• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method and an optimized global management device for an energy network of an aircraft comprising a plurality of energy equipment, characterized in that it comprises a module 40 for selecting at least one objective (19 ) optimizing among a plurality of predetermined objectives, an equipment data receiving module (42), an aircraft data receiving module (41), and a setpoint determining module (43) (22). ) of operation of the energy equipment from the equipment data (21) and aircraft data (20) adapted to achieve at least one selected optimization objective (19).
    公开号:FR3019358A1
    申请号:FR1452648
    申请日:2014-03-27
    公开日:2015-10-02
    发明作者:Fabien Mercier-Calvairac；Antoine Drachsler；Romain Thiriet
    申请人:Turbomeca SA；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD OF THE INVENTION The invention relates to a method of optimized global management of an energy network of an aircraft. The invention also relates to a device adapted to implement a method according to the invention. 2. Background Art An aircraft comprises in known manner a plurality of energy equipment such as for example propellant engines, non-propulsive engines, energy sources, energy converters and energy storage. All these energy equipment forms the energy network of the aircraft. This energy is plural and includes different forms of energy such as electrical energy, hydraulic energy, pneumatic energy and mechanical energy. On most aircraft, particularly twin-engine helicopters, the propulsive power of the engines is uniformly distributed among the various engines to standardize engine wear. On a three-engine helicopter, the pilot has the option to voluntarily place a motor in standby during non-critical phases of the flight, with the aim of reducing fuel consumption. In other words, there are currently processes that aim to optimize either the fuel consumption of the engines or the service life of the engines. However, these optimization axes are limited to certain particular types of aircraft. In addition, there are no methods for optimizing other parameters, such as for example the acoustic comfort inside the aircraft, the stealth of the aircraft, the reactivity of the aircraft, the emissions of the aircraft, and generally any parameter that characterizes the aircraft. In addition, there are no methods for optimized joint management of the propulsive and non-propulsive energies of an aircraft. There is also no energy optimization process between the various engines of heat, electricity or other of a propulsion system of an aircraft. The inventors have therefore sought to provide an optimized overall management method of an energy network of an aircraft. 3. OBJECTIVES OF THE INVENTION The invention aims at providing an optimized global management method for an energy network of an aircraft. The invention aims in particular to provide such a method that adapts to all types of aircraft, in particular helicopters.
    [0002] The invention also aims at providing an optimized global management device for an energy network of an aircraft. 4. DISCLOSURE OF THE INVENTION To this end, the invention relates to an optimized global management method for an energy network of an aircraft comprising a plurality of energy equipment, characterized in that it comprises: a selection step at least one optimization objective among a plurality of predetermined objectives, a step of receiving information representative of the operations of said energy equipment, called equipment data, a step of receiving information representative of the operation of said aircraft, said aircraft data, a step of determining operating instructions of said energy equipment from said equipment data and said aircraft data adapted to achieve at least one selected optimization objective. A method according to the invention therefore makes it possible to provide the various energy equipment of an aircraft energy network with specific operating instructions which aim to meet a preselected optimization objective among a plurality of predetermined objectives. The determination of the operating instructions depends on information representative of the operation of the equipment and the aircraft. This ensures that the instructions do not jeopardize the safety of the flight. In addition, this makes it possible to adapt the instructions to the operational environment of the aircraft at a given moment. In other words, a method according to the invention makes it possible to optimize under constraints one or more parameters chosen, for example, by the pilot of the aircraft. The method therefore makes it possible to distribute the energy power of the aircraft in a specific manner (uniform or non-uniform) between the different equipment to achieve one or more optimization objectives. Advantageously and according to the invention, said setpoint determination step comprises: a sub-step of defining constraints to be respected by said energy equipment which are functions of said aircraft data and of each selected objective, a substep of collection, for each energy equipment, possible modes of operation which are functions of said constraints and said equipment data, an election sub-step, for each energy equipment, of an operating mode among said possible modes of operation. According to this aspect of the invention, the determination of the operating instructions of the energy equipment results from three subsequent steps.
    [0003] The first step (said sub-step of defining constraints) is a step in which the environment of the aircraft, characterized by the aircraft data and the targeted objectives, imposes certain constraints on the equipment of the network. For example, if the aircraft is in a critical flight phase, certain specific constraints are imposed on propulsion engines, such as, for example, the obligation to operate at a nominal speed.
    [0004] The second step (said substep of collection) is a step in which a short list of possible operating modes is established, based on the constraints imposed in the previous step and data representative of the state of the equipment. For example, if a propulsive engine has a temperature close to its limit temperature, some modes of operation can not be preselected. The third step (said substep election) is a step in which a mode is elected for each of the equipment from the short list of different modes of operation. This mode is associated with instructions for each device. These instructions can be of different types. It can for example be a power level, torque or speed of a propulsion engine. It can also be a temperature setpoint of an engine. It can also be an instruction to reach a particular engine speed. For example, in the case of a turbine engine of a helicopter, the regime to be achieved may be the regime known by the acronym PMD (Maximum Takeoff Power) or a specific standby mode and generally, any suitable engine speed to achieve selected optimization goals. Advantageously, a method according to the invention further comprises a step of calculating a magnitude representative of the benefit of each chosen optimization objective with respect to a default objective.
    [0005] This step provides, for example to the pilot, an indication of the effect of the targeted optimization goal against a default goal. Advantageously and according to this variant, said default objective is to distribute optimally according to the need for propulsive energy between said energy equipment.
    [0006] The default objective is the conventional objective targeted by the processes of the prior art. The invention therefore makes it possible to provide an indication of the advantage afforded by the mode of operation chosen with respect to the optimal distribution of power between the various propulsion engines. Advantageously and according to the invention, each optimization objective is targeted for a predetermined period of time.
    [0007] According to this variant, the targeted optimization objectives are for a predetermined period of time. Advantageously and according to this variant of the invention, said predetermined period of time is chosen from the group comprising a one-time instant, a predetermined time interval during a flight of the aircraft, a duration corresponding to a set of flight of the aircraft, for a period corresponding to a complete operation of the aircraft. This allows you to choose the duration of the targeted optimization. For example, it is possible to search for an instantaneous optimization of the behavior of the energy network. It is also possible to target an overall optimization on a complete mission of the aircraft. It is also possible to aim for an overall optimization over the entire lifespan of the aircraft. In the case of global optimization on a mission or over the entire lifetime of the aircraft, the algorithms implemented by the method are advantageously integrated with mission preparation or fleet management tools. These tools are installed, for example, among aircraft operators 'customers, aircraft integrators or accessible via a motorists' services Internet portal. Advantageously and according to the invention, said plurality of predetermined objectives comprises at least the following objectives: an objective of minimizing the fuel consumption by said equipment of said energy network, an objective of optimal distribution according to the need for propulsive energy between propulsion equipment of said energy network, an objective of maximizing the transient performance of said propulsion equipment of said energy network, an objective of maximizing the performance of the aircraft during short-duration phases of the take-off phase type, an objective of improvement of the accuracy of equipment health control operations, a goal of equipment, a goal of equipment. a minimization objective a minimization objective a minimization objective a minimization objective a minimization objective minimization of the maintenance costs of the resetting of the maintenance operations of the external noise generated by the aircraft, of the noise internal to the aircraft, of the infra-red surface of the aircraft, pollutant emissions, vibration levels A method according to the invention therefore makes it possible to optimize a certain number of parameters, among which parameters related to fuel consumption, cost-related parameters of the aircraft and the parameters related to the emissions of the aircraft. Advantageously and according to the invention, said plurality of energy equipment comprises at least the following equipment: propulsive engines of the aircraft, non-propulsive engines, energy sources, energy converters. The invention also relates to an optimized global management device for an energy network of an aircraft comprising a plurality of energy equipment, characterized in that it comprises: a module for selecting at least one optimization objective among a plurality of predetermined objectives, a module for receiving information representative of the operations of said energy equipment, called equipment data, - a module for receiving information representative of the operation of said aircraft, said aircraft data, - a module determining operating instructions of said energy equipment from said equipment data and said aircraft data adapted to achieve at least one selected optimization objective. Throughout the text, the term "module" denotes a software element, a subset of a software program that can be compiled separately, either for independent use, or to be assembled with other modules of a program, or a hardware element, or a combination of a hardware element and a software subprogram. Such a hardware element may include an application-specific integrated circuit (ASIC) or a programmable logic circuit or equivalent hardware. In general, a module is an element (software and / or hardware) that ensures a function. The selection module of the device according to the invention advantageously implements the step of selecting the method according to the invention and the step of selecting the method according to the invention is advantageously implemented by the module for selecting the device according to the invention. the invention. Likewise, the aircraft data reception modules and the equipment data advantageously implement the aircraft data reception and equipment data processing steps according to the invention, and these steps are advantageously implemented by the receiving modules of the device according to the invention. Similarly, the setpoint determination module advantageously implements the step of determining setpoints of a method according to the invention and the step of determining setpoints is advantageously implemented by the device determination module according to the invention. 'invention. Advantageously, a device according to the invention comprises a human-machine interface adapted to interact with said selection module so that an operator can select an optimization objective via the man-machine interface. Advantageously and according to the invention, said setpoint determination module comprises: a sub-module for definition of constraints to be respected by said energy equipment which are functions of said aircraft data and of each selected objective, a submodule of collection, for each energy equipment, 10 possible modes of operation which are functions of said constraints and said equipment data, an election sub-module, for each energy equipment, of an operating mode among said possible modes of operation . Advantageously, a device according to the invention further comprises a calculation module of a magnitude representative of the benefit of each chosen optimization objective with respect to a default objective. Advantageously and according to the invention, said man-machine interface is configured to make accessible to an operator information representative of said constraints and / or said possible modes of operation and / or said elected mode of operation and / or said determined instructions and / or said magnitude representative of the benefit of each objective. The human-machine interface thus allows an operator, such as a pilot of the aircraft, to select one or more optimization objectives which are then taken into account by the command determination module, in connection with possible constraints imposed by the aircraft, to define modes of operation of the different energy equipment adapted to achieve these objectives. Advantageously, this man-machine interface also makes it possible to provide the operator with information representative of the operating modes of the equipment.
    [0008] This information is for example displayed on dedicated pages of the dashboards via aircraft avionics. This information is provided, for example, in the form of synthetic indicators that enable the operator to verify that the propulsion engines are operating within their validated nominal limits, to verify that the equipment associated with propulsion engines such as electric motors Energy storage and control electronics also operate within their validated (in particular thermal) rated limits, and have information on the selected optimizations and the associated benefit.
    [0009] The invention also relates to an optimized overall management method of an energy network of an aircraft and a corresponding device characterized in combination by all or some of the characteristics mentioned above or below. 5. List of Figures Other objects, features and advantages of the invention will become apparent on reading the following description given solely by way of non-limiting example and which refers to the appended figures in which: FIG. 1 is a diagrammatic view of an optimized overall management method of an energy network of an aircraft according to one embodiment of the invention, FIG. 2 is a schematic view of an optimized global management device of an energy network of an aircraft according to an embodiment of the invention. 6. Detailed Description of an Embodiment of the Invention A method according to the invention comprises a step 10 of selecting at least one optimization objective from among a plurality of predetermined objectives. It also comprises a step 11 for receiving data 21 of equipment representative of the operations of the energy equipment and aircraft data representative of the operation of the aircraft.
    [0010] Finally, it comprises a step 12 of determining instructions 22 for operating the energy equipment adapted to achieve the selected optimization objectives. A method according to the invention is advantageously implemented by a device according to the invention which comprises, as represented in FIG. 2, a module 40 for selecting at least one optimization objective 19 from among a plurality of objectives. predetermined, an aircraft data reception module 41, an equipment data receiving module 42, and a power equipment operating setpoint determination module 43.
    [0011] In the following detailed description, the aircraft in question is a helicopter comprising at least two turboshaft engines. Each turbine engine comprises a free-turbine gas generator or linked turbine attached to an output shaft driven in rotation by the gas generator. The output shaft of each free turbine or linked turbine is adapted to set in motion a power transmission box (hereinafter referred to as the BTP acronym), which itself drives the rotor of the equipped helicopter, for example Variable pitch blades or other electromechanical or hydraulic devices The energy network of the helicopter includes, in addition to the turboshaft engines, energy storages, converters and non-propulsive engines.
    [0012] Of course, the embodiments described below in connection with such a helicopter can be adapted, mutatis mutandis, to other types of aircraft. The module for selecting an optimization objective is preferably a man-machine interface that allows a pilot operator, ground engineer in charge of the flight of the aircraft, etc. - select one or more optimization objectives. For example, according to one embodiment, it is a selection wheel of an objective among a plurality of proposed objectives. This interface also preferably comprises an information display screen 27 in the form of synthetic indicators allowing the operator to become acquainted with the instructions determined by the determination module 43. This interface also preferably makes it possible to provide information on the operating state of the various energy equipment of the energy network of the aircraft. According to the embodiment of the figures, the equipment data 21 comprises data 21a from the thermal machines of the energy network of the aircraft, data 21b of the electrical, hydraulic, pneumatic and pyrotechnic machines of the aircraft energy network and data 21c energy storage. The instructions 22 determined by the module 43 comprise instructions 22a for the thermal engines and instructions 22b for non-thermal engines.
    [0013] In addition, the module 43 for determining the setpoints 22a, 22b preferably comprises a sub-module 51 for defining the constraints to be respected by the energy equipment of the network of the aircraft which are functions of the aircraft data and of each objective 19 selected. This submodule 51 implements the step 14 of defining constraints of a method according to the invention. It further comprises a collection sub-module 52 for each energy equipment, possible modes of operation which are functions of the constraints provided by the submodule 43 and equipment data 21a, 21b, 21c. This sub-module 52 implements the step 15 of collection of possible modes of operation of a method according to the invention. Finally, it comprises a sub-module 53 for selecting, for each energy equipment, a mode of operating among the list 26 of the possible operating modes transmitted by the submodule 52. This submodule 53 implements the step 16 of election of an operating mode of a method according to the invention According to different variants , some modules can be grouped into a single module so that the constraint determination, collection of possible modes of operation and election algorithms can be grouped together on the engine or the aircraft side. Different architectures are possible.
    [0014] In addition, the device according to the invention comprises a calculation module of a magnitude representative of the benefit of the objective 19 selected with respect to a default objective of uniform distribution of energy. This calculation module is preferably the submodule 53 which knows the chosen mode of operation. According to one embodiment of the invention, the plurality of selectable predetermined targets includes fuel consumption objectives, aircraft operating cost objectives, and aircraft emissions objectives. . According to one embodiment of the invention, the objectives related to fuel consumption comprise the following objectives: (i) a goal 10 of minimizing fuel consumption by the equipment of said energy network; (ii) an objective of optimum distribution of propulsive energy between propulsion equipment of the energy network; (iii) an objective of maximizing the transient performance of the propulsion equipment of the energy network, especially during short-duration phases of the take-off phase type. (i) Objective of Minimizing Fuel Consumption In the case of the selection of an objective of minimizing the fuel consumption by the network equipment, the aircraft data and the equipment data received by modules 41, 42 are the following: Expected profile of the mission (duration, distance, altitudes / flight levels), Flight conditions (temperature, pressure, velocities), Aircraft mass in real time, 25 Ground height, Sampling level (P3, electrical, mechanical, thermal), Motor parameters for control, - Health monitoring parameters (state of charge of storage facilities, storage temperatures, temperatures of start-up motors, etc.). The output setpoint determination module 43 is configured to provide the following instructions: Power distribution setpoint between the motors, Speed setpoint in rpm of the motor (s) (primary shaft and / or secondary shaft) to be put on standby according to a predetermined standby mode. Such a standby mode is for example a standby mode described in the patent application FR1363316 filed in the name of the applicant, operating instruction of non-propulsion system equipment such as a power supply of an electric motor of standby mode assistance for turboshaft engines. In addition, the man-machine interface 40 is configured to provide the pilot with the following information: number of thermal engines in operation, benefit of the selected management mode relative to the symmetrical management mode corresponding to the default objective, recommendation of Flight speed and altitude, Recommended distribution of pneumatic and electrical samples between the different engines. The operating mode designated by the determination module 43 makes it possible, for example, to provide the ideal flight speed to reduce consumption and / or to provide the ideal flight altitude to reduce consumption (eg to go down a little to be able to watch a motor, mount a little to increase the thermal level of use of the engine (s). (ii) Purpose of Maximizing Propulsive Transient Performance When selecting a transient performance maximization goal to improve aircraft responsiveness, for example to improve obstacle avoidance performance , the aircraft data and the equipment data 21 received by the modules 41, 42 are the following: - Flight conditions (temperature, pressure), sampling level (P3, electrical, mechanical, thermal), internal parameters motor for regulation, Health monitoring parameters (State of charge of storage facilities, Storage temperature, Start-up motor temperatures, ...). The module 43 for determining output setpoints is configured to provide the following instructions: Propulsive and non-propulsive power distribution setpoint between the motors, speed setpoint in rpm of the motor (s) (primary and / or secondary shaft) in standby, Operating instructions for the non-propulsion system equipment (management of servitudes such as electrical and pneumatic removals).
    [0015] In addition, the man-machine interface 40 is configured to provide the pilot with the following information: Pilot information (number of engines in operation), Benefit of the management mode compared to the symmetric management mode.
    [0016] This allows, for example, to ensure a transient load shedding of the mechanical sample on the gas generator due to the electrical sampling on one or more turbomachines. This allows use during this period, the electrical storage to ensure the continuity of supply, or transient load shedding of the pneumatic sample on one or more turbomachines. This allows suppression during this period comfort functions powered by it. This also helps to provide deceleration assistance for the gas generator to minimize overspeed. In the case of a twin-engine helicopter, the instructions can aim at a mechanical power injection from the storage unit to the engine gas generator. In the case of a three-engine helicopter comprising two large engines and a small engine, these instructions can aim at a mechanical power injection from the small engine (and / or from a storer) to the gas generators of large engines. It can also be a power injection from the gas generators of large engines to the free turbine of the small engine or to a storer. (iii) Objective of maximizing the performance of the aircraft during short phases of the type take-off phase In the case of the selection of a goal of maximizing the transient performance of propulsion equipment (as in the course of a take-off phase), the aircraft data and the equipment data received by the modules 41, 42 are as follows: Flight conditions (temperature, pressure) Aircraft mass in real time, ground height, Sampling level (P3, electrical, mechanical, thermal), Internal parameters of the motors for the regulation, - Health monitoring parameters (state of charge of the storers, temperatures of the storers, temperatures of the starter motors, ...). The output setpoint determination module 43 is configured to provide the following instructions: Propulsive and non-propulsive power distribution setpoint between the engines, Authorization (release) by AEO (Ail Engines Operative) or OEI (One Engine Inoperative), operating setpoint of non-propulsion system equipment. In addition, the man-machine interface 40 is configured to provide the pilot with the following information: - Number of engines in operation and allowed speeds for each engine, - Benefit of the management mode compared to the symmetrical management mode. This objective can for example lead to the injection of power for 5 to 30s on the gas generator via an electric motor powered from a storage or APU or directly via one of the engines on the other. It can also lead to the injection of power for 5 to 30 seconds on the free turbine shaft via an electric motor powered from a storage or APU or directly via one of the engines on the others. It also allows the definition of different regimes structures for each engine that will be activated according to the type of mission of the helicopter. Other types of objectives related to the optimization of fuel consumption are possible. For example, an objective of improving the accuracy of the engine health control operations may be provided. Such an objective aims to be able to modify the power distribution between engines to improve the accuracy of the Motor Health Check by performing this operation at a sufficiently high speed on the engine concerned and by removing vagueness factors such as non-propulsive sampling type air bleed or mechanical / electrical power draw that can be tilted to another motor. Motor Health Control operations can also be enriched in terms of vibration health control by exploiting operating modes that can be used to misalign the motors in order to go to specific speeds or to perform scans in revs. According to one embodiment of the invention, the objectives related to minimizing operating costs include: (iv) a goal of minimizing operating costs. (iv) Operating Cost Minimization Objective In the case of the selection of an aircraft operating cost minimization objective, the aircraft data and the equipment data received by the modules 41, 42 are as follows: - Flight conditions (Temperature, Pressure, Speeds), - Aircraft mass in real time, Number of passengers or commercial charge, Internal parameters of engines for regulation, - Health monitoring parameters ( State of charge of the storers, Temperatures of the storers, Temperatures of the starting motors, ...), Counter of damage, Counter of cycles for fatigue oligocyclic. The module 43 for determining output setpoints is configured to provide the following instructions: Setpoint of power distribution between the motors, setpoint speed in rpm of the engine (s) (primary shaft and / or secondary shaft) in standby, setpoint operation of non-propulsion system equipment (power supply of an electric motor in gearing mode). In addition, the human-machine interface 40 is configured to provide the pilot with the following information: Benefit of the management mode compared to the symmetrical management mode, - Recommendation of flight speed and altitude. This objective may for example be aimed at minimizing the number of cycles or not exceeding certain internal temperatures of the turbomachines. Other types of goals related to minimizing costs are possible. For example, it may be desirable to minimize the direct operational costs of engines or aircraft (combination of maintenance costs and fuel costs). It may also be desired to reset the engine or helicopter maintenance operations: the use of asymmetrical operating modes between engines induces damage and consumption in different cycles between the engines installed on the same aircraft. If it is desired to delay the maintenance operations on one of the engines (for example, which would be close to one of the limitations requiring a maintenance operation), it is possible to conceive a logic that saves this engine in favor of engines with more than one engine. margin in maintenance operation. A similar mode can be proposed to save the BTP of a helicopter that can age differently depending on the level of asymmetry between the different inputs corresponding to different engines. The invention can also provide logic to optimize emissions. In particular, asymmetric operating modes give one or more degrees of freedom (via the power distribution between engines) to minimize different signatures of the aircraft and its engines.
    [0017] Thus, according to one embodiment of the invention, an objective of minimizing external noise is provided. Depending on the acoustic characteristics of the various engine and aircraft sources and the knowledge of a mapping of the surrounding terrain, it is possible to determine at any moment the power distribution between engines minimizing the perceived noise of a given point.
    [0018] According to one embodiment of the invention, an objective of minimizing internal noise is provided. Depending on the acoustic characteristics of the various engine and aircraft sources and the transfer characteristic of the aircraft, it is possible to determine the power distribution between engines minimizing the noise perceived inside the aircraft.
    [0019] According to one embodiment of the invention, there is provided a goal of minimizing the Infra-Red Area (IRS). Using engine performance models and exhaust characteristics, it is possible to construct an SIR estimator that can be minimized by adjusting the power distribution between engines in each phase of flight.
    [0020] According to one embodiment of the invention, an objective of minimizing polluting emissions (CO2, CO, NOx, unburnt, etc.) is provided. Using the engine emission models, it is possible to evaluate the instantaneous pollutant emissions that can be minimized by adjusting the power distribution between engines in each phase of flight. In the event of the establishment of a system of taxation of pollutant emissions, an economic model can be developed to assess the amount of taxes owed by the operator in fulfillment of his mission. According to one embodiment of the invention, an objective of minimizing vibratory levels is provided. Depending on the vibratory characteristics of the various sources of motor and aircraft excitation and the transfer characteristic of the aircraft, it is possible to determine the power distribution between the motors that minimizes the vibratory level at a given point of the aircraft. The invention is not limited to the embodiments described. In particular, other optimization objectives and associated logic can be integrated in a device and a method according to the invention.
    权利要求:
    Claims (13)
    [0001]
    REVENDICATIONS1. Optimized global management method for an energy network of an aircraft comprising a plurality of energy equipment, characterized in that it comprises: a step (10) for selecting at least one objective (19) for optimization among a plurality of predetermined objectives, - a step (11) for receiving information representative of the operations of said energy equipment, said equipment data (21), and receiving information representative of the operation of said aircraft, said data (20) of aircraft, - a step (12) for determining the operating instructions (22) of said energy equipment from said equipment data (21) and said aircraft data (20) adapted to reach the least one optimization objective (19) selected.
    [0002]
    2. Method according to claim 1, characterized in that said step (12) of determination of instructions comprises: - a sub-step (14) of definition of constraints to be respected by said energy equipment which are functions of said data (20) each selected objective (19), - a substep (15) of collection, for each energy equipment, of possible modes of operation which are functions of said constraints and said equipment data (21), - a substep (16) of election, for each energy equipment, of an operating mode among said possible modes of operation.
    [0003]
    3. Method according to one of claims 1 or 2, characterized in that it further comprises a step of calculating a magnitude representative of the benefit of each chosen optimization objective with respect to a default objective.
    [0004]
    4. Method according to claim 3, characterized in that said default objective is to distribute optimally, depending on the need, the propulsive energy between said energy equipment.
    [0005]
    5. Method according to one of claims 1 to 4, characterized in that each objective (19) optimization is targeted for a predetermined period of time.
    [0006]
    6. Method according to claim 5, characterized in that said predetermined lapse of time is chosen from the group comprising a one-time instant, a predetermined time interval during a flight of the aircraft, a duration corresponding to the whole. of a flight of the aircraft, for a duration corresponding to a complete operation of the aircraft.
    [0007]
    7. Method according to one of claims 1 to 6, characterized in that said plurality of predetermined objectives comprises at least the following objectives: an objective of minimizing the fuel consumption by said equipment of said energy network, a distribution objective optimal, depending on the need, the propulsive energy between propellant equipment of said energy network, an objective of maximizing the transient performance of said propellant equipment of said energy network, an objective of maximizing the performance of the aircraft during phases short durations of the takeoff phase type, an objective of improving the accuracy of equipment health control operations, a goal of minimizing maintenance costs of equipment, a goal of resetting equipment maintenance operations. an objective of minimizing the external noise generated by the aircraft, an objective of minimizing the noise internal to the aircraft, an objective of minimizing the infra-red surface of the aircraft, - a goal of minimizing the polluting emissions, - a goal of minimizing vibration levels.
    [0008]
    8. Method according to one of claims 1 to 7, characterized in that said plurality of energy equipment comprises at least the following equipment: - propulsive engines of the aircraft, - non-propulsive engines, - sources of energy, - energy converters.
    [0009]
    9. Optimized global management device for an energy network of an aircraft comprising a plurality of energy equipment, characterized in that it comprises: a module (40) for selecting at least one objective (19) for optimization among a plurality of predetermined objectives, a module (42) for receiving information representative of the operations of said energy equipment, called equipment data (21a, 21b, 21c), - a module (41) for receiving information representative of the operation of said aircraft, said data (20) aircraft, - a module (43) for determining the setpoints (22a, 22b) of operation of said energy equipment from said data (21a, 21b, 21c) of equipment and said aircraft data (20) adapted to achieve at least one selected optimization objective (19).
    [0010]
    10. Device according to claim 9, characterized in that it comprises a man-machine interface adapted to interact with said module (40) of selection so that an operator can select an objective (19) optimization by the through the human-machine interface.
    [0011]
    11. Device according to one of claims 9 or 10, characterized in that said setpoint determination module comprises: - a sub-module (51) for defining constraints (25) to be respected by said energy equipment which are functions of said data (20) of aircraft and each objective (19) selected, - a collection sub-module (52), for each energy equipment, of possible modes of operation which are functions of said constraints (25) and said data (21a). , 21b, 21c) of equipment, - a sub-module (53) election, for each energy equipment, an operating mode among said possible modes of operation.
    [0012]
    12. Device according to one of claims 9 to 11, characterized in that it further comprises a calculation module of a magnitude representative of the benefit of each optimization objective (19) chosen with respect to a default objective .
    [0013]
    13. Device according to claims 10, 11 and 12 taken together, characterized in that said man-machine interface is configured to make accessible to an operator information (27) representative of said constraints and / or said possible modes of operation and / or of said elected mode of operation and / or said determined setpoints and / or of said magnitude representative of the benefit of each objective.
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    同族专利:
    公开号 | 公开日
    KR20160138019A|2016-12-02|
    JP6598792B2|2019-10-30|
    FR3019358B1|2016-03-18|
    KR102283714B1|2021-07-30|
    EP3123254A1|2017-02-01|
    CN106462116B|2019-11-05|
    RU2016137294A3|2018-10-09|
    RU2016137294A|2018-04-27|
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    US20170131687A1|2017-05-11|
    CA2942639A1|2015-10-01|
    RU2695002C2|2019-07-18|
    WO2015145044A1|2015-10-01|
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    US10338540B2|2019-07-02|
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    法律状态:
    2015-03-16| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-02| PLFP| Fee payment|Year of fee payment: 3 |
    2017-02-10| PLFP| Fee payment|Year of fee payment: 4 |
    2017-09-01| CD| Change of name or company name|Owner name: SAFRAN HELICOPTER ENGINES, FR Effective date: 20170727 |
    2018-02-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-02-20| PLFP| Fee payment|Year of fee payment: 7 |
    2021-02-19| PLFP| Fee payment|Year of fee payment: 8 |
    2022-02-18| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1452648A|FR3019358B1|2014-03-27|2014-03-27|METHOD FOR OPTIMIZED GLOBAL MANAGEMENT OF AN AIRCRAFT ENERGY NETWORK AND CORRESPONDING DEVICE|FR1452648A| FR3019358B1|2014-03-27|2014-03-27|METHOD FOR OPTIMIZED GLOBAL MANAGEMENT OF AN AIRCRAFT ENERGY NETWORK AND CORRESPONDING DEVICE|
    PCT/FR2015/050700| WO2015145044A1|2014-03-27|2015-03-20|Method of optimized global management of an energy network of an aircraft and corresponding device|
    RU2016137294A| RU2695002C2|2014-03-27|2015-03-20|Method for optimized global control of aircraft power network and corresponding device|
    JP2016558174A| JP6598792B2|2014-03-27|2015-03-20|Method and corresponding apparatus for optimizing comprehensive management of an aircraft energy network|
    CA2942639A| CA2942639A1|2014-03-27|2015-03-20|Method of optimized global management of an energy network of an aircraft and corresponding device|
    US15/127,381| US10338540B2|2014-03-27|2015-03-20|Method of optimized global management of an energy network of an aircraft and corresponding device|
    EP15717553.0A| EP3123254A1|2014-03-27|2015-03-20|Method of optimized global management of an energy network of an aircraft and corresponding device|
    KR1020167025775A| KR102283714B1|2014-03-27|2015-03-20|Method of optimized global management of an energy network of an aircraft and corresponding device|
    CN201580015216.8A| CN106462116B|2014-03-27|2015-03-20|Optimize overall management method and the corresponding device of the energy supply network of aircraft|
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