deck installations for launching aircraft
- B64F1/06—Ground or aircraft-carrier-deck installations for launching aircraft using catapults
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Toys (AREA)
- Mechanical Control Devices (AREA)
Abstract
The application specifically relates to a control system that takes off of catapult aircraft includes: the ejection rod controls the switch and has a retraction state and a release state; when the ejection rod control switch is in a retraction state, the ejection rod is controlled to retract; when the ejection rod control switch is in a put-down state, the ejection rod is controlled to put down; the ejection rod retraction position proximity switch is arranged at the ejection rod retraction position; when the ejection rod is at the retraction position, the retraction position of the ejection rod is close to the switch for locking, and an ejection rod retraction in-place signal is output; when the ejection rod is not at the retraction position, the retraction position of the ejection rod is close to the switch for unlocking, and a signal for putting down the ejection rod is output; a landing gear switch having a stowed state and a deployed state; when the landing gear switch is in a down state, the landing gear is controlled to be down; the coordination controller is connected with the ejection rod retraction position proximity switch and the undercarriage switch; when the coordination controller monitors that the landing gear switch is in a retraction state, if the coordination controller monitors that the ejection rod is retracted in place, the coordination controller controls the landing gear to retract.
Description
Technical Field
The application belongs to the field of a takeoff control system of an ejection plane, and particularly relates to a takeoff control system of the ejection plane.
Background
The launching and retracting of the ejecting rod, the retracting and retracting of the undercarriage, the turning of the front wheel and the control of the flap are involved in the launching process of the ejecting plane, wherein the retracting and retracting of the ejecting rod are controlled through an ejecting rod control switch, the retracting and retracting of the undercarriage are controlled through an undercarriage switch, the turning of the front wheel is controlled through a front wheel turning control system, and the retracting and the releasing of the flap are controlled through a flap control system.
When the catapult aircraft takes off, an catapult lever control switch is required to be placed in a put-down state at first, an catapult lever is connected with a catapult drag shuttle, then the catapult lever control switch is placed in a retraction state to catapult and take off, after the catapult lever is separated from the catapult drag shuttle, the catapult lever is retracted to avoid friction between the catapult lever and the ground, after the aircraft takes off, an undercarriage switch is required to be placed in a retraction state to retract an undercarriage cabin, when the undercarriage is retracted, the catapult lever is required to be put down to avoid interference between the catapult lever and the undercarriage cabin, the process depends on manual operation of a pilot, so that the operation burden of the pilot is heavy, and in the catapult take-off process of the aircraft, the pilot bears great impact, so that adverse symptoms such as dizziness and tinnitus can be caused seriously, and the heavy operation burden is difficult to bear.
In the launching process of the catapult aircraft, before the catapult lever is separated from the catapult drag shuttle, the front wheel turning control system needs to be arranged in a pendulum reduction mode to enable the front wheel to automatically reduce the pendulum, and after the catapult lever is separated from the catapult drag shuttle, the front wheel turning control system needs to be arranged in an operation mode to manually control the front wheel to turn so as to avoid the aircraft from rushing out of a runway.
During the takeoff process of the catapult aircraft, the retraction and the extension of the landing gear and the retraction and the extension of the wing flap are continuously carried out, the landing gear switch is placed in a retraction state, when the landing gear is retracted, the wing flap is controlled to retract through the wing flap control system, when the landing gear switch is placed in a lowering state, the landing gear is lowered, the wing flap is controlled to be lowered through the wing flap control system, the abnormal situation that the landing gear is retracted, the wing flap is lowered, the landing gear is lowered and the wing flap is retracted cannot occur, the operation is manually realized by a pilot, the operation burden is heavy, the operation is very easy to operate abnormally, and the danger occurs.
The present application has been made in view of the above-mentioned technical drawbacks.
It should be noted that the above background disclosure is only for the purpose of assisting understanding of the inventive concept and technical solutions of the present invention, and does not necessarily belong to the prior art of the present patent application, and the above background disclosure should not be used for evaluating the novelty and inventive step of the present application without explicit evidence to suggest that the above content is already disclosed at the filing date of the present application.
Disclosure of Invention
It is an object of the present application to provide a catapult aircraft takeoff control system that overcomes or mitigates at least one aspect of the technical disadvantages known to exist.
The technical scheme of the application is as follows:
a catapult aircraft takeoff control system comprising:
the ejection rod controls the switch and has a retraction state and a release state; when the ejection rod control switch is in a retraction state, the ejection rod is controlled to retract; when the ejection rod control switch is in a put-down state, the ejection rod is controlled to put down;
the ejection rod retraction position proximity switch is arranged at the ejection rod retraction position; when the ejection rod is at the retraction position, the retraction position of the ejection rod is close to the switch for locking, and an ejection rod retraction in-place signal is output; when the ejection rod is not at the retraction position, the retraction position of the ejection rod is close to the switch for unlocking, and a signal for putting down the ejection rod is output;
a landing gear switch having a stowed state and a deployed state; when the landing gear switch is in a down state, the landing gear is controlled to be down;
the coordination controller is connected with the ejection rod retraction position proximity switch and the undercarriage switch; when the coordination controller monitors that the landing gear switch is in a retraction state, if the coordination controller monitors that the ejection rod is retracted in place, the coordination controller controls the landing gear to retract.
According to at least one embodiment of the present application, the above-mentioned catapult aircraft takeoff control system further includes:
the front wheel steering control system has a control mode and a swing reduction mode; when the front wheel turning control system is in a control mode, the front wheel can be manually controlled to turn; when the front wheel steering control system is in a swing reduction mode, the front wheel automatically reduces swing;
the coordination controller is connected with the front wheel turning control system;
when monitoring that the ejection rod is retracted to the position, the coordination controller controls the front wheel steering control system to switch to the control mode;
and when monitoring a signal that the ejection rod is put down, the coordination controller controls the front wheel steering control system to switch to a pendulum reduction mode.
According to at least one embodiment of the present application, the above-mentioned catapult aircraft takeoff control system further includes:
a flap control system having a manual control state and an automatic control state; when the flap control system is in a manual control mode, the flap can be retracted and put down through manual control;
a landing gear down position proximity switch disposed at the landing gear down position; when the undercarriage is in the down position, the approach switch at the down position of the undercarriage is locked, and a down-in-place signal of the undercarriage is output; when the undercarriage is not at the down position, the approach switch at the down position of the undercarriage is unlocked and a retraction signal of the undercarriage is output;
the coordination controller is connected with the aircraft flap control system and the undercarriage down position proximity switch;
when the coordination controller monitors that the flap control system is in an automatic state, if the landing gear is monitored to be put down in place, the coordination controller controls the aircraft flap to be put down; and if the landing gear retraction signal is monitored, controlling the flap to retract.
Drawings
Fig. 1 is a schematic diagram of a takeoff control system of an catapult aircraft provided in an embodiment of the present application.
For the purpose of better illustrating the embodiments, certain features of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; further, the drawings are for illustrative purposes, and terms describing positional relationships are limited to illustrative illustrations only and are not to be construed as limiting the patent.
Detailed Description
In order to make the technical solutions and advantages of the present application clearer, the technical solutions of the present application will be further clearly and completely described in the following detailed description with reference to the accompanying drawings, and it should be understood that the specific embodiments described herein are only some of the embodiments of the present application, and are only used for explaining the present application, but not limiting the present application. It should be noted that, for convenience of description, only the parts related to the present application are shown in the drawings, other related parts may refer to general designs, and the embodiments and technical features in the embodiments in the present application may be combined with each other to obtain a new embodiment without conflict.
In addition, unless otherwise defined, technical or scientific terms used in the description of the present application shall have the ordinary meaning as understood by one of ordinary skill in the art to which the present application belongs. The terms "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inner", "outer", and the like used in the description of the present application, which indicate orientations, are used only to indicate relative directions or positional relationships, and do not imply that the devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and when the absolute position of the object to be described is changed, the relative positional relationships may be changed accordingly, and thus, should not be construed as limiting the present application. The use of "first," "second," "third," and the like in the description of the present application is for descriptive purposes only to distinguish between different components and is not to be construed as indicating or implying relative importance. The use of the terms "a," "an," or "the" and similar referents in the context of describing the application is not to be construed as an absolute limitation on the number, but rather as the presence of at least one. The word "comprising" or "comprises", and the like, when used in this description, is intended to specify the presence of stated elements or items, but not the exclusion of other elements or items.
Further, it is noted that, unless expressly stated or limited otherwise, the terms "mounted," "connected," and the like are used in the description of the invention in a generic sense, e.g., connected as either a fixed connection or a removable connection or integrally connected; can be mechanically or electrically connected; they may be directly connected or indirectly connected through an intermediate medium, or they may be connected through the inside of two elements, and those skilled in the art can understand their specific meaning in this application according to the specific situation.
The present application is described in further detail below with reference to fig. 1.
A catapult aircraft takeoff control system comprising:
the ejection rod controls the switch and has a retraction state and a release state; when the ejection rod control switch is in a retraction state, the ejection rod is controlled to retract; when the ejection rod control switch is in a put-down state, the ejection rod is controlled to put down;
the ejection rod retraction position proximity switch is arranged at the ejection rod retraction position; when the ejection rod is at the retraction position, the retraction position of the ejection rod is close to the switch for locking, and an ejection rod retraction in-place signal is output; when the ejection rod is not at the retraction position, the retraction position of the ejection rod is close to the switch for unlocking, and a signal for putting down the ejection rod is output;
a landing gear switch having a stowed state and a deployed state; when the landing gear switch is in a down state, the landing gear is controlled to be down, wherein the landing gear is connected with the ejection rod;
the coordination controller is connected with the ejection rod retraction position proximity switch and the undercarriage switch; when the coordination controller monitors that the landing gear switch is in a retraction state, if the coordination controller monitors that the ejection rod is retracted in place, the coordination controller controls the landing gear to retract.
Based on the catapult aircraft takeoff control system, when the catapult aircraft takes off, the operation can be carried out according to the following steps:
the ejection rod control switch is put down, so that the ejection rod is connected with the ejection drag shuttle;
the ejection rod control switch is placed in a retracted state to perform ejection take-off, so that the ejection rod is separated from the ejection shuttle;
and placing the landing gear switch in a retraction state to retract the landing gear into the landing gear compartment.
For the takeoff control system of the catapult aircraft disclosed in the above embodiment, it can be understood by those skilled in the art that the design of the proximity switch for the retraction position of the catapult lever monitors whether the catapult lever is retracted in place, and the design coordination monitor can monitor that the landing gear switch is in the retracted state, and can control the retraction of the landing gear when monitoring that the catapult lever is retracted in place, so that the landing gear is retracted into the landing gear compartment, and the landing gear can be separated from the catapult drag shuttle after the catapult aircraft takes off, and a pilot only needs to place the landing gear switch in the retracted state without considering whether the catapult lever is retracted in place, thereby reducing the operation burden of the pilot.
In some optional embodiments, the above catapult aircraft takeoff control system further includes:
the front wheel steering control system has a control mode and a swing reduction mode; when the front wheel turning control system is in a control mode, the front wheel can be manually controlled to turn; when the front wheel steering control system is in a swing reduction mode, the front wheel automatically reduces swing;
the coordination controller is connected with the front wheel turning control system;
when monitoring that the ejection rod is retracted to the position, the coordination controller controls the front wheel steering control system to switch to the control mode;
and when monitoring a signal that the ejection rod is put down, the coordination controller controls the front wheel steering control system to switch to a pendulum reduction mode.
For the takeoff control system of the catapult aircraft disclosed in the above embodiment, as can be understood by those skilled in the art, the design coordination controller can control the front wheel steering control system to switch to the swing reduction mode when monitoring a signal that the catapult lever is put down, and control the front wheel steering control system to switch to the operation mode when monitoring a signal that the catapult lever is retracted in place, so that the mode of the front wheel steering control system can be associated with whether the catapult lever is retracted in place or not in place, that is, whether the catapult lever is separated from the catapult drag shuttle or not, thereby realizing the automatic switching of the mode of the front wheel steering control system, greatly reducing the operation burden of flight, and ensuring safety.
In some optional embodiments, the above catapult aircraft takeoff control system further includes:
a flap control system having a manual control state and an automatic control state; when the flap control system is in a manual control mode, the flap can be retracted and put down through manual control;
a landing gear down position proximity switch disposed at the landing gear down position; when the undercarriage is in the down position, the approach switch at the down position of the undercarriage is locked, and a down-in-place signal of the undercarriage is output; when the undercarriage is not at the down position, the approach switch at the down position of the undercarriage is unlocked and a retraction signal of the undercarriage is output;
the coordination controller is connected with the aircraft flap control system and the undercarriage down position proximity switch;
when the coordination controller monitors that the flap control system is in an automatic state, if the landing gear is monitored to be put down in place, the coordination controller controls the aircraft flap to be put down; and if the landing gear retraction signal is monitored, controlling the flap to retract.
For the takeoff control system of the catapult aircraft disclosed in the embodiment, a person skilled in the art can understand that the flap control system is designed to have an automatic control state besides a manual control state for keeping the manual control of the retraction and release of the flaps, and is also designed to have a landing gear lowering position approach switch for monitoring whether the landing gear is lowered in place or not.
For the takeoff control system of the catapult aircraft disclosed in the above embodiment, it can be further understood by those skilled in the art that three landing gear lowering position proximity switches are arranged at the lowering positions of the nose landing gear, the left landing gear and the right landing gear respectively, and when the coordinated controller monitors that the flap control system is in an automatic state, if three paths of landing gear lowering signals are monitored, the aircraft flap is controlled to be lowered; if any landing gear retraction signal is monitored, the flap is controlled to retract.
In addition, the catapult aircraft takeoff control system disclosed by the application can also be used for relevant control of retraction and extension of an aircraft catapult lever, retraction and extension of a landing gear, front wheel turning and flap retraction and extension when the aircraft flies and lands.
The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
Having thus described the present application in connection with the preferred embodiments illustrated in the accompanying drawings, it will be understood by those skilled in the art that the scope of the present application is not limited to those specific embodiments, and that equivalent modifications or substitutions of related technical features may be made by those skilled in the art without departing from the principle of the present application, and those modifications or substitutions will fall within the scope of the present application.
Claims (3)
1. A catapult aircraft takeoff control system, comprising:
the ejection rod controls the switch and has a retraction state and a release state; when the ejection rod control switch is in a retraction state, the ejection rod is controlled to retract; when the ejection rod control switch is in a put-down state, the ejection rod is controlled to put down;
the ejection rod retraction position proximity switch is arranged at the ejection rod retraction position; when the ejection rod is at the retraction position, the retraction position of the ejection rod is close to the switch for locking, and an ejection rod retraction in-place signal is output; when the ejection rod is not at the retraction position, the retraction position of the ejection rod is close to the switch for unlocking, and a signal for putting down the ejection rod is output;
a landing gear switch having a stowed state and a deployed state; when the landing gear switch is in a down state, the landing gear is controlled to be down;
the coordination controller is connected with the ejection rod retraction position proximity switch and the undercarriage switch; when the coordination controller monitors that the landing gear switch is in a retraction state, if the coordination controller monitors that the ejection rod is retracted in place, the coordination controller controls the landing gear to retract.
2. The catapult aircraft takeoff control system of claim 1,
further comprising:
the front wheel steering control system has a control mode and a swing reduction mode; when the front wheel turning control system is in a control mode, the front wheel can be manually controlled to turn; when the front wheel steering control system is in a swing reduction mode, the front wheel automatically reduces swing;
the coordination controller is connected with the front wheel turning control system;
when monitoring that the ejection rod is retracted to the position, the coordination controller controls the front wheel steering control system to switch to the control mode;
and when monitoring a signal that the ejection rod is put down, the coordination controller controls the front wheel steering control system to switch to a pendulum reduction mode.
3. The catapult aircraft takeoff control system of claim 1,
further comprising:
a flap control system having a manual control state and an automatic control state; when the flap control system is in a manual control mode, the flap can be retracted and put down through manual control;
a landing gear down position proximity switch disposed at the landing gear down position; when the undercarriage is in the down position, the approach switch at the down position of the undercarriage is locked, and a down-in-place signal of the undercarriage is output; when the undercarriage is not at the down position, the approach switch at the down position of the undercarriage is unlocked and a retraction signal of the undercarriage is output;
the coordination controller is connected with the aircraft flap control system and the undercarriage down position proximity switch;
when the coordination controller monitors that the flap control system is in an automatic state, if the landing gear is monitored to be put down in place, the coordination controller controls the aircraft flap to be put down; and if the landing gear retraction signal is monitored, controlling the flap to retract.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111211306.8A CN114180092B (en) | 2021-10-18 | 2021-10-18 | Catapult aircraft take-off control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111211306.8A CN114180092B (en) | 2021-10-18 | 2021-10-18 | Catapult aircraft take-off control system |
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| Publication Number | Publication Date |
|---|---|
| CN114180092A true CN114180092A (en) | 2022-03-15 |
| CN114180092B CN114180092B (en) | 2024-06-11 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202111211306.8A Active CN114180092B (en) | 2021-10-18 | 2021-10-18 | Catapult aircraft take-off control system |
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4880795B1 (en) * | 2011-05-20 | 2012-02-22 | 英治 川西 | Departing and landing aircraft, takeoff equipment and hull reduction equipment |
| CN110949659A (en) * | 2019-12-06 | 2020-04-03 | 江西洪都航空工业集团有限责任公司 | Trailing edge flap control method |
| CN212074403U (en) * | 2020-04-26 | 2020-12-04 | 陕西翊鑫航空科技有限公司 | Automatic remote control type aircraft auxiliary undercarriage |
| CN213768973U (en) * | 2020-12-08 | 2021-07-23 | 郴州市锐飞智能有限公司 | Unmanned aerial vehicle carries on manual and automatically regulated catapult angle's multipurpose catapult |
-
2021
- 2021-10-18 CN CN202111211306.8A patent/CN114180092B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4880795B1 (en) * | 2011-05-20 | 2012-02-22 | 英治 川西 | Departing and landing aircraft, takeoff equipment and hull reduction equipment |
| CN110949659A (en) * | 2019-12-06 | 2020-04-03 | 江西洪都航空工业集团有限责任公司 | Trailing edge flap control method |
| CN212074403U (en) * | 2020-04-26 | 2020-12-04 | 陕西翊鑫航空科技有限公司 | Automatic remote control type aircraft auxiliary undercarriage |
| CN213768973U (en) * | 2020-12-08 | 2021-07-23 | 郴州市锐飞智能有限公司 | Unmanned aerial vehicle carries on manual and automatically regulated catapult angle's multipurpose catapult |
Non-Patent Citations (1)
| Title |
|---|
| 无: "正常类、实用类、特技类和通勤类飞机适航规定", 《中国民用航空总局公报》, 2 June 2005 (2005-06-02), pages 2 - 118 * |
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| Publication number | Publication date |
|---|---|
| CN114180092B (en) | 2024-06-11 |
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