ALARM DEVICE FOR A TILT SIGNAL GYROVAN PILOT USING A "TRIM CYLINDER" CONNECTED TO A FLIGHT C

专利摘要:
The present invention relates to a method of implementing a tactile signal warning device equipping a flight control device (4) driven by the man equipping a rotorcraft. The warning device uses a "trimmer cylinder" (10) motorized (12) anchor generating a force resistant against the drive of the flight control member (4). The warning device comprises an alert unit (13) generating, as a function of a power margin (MP1) calculated by a predictive unit (14) in accordance with a current regulation regime of the engine group (1) and condition of a state data item (28) identifying the deactivation in upper operating mode of an autopilot (9), an activation command (25) of the "trim cylinder" (10) according to the conditions of of the flight control member (4) identified by a force management unit (15).
公开号:FR3021627A1
申请号:FR1401235
申请日:2014-05-28
公开日:2015-12-04
发明作者:Florence Sandri
申请人:Airbus Helicopters SAS；
IPC主号:

专利说明:

[0001] 1 Device for alerting a rotorcraft pilot by tactile signals, using a "trim cylinder" connected to a flight control member. The present invention is in the field of flight control systems fitted to rotorcraft to change the pitch of the blades of a main rotor providing at least lift of the rotorcraft. The present invention more particularly relates to such flight control systems comprising a tactile signal warning device warning a pilot of the rotorcraft of an excessive request for mechanical power to be provided by a group of 10 engines equipping the rotorcraft for at least drive the main rotor. It is recalled that rotorcraft are rotary wing aircraft (s) whose at least lift is provided by at least one main rotor with substantially vertical drive axis. In the specific context of a helicopter, the main rotor provides not only the lift of the rotorcraft, but also its propulsion in any directions of advancement. Rotorcraft are also commonly equipped with an anti-torque device providing their yaw guide, such as at least one rotor 20 with substantially horizontal drive axis. Such an auxiliary rotor is for example a rear rotor or may be formed of a propeller propeller in the context of a helicopter at high propulsion speed in translation. The rotor or rotors fitted to the rotorcraft are rotated by a motorization unit. The flight behavior of the rotorcraft can be modified by a pilot of the rotorcraft operating a cyclic and / or collective variation of the pitch of the blades constituting the rotary wing of the rotor or rotors. More particularly, the blades are maneuverable by the pilot around an individual axis of variation of 30 steps extending along their main direction of extension. 3021627 2 The rotorcraft pilot is potentially a human pilot generating manual flight controls and / or autopilot generating automated flight controls. As regards more particularly the main rotor, a variation of the cyclic pitch of the blades induces a modification of the behavior of the rotorcraft in attitude, and more particularly selectively in pitch and / or roll. A variation of the collective pitch of the blades induces a modification of the lift force of the rotorcraft provided by the main rotor and / or makes it possible to guide the rotorcraft along the axis of gravity. In order to generate the manual flight controls causing pitch variation of the main rotor blades, the human pilot operates master control chains which he maneuvers by manually (as opposed to an automated drive) driving of the flight control members. The blades are pivotally operable by the main control chains around an individual axis of variation of pitch, by means of a dual-plate mechanism mounted axially movable and ball joint on a mast carrying the rotor. The double deck comprises an upper plate connected to the blades via rods of variation of their pitch and rotatably mounted on a lower plate connected to the main control chains. Conventionally to vary the collective pitch of the main rotor blades, the flight control member is typically arranged as an operating step lever of a first main control chain causing an axial displacement of the double plate. In order to vary the cyclic pitch of the main rotor blades, the flight control member is typically arranged as a joystick for actuating a second main control chain causing a tilting of the double deck. In general, the main control chains implement hydraulic servocontrols maneuvering the main rotor blades about their pitch variation axis from the flight controls generated by the human pilot by means of the flight control members. . The operation of such servocontrols allows the pilot to pivotally maneuver the main rotor blades around their respective axes of variation of steps with precision and without major effort. It should be noted, however, that despite the assistance provided by the servocontrols for maneuvering the blades, the human pilot must provide sufficient flight control drive forces to overcome any possible major or minor friction between the different aircraft. components of the main control chain.
[0002] In order to generate the automated flight controls, the rotorcraft is equipped with auxiliary control chains implementing the autopilot, an auxiliary control chain being assigned to each of the rotorcraft advance axes. According to a simplified arrangement of said ancillary control chains, the autopilot is operated according to at least operating modes, commonly referred to as "basic modes", providing assistance in stabilizing the advancement of the rotorcraft respectively at least in pitch. , in roll and yaw. According to an improved arrangement of said ancillary control chains, the autopilot is operated according to modes of operation, commonly referred to as "higher modes", respectively providing guidance of the rotorcraft along its various axes of advance in pitch, roll, lace and along the axis of gravity.
[0003] Depending on the equipment of the rotorcraft, the autopilot is capable of providing at least said basic functional mode and / or the higher mode. To cause pitch variation of the main rotor, the autopilot generates actuator activation commands in engagement with a given main control chain. Such actuators commonly include cylinders, including a jack commonly referred to as "trim cylinder" and a jack commonly referred to as "series cylinder". For a given main control chain, the "trim ram" is typically connected with the flight control member in parallel with the main control line. The "trim cylinder" is dedicated to the operation of the main control chain following displacements that can be consistent.
[0004] According to a current embodiment, the "trim cylinder" is currently used to transmit a feeling of effort to the pilot in response to pivoting maneuvers of the blades that the pilot operates via the flight control member. . For this purpose, the "trim cylinder" incorporates a force feedback system 20 generating a force resistant against a human drive of the flight control member, according to the current position in pivoting of the blades around their axis of variation of pitch. The force return system currently uses at least one "trim cylinder" motor, or even a clutch mechanism and, incidentally, means with elastic deformation as arranged in spring. When activated, the force feedback system causes the "trim actuator" to anchor on the main control chain, thereby allowing the "trim ram" to generate the said resistance force against the drive. the man of the flight control organ.
[0005] 3021627 5 The anchoring of the "trim cylinder" on the main control chain is in particular effected by means of a clutch mechanism selectively causing either an anchorage of the "trim cylinder" on the main control chain in position. engaged 5 is a release of the main control chain of the grip exerted by the "trim cylinder" in the disengaged position. The human pilot currently has a function of inhibiting the implementation of the force feedback system, known under the name "trim release", to break the anchoring of the "trim cylinder" on the main chain of ordered. The anchoring of the "trim cylinder" on the main control chain is in particular achieved by activation of the engine and / or possibly by means of the clutch mechanism. When the "trim cylinder" is in an anchoring situation, a rotation of the engine 15 under the control of an identification of the flight controls operated by the human pilot through the flight control member allows said resistance force to be varied, either directly or, as the case may be, via elastically deformable means.
[0006] Under these conditions, it is to distinguish different types of "trim cylinder" commonly classified according to their structure and their own operating methods aimed in particular to generate said resistant force. The following types of "trim cylinders" will be noted, among others: -) "Trim cylinders" of the motorized passive friction type providing a constant resistance force independent of the position of the flight control member. 3021627 6 -) Motorized "trim cylinders" with anchorage providing a variable resistive force against operation of the main control chain by the man-driven flight control device.
[0007] The resisting force opposed by a motorized "trim cylinder" anchor varies under the effect of the activation of the motorization of the "trim cylinder". The activation of said motorization of the "trim cylinder" makes it possible to vary the opposite force gradient by the "trim cylinder" against a human drive of the flight control member. The force gradient opposite the "trim cylinder" is determined in particular by the relative position between the anchor position of the "trim cylinder" on the main control line and the current position of the flight control member. . Furthermore, among the motorized "trim cylinders" with anchoring, it is possible to distinguish between motorized "trim rims" with passive type anchoring and motorized "trim rims" with anchoring of active type according to the methods used to generate said resistant force. In the case of a motorized "trimmer cylinder" anchor passive type, said resistant force is produced by means of a prestressed spring 20 more or less placed under tension by activation of the engine. The preload of the spring provides driving comfort by offsetting the friction of the main control chain. In the case of an active motor-type "trimmer" with anchor, said resistant force is directly produced by the motorization of the "trimmer cylinder" which opposes a resistant torque against a maneuver of the chain. main control. The motorization of the "trim cylinder" also makes it possible to provide said driving comfort by offsetting the friction of the main control chain by generating a resisting torque of given value.
[0008] 3021627 7 The "series cylinder" is typically placed in series on the main control chain, being dedicated to the operation of the main control chain following more modest and faster displacements than those caused by the "trim cylinder".
[0009] 5 Furthermore, the rotorcraft engine group includes one or more combustion engines, including turboshaft engines. The current operating speed of the motorization unit is placed under the control of a control unit according to different control regimes identified according to a nominal regulation regime commonly referred to as the AEO regime (according to the English acronym Operative Engine). The regulation of the operating mode of the motorization unit makes it possible to avoid deterioration of the motor (s) as a result of an excessive exploitation of the capabilities of the power unit to provide the mechanical power required by the rotorcraft. Several limiting criteria are taken into account by the control unit to avoid such excessive exploitation. Among such limitation criteria, particular mention will be made of: -) a criterion for limiting the temperature of the gases leaving the high-pressure turbine of the turbine engine or engines, -) a criterion for limiting the speed of the gas generator and / or the free turbine driven by the gases at the outlet of the high-pressure turbine, and -) a torque limiting criterion at the input of a main power transmission box 25 on which the rotor or rotors are engaged for their training. . Moreover, in the AEO regime, different specific operating modes of the engine group are usually defined according to the flight phases of the rotorcraft.
[0010] Among these specific regulatory regimes under the AEO regime, particular mention will be made of: -) a PMC regime (defined by the French acronym, Maximum Continuous Power), which defines the maximum continuously permitted speed of the engine or engines according to the constraints imposed by the said limitation criteria, -) a PMD regime (defined by the French acronym, Maximum Take-off Power) defining the maximum permitted speed of the engine (s) that can be operated for a predetermined period of time sufficient to allow the rotorcraft to take off, - ) a PMT regime (according to the acronym French Maximum Transient Power) defining the maximum authorized speed of the engine (s) that can be exploited in a transient phase of change in speed of advancement of the rotorcraft, especially in phase 15 acceleration of the rotorcraft . Under these conditions, a case of failure of one of the engines of the motorization group of a motorized aircraft is to be taken into account in the field of aeronautics. In such a case of failure, the number of engines available to provide the rotorcraft with the necessary mechanical power is reduced. This is why it was established so-called OE1 regime (according to the acronym One Engine Inoperative) regulating the engine speed of the engine group in case of failure of one of them. In the event of a failure of an engine, at least one other available engine operating at 0E1 is able to provide the mechanical power necessary for the operation of the rotorcraft for a predefined period of time to temporarily allow the rotorcraft to progress in flight despite the unavailability of one of the engines.
[0011] 3021627 9 Various OEI regimes are usually established for various phases of flight of the rotorcraft, such as for example the following common OEI regimes: -) very short-term OEI regime, whereby the operational engine (s) are individually capable of being operated at an emergency regime for a short duration of about 30 seconds in the takeoff phase of the rotorcraft. -) short-term OEI regime, according to which the operational engine (s) are individually capable of being exploited at an emergency regime for a short duration of the order of 2 minutes to 3 minutes in the advanced take-off phase of the rotorcraft. -) OEl-long-term regime, according to which the operational engine (s) are individually capable of being exploited at a maximum speed for a long, potentially unlimited duration.
[0012] The unit for regulating the operation of the engine group, such as, for example, a FADEC (Full Authority Digital Engine Control), has a control command issued by a control unit fitted to the rotorcraft. such as for example an AFCS (Automatic Flight Control System). In this context, there is the general problem of the human pilot's monitoring of the rotorcraft of a potential excessive exploitation of the capabilities of the engine group to provide the mechanical power required by the rotorcraft.
[0013] It is known to monitor the available mechanical power margins of the motorization unit by display, from the data provided by an IPL (according to the French acronym Instrument of First Limitation).
[0014] 3021627 10 The available value margins of the various limitation criteria are collected by the IPL and the most restrictive margin of value in relation to the various authorized operating regimes of the engine group is taken into consideration to show the margin of available power. and / or by equivalence the available margin of variation of the pitch of the main rotor blades. However, it is useful to reduce the workload of the human pilot whose attention is mainly focused on monitoring the outside environment of the rotorcraft. For this reason, warning devices have been developed which generate at least one tactile signal perceptible by the human pilot via a flight control device. Such warning devices make it possible to warn the human pilot of a potential danger situation with regard to an excessive exploitation of the capabilities of the engine group to provide the mechanical power required by the rotorcraft. It is advisable to provide variable information of the alert transmitted to the pilot by tactile means according to the degree of urgency of intervention of the pilot to reduce the mechanical power requirements that the engine group must provide. It is also appropriate to reasonably optimize the taking into account of the parameters able to reveal an excessive exploitation of the capacities of the group of motorization to provide the mechanical power required by the rotorcraft.
[0015] It is also to be ensured that the arrangements for implementing such warning devices do not give rise to a risk of generating sudden variations in the operating mode of the power unit.
[0016] For example, it has been proposed by US Pat. No. 7,098,811 (BELL HELICOPTER TEXTRON, Inc.) and US Pat. No. 7,262,712 (SAFE FLIGHT INSTRUMENT, Corp.) to equip a tactile warning device with step lever dedicated to the manual control of a collective variation of the pitch of the blades of a main rotor of a rotorcraft, in order to signal to the pilot a state of overload of the engine (s) equipping the rotorcraft. For this purpose, the respective values of various flight parameters of the rotorcraft are collected and are transmitted to a calculation unit 10 determining a state of current or anticipated overload of the engine or motors of the engine group. In the event of such an overload condition, the computing unit causes the activation of the warning device according to modalities varying according to the degree of urgency of intervention of the pilot to reduce the demand for power.
[0017] To determine the overload condition of the engine (s), the flight parameters of the rotorcraft taken into consideration are chosen from those classically revealing the operating state of the engine (s) such as the flight parameters currently used to characterize the criteria. of limitation previously mentioned in the context of the regulation of the engine (s). According to the document US Pat. No. 7,098,811, the warning device is composed on the one hand of a vibrator and on the other hand of a spring cartridge mounted on the pitch lever and put under stress by an electric motor. whose implementation is placed under the dependence of the computing unit. The computing unit activates at a first emergency threshold the electric motor for energizing the spring cartridge generating a resisting force against the maneuvering of the pitch lever by the pilot. At a second emergency threshold the computing unit activates the vibrator.
[0018] The said emergency thresholds are determined according to the value of the various flight parameters of the rotorcraft provided by a unit monitoring the operation of the rotorcraft HUMS (by the acronym Health and Usage Monitoring Systems). The spring cartridge is calibrated to an anchor value under the effect of its energizing regulated by the electric motor. The anchoring value is iteratively calculated according to the current value of said flight parameters by varying according to an anticipated value of the mechanical power to be supplied by the motorization group iteratively calculated by a predictive algorithm according to the values of the flight parameters transmitted by the HUMS monitoring unit and / or by a flight control unit of the rotorcraft. According to document US Pat. No. 7,262,712, the warning device is formed of a vibrator generating vibrations the amplitude and frequency of which vary according to the evolution of the pilot's urgency of intervention on the behavior of the rotorcraft. The urgency of intervention of the pilot is determined by the calculation unit according to the values of various flight parameters provided by the onboard instrumentation of the rotorcraft, such as the values of the gas temperature at the outlet of the high turbine. engine pressure as well as the torque or speed values developed by the engine or engines according to the flight phases of the rotorcraft. However, the structure and operating conditions of such tactile signal warning devices are not fully satisfactory in the context of the general operating constraints of a rotorcraft which are increasingly complex. Such constraints are particularly related to the organization of the various flight control chains providing the generation and transmission of flight controls for maneuvering around their axis of variation of pitch the blades of the rotorcraft rotorcraft rotor (s). principal, in particular.
[0019] The object of the present invention is to propose methods for generating and transmitting to a human pilot of a rotorcraft an alert by tactile signals relating to an excessive request for mechanical power to be provided by a power unit 5 equipping the rotorcraft. More particularly, the present invention aims at providing a method of implementing a tactile signal warning device fitted to a man-driven flight control device fitted to a rotorcraft. Said flight control member is more particularly dedicated to the maneuvering by a human pilot of a variation of the pitch of the blades of a main rotor of the rotorcraft, whether collectively or cyclically, by means of a said main control chain flight.
[0020] The approach of the present invention relates to the implementation of such a tactile signal warning device, making it possible to operate a "trim actuator" connected to said flight control member to provide the pilot with alerts by means of tactile signals relating to a potential excessive exploitation of the capabilities of the power unit to provide the mechanical power required by the rotorcraft. In the context of such an approach, the method of the present invention is sought within the complex environment of regulating and controlling the operation of the various rotorcraft components. It is desirable that the method of the present invention can be implemented by not modifying the general architecture of the organization of the means providing such regulation and control of the overall operating modes of the rotorcraft.
[0021] It is also desirable in the context of such an approach that the methods used to provide the pilot with tactile signals via the "trim cylinder" are able to be used to activate a vibrator equipping the organ 5-flight control system, in addition to tactile signal alerts provided to the pilot via the "trim actuator". In this context, it is appropriate that the human pilot of the rotorcraft, having little time to react in the event of warnings, be able to quickly differentiate the causes of the alerts emitted by tactile signals to enable him to intervene as quickly as possible and in the best possible way on the flight attitude of the rotorcraft. Still according to such an approach, it is also desirable for the tactile signal (s) generated by the warning device to be immediately interrupted as soon as the causes which generated this or these tactile signals are suppressed as a result of an intervention of the pilot. Indeed, it is desirable to best release the pilot of a work overload in an emergency situation and in particular to limit the possible number of alerts simultaneously transmitted to the human pilot by various bodies of the rotorcraft potentially identifying various causes specific alert. The method of the present invention is a method of implementing a tactile signal alerting device fitted to a man-driven flight control device fitted to a rotorcraft. Said flight control member is integrated with a mechanical transmission main control chain of movements causing a variation of the pitch of the blades of at least one main rotor of the rotorcraft essentially providing the lift of the rotorcraft.
[0022] The rotorcraft is equipped with a motorization unit providing at least the mechanical power used to drive the main rotor in rotation. The operation of the engine group is regulated according to predefined control regimes 5 including regimes commonly referred to as AEO (Engine All Operative) comprising a so-called PMT regime (Maximum Transient Power), a so-called PMD (Maximum Takeoff Power) regime and a said regime PMC (Maximum Continuous Power), as well as regimes commonly referred to as 0E1 (One Engine Operative, case 10 of failure of one of the engines of the rotorcraft) which a regime says 0E1- very short duration, a regime called OEI- short-term and an OEI-continuous diet. As already mentioned, such control regimes are typical and perfectly known to those skilled in the rotorcraft art, particularly in accordance with the definition and explanations that have been made previously. The rotorcraft is furthermore equipped with at least one control auxiliary chain comprising an autopilot generating flight control commands. Such an autopilot controls the implementation of at least one motorized "trim" trim actuator placed in parallel with said main control line. The rotorcraft is potentially equipped with a force feedback device using the "trim cylinder" to generate a force resistant against a human drive of the flight control member. Said resistant force is caused by the force feedback device according to the flight controls operated by the human pilot of the rotorcraft. Said resistant force varies according to activation of the actuator "trim cylinder" by the force feedback device by varying the anchoring position of the "trim cylinder" on the main flight control chain.
[0023] It will be understood that the organization of the force-return device is typically intended to communicate by tactile means to the human pilot a feeling of effort proportional to the flight controls that he operates, in order to enable him to apprehend the resistant torque. opposite 5 by the main rotor against its drive by the engine group equipping the rotorcraft. It is, however, of course understood that the equipment of the rotorcraft by such a force feedback device, although preferred, is subsidiary and independent of the operation and implementation of the warning device in accordance with the method proposed by this invention. In this context of operation of the rotorcraft, and in particular of the dependence of the "trim cylinder" by the autopilot, the method of the present invention is mainly recognizable in that the warning device comprises a first computing device said warning unit, a second computing unit, called a predictive unit, a third computing unit, called a force management unit, and at least one warning device generating a tactile sensation perceptible by the human pilot via the flight control member. Said at least one warning device comprises at least said "trim cylinder" opposing a force resistant against the human drive of the flight control member. In accordance with such a choice of structural organization of the warning device, a difficulty to overcome lies in the implementation of the "trim cylinder" in the context of the generation of a tactile alert depending on a margin of available power to be provided by the engine group according to its current regulation regime to drive the main rotor.
[0024] This difficulty lies in particular in a choice to be made of a method of implementing the "trim cylinder" to generate a progressive tactile alert taking into account different constraints. Such constraints are particularly related to: 5 -) the relevance of the implementation of the "trim cylinder" in the context of its potential alternative use by other devices fitted to the rotorcraft, such as in particular the autopilot generating orders of flight controls activating the "trim cylinder" to stabilize and / or guide the rotorcraft in flight. Indeed, a modification of the anchor position of the "trim cylinder" to provide a tactile alert must be part of the overall environment of its operation aboard the rotorcraft in flight. -) the relevance of tactile alerts generated according to the urgency of pilot intervention on the flight behavior of the rotorcraft, in the context of a reliable and relevant treatment of numerous and complex information to be taken into account to implement in a suitable manner at least the "trim cylinder", but also and preferably a vibrator. Choices must be made to collect and process such useful information not only to generate said tactile alerts but also to coordinate the various potential uses of the "trim ram" by other devices on the rotorcraft. -) the constraint of an operation of a motorized "trim trimmer" anchor, preferably of the active type that is to say providing a resistant force from a resisting torque opposed by its engine, the stress gradient of said resisting torque varying according to the anchoring position of the "trim cylinder" in the absence of a prestressed spring such as for a motorized "trimmer cylinder" anchored passive type. -) the constraint of an implementation of the alert device preserving the driving comfort and avoiding increasing the nervous tension of the pilot subject to an emergency.
[0025] In particular, it must be avoided a sustained and untimely generation of tactile signals by the warning device. It is desirable that the generation of the tactile signals be graduated in a manner that is clearly and quickly identifiable by the pilot 5 according to the cause of the urgency of intervention on the behavior of the rotorcraft. It is also desirable that the generated tactile signals be interrupted as soon as the causes having generated the tactile signals are suppressed. -) the constraint, with regard to the driving comfort and the relevance of the information collected concerning the pilot's reactions during an emergency to restore a secure evolution of the rotorcraft in flight, to take into account possible friction that is conventionally subject to kinematic chains with mechanical transmission of movement operated to maneuver 15 in pitch variation the blades of a rotorcraft rotor. Of course, the list which has just been made of the difficulties to be overcome is not exhaustive and other utilities, advantages and technical results provided by the present invention will appear implicitly or explicitly on reading the description which will be therein. made. According to the method of the present invention, it is firstly made the choice to operate, independently of the proper structure of the motorized "trim cylinder" anchor, bodies capable of providing the alert unit a data of control provided by the force management unit. More particularly, the effort management unit identifies a control data relating to a request by the man of a lift to be provided by the main rotor and deduced from at least one of a position datum and a datum. 'a given of efforts.
[0026] The position data is supplied to the force management unit by a position sensor identifying the position of the flight control member. The force data is supplied to the force management unit by a force-measuring device engaged on said main control chain, comprising for example a rod of forces engaged on the control member. flight or on a connecting rod integrated in the main control chain. Said force data identifies maneuvering forces of the main control chain under the effect of a human drive of the flight control member. Still according to the method of the present invention, it is secondly made the choice to operate the predictive unit to calculate iteratively at given frequency at least a power margin 15 according to the current regulation regime of the motorization group. More particularly, said at least one power margin is relative to the available power of the motorization unit and is calculated by the predictive unit by difference between a predicted power and a power limit relating to a power to be supplied by the power unit. predefined motorization according to the current regulation regime of the motorisation group. Said predicted power is previously calculated by the predictive unit by summing between a current power of the power unit identified by the current regulation regime and a variation of power to be supplied by the motorization group required under the effect of the drive. by the man of the flight control organ. It is proposed more particularly to deduce by the predictive unit said power variation required according to a control data comprising at least the position data, if not also the data of forces, respectively provided by the position sensor and by the device. as efforts are made.
[0027] Again according to the method of the present invention, it is thirdly made the choice to operate the alert unit to collect: *) the control data comprising at least one of the position data provided by the position sensor and the force data provided by the force measuring device, *) at least a first said power margin provided by the predictive unit by difference between said predicted power and a first said limit of power, *) autopilot status data relating to the activation of at least one of any higher mode of operation of the autopilot causing the operation of said master control system, such a higher mode of operation providing conventionally a guidance of the rotorcraft following at least one axis of progression typically assigned to a higher mode of operation of the autopilot, such as in particular respectively at least following the axis of gravity, or even in pitch or roll. In accordance with such choices, it is proposed to operate the warning unit to generate an anchor command of the "trim cylinder" 20 on the main control line. Said anchoring command is generated under cumulative conditions: -) a collection by the alert unit on the one hand of said first power margin and on the other hand of the control data comprising indifferently a position data and / or a force data relating to a request for increased lift to be provided by the main rotor, -) an identification by the warning unit of a said state data relating to a deactivation of the pilot. automatic at least in a higher mode of operation providing guidance of the rotorcraft 3021627 21 by the autopilot according to at least one axis of progression including at least the axis of gravity, or even in pitch and roll. As a result of the generation by the warning unit of said "trim cylinder" anchoring control, the predictive unit regulates the activation of the motorization of the "trim cylinder" and consequently regulates the position of the "trim cylinder". anchoring the "trim" ram to the main control chain varying the resistant force opposed by the "trim cylinder" against the human drive of the flight control member. In accordance with the approach of the present invention, it is essential to take into account the conditions of interruption of the anchoring control of the "trim cylinder" by the warning unit according to the reactions of the pilot while keeping available a potential alternative exploitation of the "trim cylinder" by other devices 15 equipping the rotorcraft. Furthermore, it is desired that the modalities of interruption of the anchoring control of the "trimmer cylinder" and of the variation of the resistant force that it produces allow the following choices: -) anticipate provisions taken in the alternative for to avoid a possible feeling of discomfort for the pilot due to the release of the main control chain from the anchorage of the "trim cylinder" as a result of the interruption by the warning unit of the anchor control of the "trimmer cylinder", -) to allow the human pilot of the rotorcraft to release the flight control member and consequently to interrupt his training by the man, without stopping interrupt the potential generation by the alert unit of tactile signals. In this context, the generation by the warning unit of the anchor control of the "trim cylinder" is chosen to be interrupted at least as a result of the generation by the force management unit. a control data identifying a lift reduction request to be provided by the main rotor emitted by the man driving the flight control member.
[0028] Preferably, the method further comprises a comparison operation by the warning unit between the value of the first power margin and a first power threshold defined according to the current regulation regime. The generation by the warning unit of the anchor control of the "trim cylinder" is also potentially interrupted under cumulative conditions: -) a generation by the effort management unit of a datum of control relating to a position data item identifying an absence of human training of the flight control member, and -) an identification by the warning unit of a value of the first margin of flight. power greater than or equal to said first power threshold. In this case, a regulation by the warning unit of the anchoring position of the "trim cylinder" causing a drive of the flight control member by the "trim cylinder" in accordance with a request for increase the lift to be provided by the main rotor is prohibited. According to various possible variants of embodiment, the predictive unit regulates said activation of the motorization of the "trim cylinder" as a function of the variation in value regardless of the position data and / or the force data and / or according to of the variation of the first power margin. As a result of the generation of the anchor command by the warning unit, an anchoring datum relating to the current anchoring position of the "trim cylinder" on the main control chain is preferably provided by the control unit. at least the automatic pilot unit 3021627 23 or even any other device of the rotorcraft operating the "trim cylinder" independently of the warning device. According to a preferred form of the method of the present invention, said at least one warning member comprises a buzzer 5 implanted on the flight control member. In this case, the alert unit further collects a second said power margin provided by the predictive unit by difference between said predicted power and a second said power limit. The alert unit generates a vibrator activation command under cumulative conditions of a collection by the alert unit on the one hand of said second power margin and on the other hand indifferently a position data and / or a force data relating to a request for increased lift to be provided by the main rotor. The generation by the alert unit of the vibrator activation command is interrupted by following an identification by the alert unit of a value of the second power margin greater than a second predefined power threshold in accordance with the current regulation regime.
[0029] Preferably, the generation by the alert unit of the vibrator activation command is further dependent on an identification by the alert unit of a said deactivation state data item. autopilot at least in a higher mode of operation providing guiding of the rotorcraft by the autopilot according to at least one axis of progression including at least the axis of gravity. According to an advantageous form of the method of the present invention, the anchoring control of the "trim jack" is conditioned by taking into account the intrinsic resistance of the main control chain against its operation, by 3021627 24 comparison by the alert unit between the first power margin and a third predefined power threshold. Such arrangements make it possible to limit the inadvertent generation of said anchoring command as soon as said first power margin is transmitted to the warning unit without taking into account any maneuvers of the main control chain operated rapidly by the control unit. pilot of the rotorcraft in an emergency situation. It emerges that the pilot's comfort in the human pilot is improved by avoiding the sustained generation over a short period of the tactile signals generated by the warning unit. Preferably, the activation control of the vibrator by the warning unit is further conditioned, likewise and to provide the same result as the one just mentioned, by taking into account the intrinsic resistance of the main control chain against its maneuver by comparison by the alert unit between the second power margin and a fourth predefined power threshold. According to a preferred form of the method of the present invention, said control data causing the interruption of the anchoring of the "trim cylinder" is deduced from the cumulative conditions comprising: -) on the one hand a data of lower forces equal to a predefined force threshold, and -) on the other hand, a position data item identifying a drive of the flight control element by the man, in particular by identifying a variation in the position of the flight control member. flight control member. According to a subsidiary form of the method of the present invention, vibrations generated by the vibrator vary in frequency and / or amplitude depending on the variation of the value of the second power margin. Preferably, to avoid confusion by the human pilot between different emergency thresholds for intervention on the flight behavior of the rotorcraft, the tactile signals respectively produced by the "trim jack" and by the vibrator are assigned to such thresholds. respective emergency response of the human pilot on the flight behavior of the rotorcraft. More particularly, a segregation of the "trim cylinder" and vibrator operations to alternately generate tactile signals is placed under the control of respective regulation regimes of the motorization unit. For this purpose, the respective implementations of the "trim cylinder" and the vibrator by the warning device are selectively operated according to the current regulation regime of the motorization unit. The anchoring of the "trim cylinder" and the activation of the vibrator are in particular operated alternately in accordance with the following modalities: -) implementation of the "trim cylinder" for a current regulation regime 20 of the engine group falling under the control systems. regulation comprising the PMD regime, the PMC regime, the OEI-short-term regime and the OEI-continuous regime, -) implementation of the vibrator for a current regulating regime of the motorization group falling within the regulation regimes 25 comprising the PMT regime and the OEI regime-very short term. Furthermore, the respective values of at least one of the first power limit and the second power limit preferably vary according to the speed of advance of the rotorcraft. More particularly, the values of the first power limit and the second limit decrease from a low velocity rotorcraft advancement to high speed rotorcraft advancement in cruise flight. More specifically, the value of the first power limit varies according to the following modalities: 5 -) at low speeds of advancement of the rotorcraft, in PMD regulation regime and in short-term OEI regulation regime, the value of the first limit of power is constant, -) at transient speeds of advancement of the rotorcraft between the low speeds and the high speeds of advance of the rotorcraft typically identifying a progression of the rotorcraft in cruising flight, the value of the first power limit is degressive by following a transition from the AEO regulation regime of the motorization group from the PMD regime to the PMC regime. The value of the first power limit is also degressive as a result of a change in the OEI regulation regime of the engine group from the short-term OEI to the OEI-continuous, -) to said high speeds of advancement. rotorcraft, in PMC regulation regime and in long-term (One Engine Operative) OEI control regime, the value of the first power limit 20 is constant. More specifically, the value of the second power limit varies according to the following modalities: -) at low speeds of advancement of the rotorcraft, PMT regulation regime and OEI-very short-term regulation regime, the value of the second power limit is constant, -) at transient rotorcraft forward speeds between the low speeds and the high forward speeds of the rotorcraft, the value of the second power limit is degressive under PMT regulation and is constant in OEI-very short-term regulation regime, -) at high speeds of advancement of the rotorcraft, the value of the second power limit is constant in the 5 PMT control regime and in the very short-lived OEI control regime. Preferably, the calculation of said at least one power margin is more particularly performed by the predictive unit according to the following modalities: -) calculate the power predicted by summation between the current power supplied by the power unit according to the application of the current regulation regime and a power request (indifferently positive or negative) to be provided by the motorization group calculated by the predictive unit from the control data, 15 -) calculating said at least one power margin by subtraction between the predicted power and the power limit. According to a preferred form of the method of the present invention, the regulation of the activation of the motorization of the "trim cylinder" is performed by the predictive unit calculating iteratively at given frequency an anchor position control of the "jack "trim" according to the following modalities: -) calculation of a position margin relative to the variation of the position of the admitted flight control member with respect to the first power margin. Said position margin is calculated by dividing the first power margin by a predefined constant, obviously predefined according to the structure of the rotorcraft, identifying a power variation, potentially positive or negative, for a variation of the position of the control member. given flight, then 3021627 28 -) deduct said anchor position command of the "trim cylinder" by summation of the previously calculated position margin and the current position of the flight control member identified by the position data. provided by the position sensor, 5 -) generate an activation command of the actuator "trim cylinder" according to the anchor position command of the "trim cylinder" previously deduced. The activation order of the "trim cylinder" actuator generated by the predictive unit more particularly identifies an anchoring position of the "trim cylinder" and a speed of operation of the "trim cylinder" by the motorization of which he is equipped. The operating speed of the "trim cylinder" is in particular calculated according to the variation of the anchoring position of the "trim cylinder" and according to the current regulation mode of the engine group. It should be noted that the "trim cylinder" implemented by the method of the present invention can be an active type "motorized anchor" trim actuator or a "passive type" motorized anchor trimmer, such as than previously defined.
[0030] It is however the choice to preferentially implement a "trimmer cylinder" motorized anchor active type and complete the planned modalities of interruption by the warning unit anchoring the "trim cylinder" on the main control chain by provisions improving the piloting comfort by the human pilot of the rotorcraft when the generation by the warning unit of the anchor control of the "trim cylinder" is interrupted. Indeed to improve the relevance of the perception by the human pilot generated tactile alerts, it is useful to interrupt the variation of the resistant force opposed by the "trim cylinder" under 3021627 29 dependence of the alert unit as soon as the intervention of the human pilot on the flight control member makes it possible to reduce sufficiently the request for power to be supplied by the power unit to interrupt the generation of the tactile signal produced by the "trim cylinder". It is recalled that said touch signal is relative to a variation of the resistant force opposed by the "trim cylinder" against the operation of the main control chain under the effect of a drive by the man of the flight control member and that said resistant force opposed by the "trim cylinder" is interrupted as a result of the interruption of the "trim cylinder" anchor control by the warning unit. However, in this case, the pilot driving the flight control member may be confronted with a sudden release of the main control chain vis-à-vis the right-of-way exerted by the "trim cylinder", whose the anchorage controlled by the warning unit is interrupted as a result of the training by the human pilot of the flight control member causing the reduction of the power demand to be provided by the engine group.
[0031] It appears then that a solution must be found to provide in this case a piloting comfort for the human pilot in an emergency situation. Such a solution must be included in the consideration of the possibility offered by a generation of the tactile signal alert unit, including in the case where the pilot temporarily releases the flight control member in accordance with the present invention. the abovementioned modalities provided for interrupting the generation of the anchoring command by the warning unit. In this context, it is preferably proposed as a result of the interruption of the generation of the anchoring command by the warning unit 30 to place the active motor type anchor "trimmer" in a friction configuration. In accordance with such a mode of friction configuration, the "trim ram" is conventionally maintained anchored to the main control chain by generating a constant-value resisting force, referred to as friction force, of a value greater than the value. absolute of said effort threshold. For example, the "trim cylinder" can be placed according to the friction configuration mode by the autopilot including the current anchoring position of the "trim cylinder" as previously referred to.
[0032] It should also be noted that the flight control member equipped with said at least one warning device used in accordance with the method of the invention is potentially a flight control member causing any variation of the pitch of the blades. of the main rotor, in particular indifferently collectively and / or cyclically. However, the alerting device or bodies are preferably firstly located on a flight control member dedicated to the collective maneuver in pitch variation of the main rotor blades and alternatively also on a flight control member 20 dedicated to the maneuver. cyclic pitch variation of the main rotor blades. An exemplary embodiment of the present invention will be described with reference to the figures of the attached plates, in which: FIG. 1 is a diagram illustrating the general organization of an alert device fitted to a rotorcraft in accordance with FIG. present invention. FIG. 2 is a diagram illustrating modes of implementation of different warning devices of the warning device shown in FIG. FIGS. 3 and 4 are diagrams illustrating methods of implementing different warning devices of the warning device represented in FIG. 1, respectively according to different control regimes of a motorisation group. equipping the rotorcraft. FIG. 5 is a block diagram illustrating specific methods for implementing the warning device shown in FIG. 1; FIG. 6 is a block diagram illustrating various modes of configuration of a "trim actuator"; Motorized anchoring of the active type according to a specific embodiment of the warning device illustrated in FIG. 1, FIG. 7 is a diagram illustrating, for example, the modalities of variation of a resisting force generated by a " trim cylinder "in accordance with the different configuration modes shown in fig.6. The common members shown in the various figures are respectively identified in the descriptions of these figures with the same numbers and / or letters of reference, without involving their individual representation in each of the figures. In FIG. 1 and FIG. 5, a tactile signal warning device is organized to indicate to a human pilot of a rotorcraft an excess demand potential in mechanical power to be supplied by a power unit 1 equipping the aircraft. rotorcraft. Said excess power demand is potentially caused as a result of a generation by the human pilot of a control in collective variation and / or cyclic pitch of the blades 2 of at least one main rotor 3 equipping the rotorcraft. More particularly, the human pilot of the rotorcraft has man-driven flight control members 4 to vary the pitch of the blades 2 of the at least one main rotor 3 cyclically or collectively through main chains. 5 respective control with mechanical transmission of movements. In the exemplary embodiment illustrated, the flight control member 4 is dedicated to controlling a collective variation of the pitch of the blades 2. However, it is understood that the method of the present invention is able to be applied by means of one or more warning devices 6,7 primarily equipping a flight control member 4 dedicated to the control of a collective variation of the pitch of the blades 15 and secondarily preferably equipping a flight control member dedicated to the control of a cyclic variation of the pitch of the blades 2. However, a variation of the pitch of the blades 2 of the main rotor 3 caused as a result of a training by the human pilot of the flight control member 4 can generate a request for power to be supplied by the motorization unit 1 which is excessive with regard to the current regulation regime of the motorisation unit 1. The current regulation speed of the motorization group 1 is conventionally controlled by a control unit. control 16 being selected according to the current flying conditions of the rotorcraft among several predefined AEO and 0E1 control regimes. Furthermore, the rotorcraft is equipped with an auxiliary control chain 8 implementing an autopilot 9 generating flight control commands. The autopilot 9 provides, for each of the axes of attitude variation of the rotorcraft in pitch, in roll, in verticality and in yaw, on the one hand a stabilization of the flight progression of the rotorcraft by application of flight modes. base of operation of the autopilot 9 and secondly a guiding of the rotorcraft in flight by application of higher modes of operation of the autopilot 9. For a given main control chain 5, as in the illustrated illustrated embodiment in the collective maneuvering of the blades 2 around their individual pitch variation axis, the flight control commands generated by the autopilot 9 selectively activate the implementation of actuators of the main control chain comprising a "jack trim 10 "and a" series cylinder "11 (fig.1). Typically as illustrated in Fig. 1, the "trim cylinder" 10 is connected in parallel with the main control chain 5 and the "series cylinder" 11 is connected in series with the main control line 5. The "Trimming cylinder" 10 is more particularly a motorized "trim cylinder" anchored, can be disengaged from the main control chain 5 or conversely can be engaged to a desired anchoring position on the main control chain 5. For this purpose, in accordance with the current procedures for implementing a motorized "trimmer" 10 with anchoring, the automatic pilot 9 generates on the one hand an anchoring control of the "trimmer 25" on the chain. main control 4 causing the clutch of the motorization of the "trim cylinder" 10 and secondly an anchor position control of the "trim cylinder" 10 then causing an implementation of the actuator 12 of "the cylinder of trim »10 in speed and position to anchor the "trim ram" 10 on the main control chain 5 at a given anchoring position.
[0033] In this context, the alert device comprises at least one alerting device 6 consisting of said "trimmer cylinder" 10 and at least one alerting member consisting of a vibrator 7 implanted on the control member of the device. In addition, the warning device uses an alert unit 13 collecting data provided by a predictive unit 14 and by a force management unit 15 to selectively activate the respective implementations of the trimmer cylinder 10 and vibrator 7 according to the current regulation regime of the engine group 1 identified by the control unit 16.
[0034] The force management unit 15 is a calculating means identifying a control data item 21 relating to a human training of the flight control member 4. Said control data item 21 includes one at the same time. less than a position data 17 provided by a position sensor 18 and 15 of a force data 19 provided by a force measuring device 20, such as using a torque rod. The position sensor 18 detects the current position of the flight control member 4 and generates said position data 17 transmitted to the force management unit 15. The effort management unit 15 then calculates a possible variation of position of the flight control member 4. The force measuring device 20 detects the resisting force opposed by the "trim cylinder" 10 against a maneuver of the main control line 5 and transmits to the force management unit 15 the effort data 19.
[0035] The force management unit 15 generates at least one control data item 21 relating to a possible power request to be provided by the motorization unit 1 under the effect of the training of the flight control member 4. by the human pilot of the rotorcraft. The control data 21 is supplied to the predictive unit 14 and to the warning unit 13 by the effort management unit 15.
[0036] The predictive unit 14 calculates iteratively at a given frequency at least a power margin MP1 and MP2 relative to the available power of the motorization unit 1 evaluated by difference between a predicted power PP and at least a power limit LP1 and LP2. More particularly, the predictive unit 14 calculates a first power margin MP1 assigned to the generation of a first touch signal 22 by producing a resistant force opposed by the "trimmer" 10 against the drive by the man of the flight control member 4.
[0037] The predictive unit 14 also calculates a second power margin MP2 assigned to the generation of a second touch signal 23 by generating vibrations by means of the vibrator 7. The predicted power PP is relative to the power to be supplied by the group of motor 1 as a result of a flight controller 4 being driven by the human pilot of the rotorcraft. The predicted power PP is calculated by the predictive unit 14 by summing between the current power PC supplied by the motorization group in accordance with the application of the current regulation regime and a power variation identified by the control data 21 generated by the force management unit 15 as a result of a human training of the flight control member 4. The power limits LP1 and LP2 relate to power limits to be provided by the engine group 1 and are predefined according to the current regulation regime of the power unit 1 identified by the control unit 16. Of course, the power limits LP1 and LP2 assigned respectively to the implementations of the "trim cylinder" 10 and the vibrator 7 are of differentiated values. More particularly, Fig. 2 illustrates a force gauge Ef in accordance with the flight control data 21 generated by the force management unit 15 with respect to the first power limit LP1 and with respect to the second LP2 power limit. For a control data item 21 identifying a power request that is lower than the first power limit LP1, the "trim cylinder 5" 10 is configured in friction by being placed in a predefined anchoring position to oppose a constant resistance force Efr, said friction force, against the maneuvering of the main control chain 5 by improving the comfort of piloting the rotorcraft by the human pilot, in particular by applying provisions io illustrated in Fig.6 and Fig.7 and commented further. For a control data item 21 identifying a power request that is greater than the first power limit LP1, the implementation of the "trim cylinder" 10 is caused to generate the first touch signal 22 by opposing an increasing resistive force to 15 l. against the operation of the main control chain 5. For a control data 21 identifying a request in power greater than the second power limit LP2, the implementation of the vibrator 7 is caused to generate the second tactile signal 23 by vibration .
[0038] It should be noted that the vibrations generated by the vibrator 7 are potentially regulated by the warning unit 13 so that the said vibrations are variable in frequency and in amplitude according to the variation of the power request. Furthermore, in FIGS. 3 and 4, the values of the first power limit LP1 and the second power limit LP2 vary according to the speed of advance V of the rotorcraft. In FIG. 3 in the AEO regulation regime, the respective values of the first power limit LP1 and the second power limit LP2 are constant at low speeds of advance V of the rotorcraft, decrease at transient forward speeds. V of the rotorcraft and are constant at high speeds of advancement V of the rotorcraft. More particularly at transient speeds, the value of the first power limit LP1 decreases between the control regime PMD and the control regime PMC of the motorization unit 1. The value of the second power limit LP2 decreases between low speeds and speeds. high rotorcraft progress rate under PMT regulation regime of the power unit 1. In fig.4, under 0E1 control regime of the power unit 1, the value of the first power limit LP1 is constant at low speeds. advancement V of the rotorcraft under OEI-short-term regulation regime (OEI-CD), decrease at transient speeds V of the rotorcraft and is constant at high speeds of advancement V of the rotorcraft under 0E1-continuous regulation regime (OEI -VS). The value of the second power limit LP2 is constant under very short OEI control regime (0E1-TCD) regardless of the speed of advance V of the rotorcraft. The first power limit LP1 and the second power limit LP2 are taken into account to calculate respective power margins MP1 and MP2 according to the current regulation regime of the rotorcraft. These arrangements make it possible to activate the "trim jack" 10 and the vibrator 7 by the warning device selectively in isolation or in combination according to the urgency of the intervention of the human pilot to reduce the power demand that he operates. by training of the flight control member 4. It follows that the human pilot is able to appreciate the urgency of his intervention on the flight control member 4 according to the individual perception of one or the other 30 different tactile signals 22, 23 separately generated respectively by the "trim cylinder" 10 and by the vibrator 7 according to the 3021627 38 current control mode of the engine group 1. The comfort of piloting the rotorcraft by the pilot human is improved by potentially avoiding simultaneous accumulation of the emission of several tactile signals 22, 23 differentiated. In FIG. 5 more particularly, the warning unit 13 activates the respective implementations of the "trim jack" 10 and the vibrator 7 according to the flight controls operated by the human pilot by means of the control member. flight control 4 and according to the identification by the predictive unit 14 power margins MP1 and MP2.
[0039] More particularly, the predicted power PP is calculated by the predictive unit 14 by summation between the current power PC of the drive unit 1 conforming to the current regulation regime and the power demand generated by the human pilot driving the control member. 4. This power request is calculated by the predictive unit 14 from the control data item 21 including in particular the position data 17 from which is deduced by the warning unit 13 a variation of position. 24, the first power margin MP1 is then deduced by the predictive unit 14 by difference between the predicted power PP and the first power limit LP1. As a result the first power margin MP1 is transmitted to the warning unit 13 which then generates if necessary an anchoring command 25 of the "trim cylinder" on the main control line 5.
[0040] The generation of the anchoring control 25 by the warning unit 13 is generated under cumulative conditions: -) a reception by the warning unit 13 of a control data item 21 including in particular the data of position 17 identifying a flight control generating an increase in power to be supplied by the engine group 1. - 3021627 39 -) a reception by the warning unit 13 of said first power margin MP1, preferably taken into account by the warning unit 13 after deduction by comparison of a value of the first power margin lower than a predefined third power threshold SP3. The predictive unit 14 then regulates the activation of the actuator 12 of the "trim cylinder" 10 and consequently the anchoring position 26 of the "trim cylinder" on the main control chain 5. The anchoring position 26 of the "trim cylinder" is deduced by the predictive unit 14 by calculating a position margin MPo relative to the variation of the position of the flight member deduced from the control data item 21 comprising in particular the position data 17. The position margin MPo is calculated by dividing the first power margin MP1 by a predefined constant K1 identifying a power variation for a given position variation of the controller. As a result, the predictive unit 14 deduces the anchoring position 26 of the "trim cylinder" 10 by summing between the previously calculated position margin MPo and the current position of the flight control member 4 identified by the data item. 21 and more specifically by the position data 17. The predictive unit 14 then generates an activation command 27 of the actuator 12 of the "trim cylinder" 10 identifying the anchoring position 26 of the "trim cylinder" 10 and a maneuvering speed of the "trimmer cylinder" 10 by the engine 12 which it is equipped to place the "trim cylinder" in the required anchor position 26. Furthermore, the generation by the warning unit 13 of the anchor control 25 of the "trim cylinder" is potentially interrupted, or by analogy is prohibited, in the event of reception by the warning unit. 13 of a state data 28 relating to a state of activation of the automatic pilot 9 in at least one higher mode of operation regulating the collective variation of the pitch of the blades 2 of the main rotor 3. Such a prohibition of generation of the anchoring control 25 is further dependent on detection by the warning unit 13 of a control data 21 identifying a lack of human training of the flight control member 4 In this case, the warning unit then generates an interruption command 29 of the anchoring of the "trim jack" 10 by the warning unit 10 on the main control line 5. As a result of the interruption of the anchoring of the "trim actuator" on the main control line 5, a given An anchoring position 30 is transmitted to the autopilot 9. In addition, such an interruption control 29 of the anchorage of the "trim cylinder" 10 by the warning unit on the main control line 5 is potentially generated as a result of the detection by the warning unit 13 of a lift reduction request to be provided by the main rotor 3 emitted by the man driving the flight control member 4. Such a request for reduction of lift 20 is notably detected from the reception by the warning unit 13 of a control data item 21 identifying a force data item 19 less than or equal to a force threshold SE and identifying a position data item. 17 revealing a human training of the flight control member 4.
[0041] Furthermore, according to the preferred embodiment illustrated, the warning unit 13 compares the value of the first power margin MP1 with a first power threshold SP1 defined in accordance with the current regulation regime. The generation by the warning unit 13 of the anchoring control 30 of the "trim cylinder" 10 can be interrupted, on the one hand, by the absence of a human entrainment of the body flight control 4 detected by the effort management unit 15 and secondly on the condition of an identification by the warning unit 13 of a value of the first power margin MP1 greater than the first threshold SP1 power. It is in this case specifically taken into account a prohibition of a drive of the flight control member 4 by the "trim cylinder" 10 causing an increase in the lift to be provided by the main rotor 3. In addition, the alarm unit 13 generates an activation command 31 of the buzzer to generate the second touch signal 23, under cumulative conditions: -) a reception by the warning unit 13 of the second power margin MP2, preferably taken into account by the warning unit 13 after deduction by comparison of a value of the second power margin lower than a fourth predefined power threshold SP4. -) a control data 21 relating to a lift increase request to be provided by the main rotor 3, integrating indifferently a position data 17 and a data 20 of efforts 19, -) of a datum of state 28 relating to a deactivation of the autopilot 9 in the higher operating mode controlling the collective variation of the pitch of the main rotor blades 3. The generation by the warning unit 13 of the activation control 31 of the vibrator is interrupted as a result of an identification by the warning unit 13 of a value of the second power margin MP2 greater than a second power threshold SP2.
[0042] In FIGS. 6 and 7, the trimmer cylinder 10 is more particularly an active motorized anchor trimmer. As previously mentioned in relation with FIGS. 1 and 5, in particular, the first tactile signal 22 is generated by activating the actuator 12 of the "trim cylinder" 10 in accordance with the activation command 27 generated by FIG. Predictive unit 14. In this case, the implementation of the "trim cylinder" 10 is placed in dependence on an alert configuration mode 32 according to which the "trim cylinder" 10 generates the first signal of alert 22 by opposing a resisting force against the operation of the main control chain 5, said resisting force varying according to the activation order 27 generated by the predictive unit 14. Always as previously mentioned, in relation with the 15 fig.1 and fig.5 in particular, an interruption of the anchor control 25 generated by the warning unit 13 causes a stop generation by the "trim cylinder" 10 of the first warning signal 22. The generation of the order of a With the anchoring 25 interrupted, it is proposed to place the implementation of the "trim cylinder" under a friction configuration mode 33, according to which the autopilot 9 generates a friction anchor control 34 of the "Trim cylinder". The friction anchor control 34 may for example be generated by means of a data inverter 36 from the anchor control 25 generated by the warning unit 25. According to said friction configuration mode 33 , the "trim cylinder" 10 is kept anchored to the main control chain 5 in a predefined anchoring position, so that the "trim cylinder" opposes a preferably constant resisting force against the maneuver of the main control chain 5 under the effect of a human drive of the flight control member 4.
[0043] 3021627 43 The "trim cylinder" in friction configuration mode 33 produces a resistant force Efr, said friction force, whose value is constant while being of a value greater than the absolute value of said predefined operating pressure threshold SE by the warning unit 13 to 5 interrupt the generation of the anchor control 25. Moreover, the human driver currently has a control means 35, commonly referred to as "trim release", allowing him to disengage the "Trimmer cylinder" of the right-of-way exerted on the main control chain 5. In this case the "trim cylinder" Zo is placed under the control of a disengaged configuration mode 37, the anchoring of the "trim cylinder On the main control line 5 being in this case inhibited. In accordance with the clutch configuration mode 37, the human pilot can maneuver the flight control member 4 by surpassing the frictional forces F specific to the flight control chain 5.

权利要求:
Claims (21)
[0001]
REVENDICATIONS1. Method of implementing a tactile signal warning device fitted to a man-driven flight control device (4) fitted to a rotorcraft, said flight control member (4) being integrated into a chain control gear (5) with mechanical transmission of movements causing a variation of the pitch of the blades (2) of at least one main rotor (3) of the rotorcraft with a substantially vertical drive axis essentially providing lift for the rotorcraft, the rotorcraft being equipped with a motorisation unit (1) providing at least the mechanical power used for the rotational driving of the main rotor (3), the operation of the motorization unit (1) being regulated according to predefined regulation regimes including AEO (Engine AIl Operative) regimes comprising a PMT (Maximum Transient Power) regime, a PMD (Maximum Take-off Power) regime and a Maximum Continuous Power (PMC) regime as well as 0E1 (One Engine Operative) schemes including an OEI-very short-term, a 0E1-short-term and an OEI-continuous, 20 the rotorcraft being equipped with at least one auxiliary control chain (8) including a pilot automatic (9) flight control command generator controlling the implementation of at least one motorized "trim actuator" (10) in parallel with said control main chain (5), characterized in that: the warning device comprises a first computing unit, called an alert unit (13), a second computing unit, called a predictive unit (14), a third computing unit, called a power management unit ( 15), as well as at least one warning device (10, 7) generating a tactile sensation perceptible by the human pilot via the flight control member (4), said at least one warning device (10, 7) comprising at least said "trimmer cylinder" (10) opposing a resistive force stant against the human training of the flight control member (4), such that: -) the force management unit (15) identifies a relative control data (21) to a request by the man of a lift to be provided by the main rotor (3) and deduced from at least one of position data (17) supplied to the force management unit (15) by a position sensor (18) identifying the position of the flight control member (4) and a force data (19) supplied to the force management unit (15) by a device measuring forces (20) engaged on said main control chain (5), said force data (19) identifying maneuvering forces of the main control chain (5) under the effect of a drive by the man of the flight control member (4), -) the predictive unit (14) iteratively calculates at a given frequency at least one power margin (MP1, MP2) relative to the available power of the motorisation group. tion (1) by difference between a predicted power (PP) and a power limit (LP1, LP2) relating to a power to be supplied by the engine group (1) predefined according to the current regulation regime of the power unit (1 ), said predicted power (PP) being previously calculated by the predictive unit (14) by summation between a current power (PC) of the power unit (1) identified by the current regulation regime and a power variation to be provided by the engine group (1) required under the effect of the human training of the flight control member (4) and deduced by the predictive unit (14) according to a control data (21) comprising at least the position data (17), -) the warning unit (13) collects: 3021627 46 *) the control data (21) comprising at least one of the position data (17) provided by the position sensor (18) and the force data provided by the measuring device stresses (20), s *) at least a first said power margin (MP1) provided by the predictive unit (14) by difference between said predicted power (PP) and a first said power limit (LP1), * ) a state data (28) of the autopilot (9) relating to the activation of at least any higher mode of operation of the autopilot causing the implementation of said main control chain by providing guidance of the rotorcraft along at least one axis of progression, in that the warning unit (13) generates an anchoring control (25) of the "trim cylinder" (10) on the main control line ( 5), under cumulative conditions of a collection by the warning unit (13) on the one hand of said first power margin (MP1) and on the other hand of the control data (21) comprising indifferently a position data (17) and / or a force data item (19) relating to a request for increase of urnir by the main rotor (3), as well as an identification by the warning unit (13) of a said state data (28) relating to a deactivation of the autopilot (9) at least in one a higher operating mode providing rotorcraft guidance by the autopilot (9) along at least one axis of progression including at least the axis of gravity, in that, as a result of generation by the warning unit ( 13) of said "trim cylinder" anchoring control (25), the predictive unit (14) regulates the activation of the "trim cylinder" actuator (10) and thereby the position anchoring the "trimmer cylinder" (10) to the main control chain (5) varying the opposing force resistance of the "trimmer cylinder" (10) against the drive man of the flight control member (4), in that the generation by the warning unit (13) of the anchor control (25) of the "trim cylinder" (10) is interrupted a at least under condition of a generation by the force management unit (15) of a control data (21) identifying a lift reduction request to be provided by the main rotor (3) emitted by the man driving the flight control member (4). 10
[0002]
2. Method according to claim 1, characterized in that the method further comprises a comparison operation by the alert unit (13) between the value of the first power margin (MP1) and a first power threshold. (SP1) 15 defined in accordance with the current regulation regime, and in that the generation by the warning unit (13) of the anchor control (25) of the "trim cylinder" (10) is interrupted under conditions accumulated: -) a generation by the force management unit (15) of a control data (21) relating to a position data (17) identifying a lack of training by the man of the flight control member (4), and -) an identification by the warning unit (13) of a value of the first power margin (MP1) greater than or equal to said first power threshold (SP1), a regulation by the warning unit (13) of the anchoring position of the "trim cylinder" (10) causing a drive of the body flight control (4) by the "trim cylinder" (10) in accordance with a request for increasing the lift to be provided by the main rotor (3) being in this case prohibited.
[0003]
3. Method according to any one of claims 1 and 2, characterized in that the predictive unit (14) regulates said actuation 5 of the motorization of the "trim cylinder" (10) according to the variation in value regardless of the position data (17) and / or the force data (19).
[0004]
4. Method according to any one of claims 1 and 2, characterized in that the predictive unit (14) regulates said activation of the actuator "trimmer" (10) according to the variation of the first margin of power (MP1).
[0005]
5. Method according to any one of claims 1 to 4, characterized in that as a result of the generation by the warning unit (13) of the anchoring control (25), an anchor data (30) ) Relative to the current anchoring position of the "trim cylinder" (10) on the main control chain (5) is provided by the warning unit (13) at least to the autopilot (9).
[0006]
6. Method according to any one of claims 1 to 5, characterized in that said at least one alerting member (7, 10) comprising a vibrator (7) implanted on the flight control member (4). ), the warning unit (13) further collects a second said power margin (MP2) provided by the predictive unit (14) by difference between said predicted power (PP) and a second said power limit ( LP2), in that the warning unit (13) generates an activation command (31) of the vibrator (7) under cumulative conditions of a collection by the warning unit (13). ) on the one hand from said second power margin (MP2) and on the other hand indifferently from a position datum (17) and / or an effort datum (19) relating to a request for increasing the power the lift by the main rotor (3), and in that the generation by the warning unit (13) of the vibrator activation command (7) is interrupted as a result of an identification by the warning unit (13) sending a value of the second power margin (MP2) greater than a second power threshold (SP2) predefined in accordance with the current regulation regime.
[0007]
7. Method according to claim 6, characterized in that the generation by the alert unit (13) of the activation control (31) of the vibrator is further dependent on an identification by the unit d warning (13) of a said state data (28) relating to a deactivation of the autopilot (9) at least in a higher mode of operation providing a guiding of the rotorcraft by the following autopilot (9) at least an axis of progression including at least the axis of gravity.
[0008]
8. Method according to any one of claims 1 to 7, characterized in that the anchoring control (25) of the "trim cylinder" (10) is conditioned by taking into account the intrinsic resistance of the chain main control (5) against its maneuver, by comparison by the warning unit (13) between the first power margin (MP1) and a predefined third power threshold (SP3).
[0009]
9. Method according to any one of claims 6 to 8, characterized in that the activation control (31) of the vibrator (7) by the warning unit (13) is further conditioned by taking into account. the intrinsic resistance of the control main chain (5) against its operation, by comparison by the warning unit (13) between the second power margin (MP2) and a fourth power threshold (SP4) predefined.
[0010]
10. Method according to any one of claims 1 to 9, characterized in that said control data (21) causing the interruption of the anchoring of the "trim cylinder" (10) is deduced from the cumulative conditions comprising d on the one hand a force datum (19) lower than or equal to a predefined force threshold (SE) and on the other hand a position datum (17) identifying a drive by the man of the control member of flight (4).
[0011]
11. Method according to any one of claims 6 to 10, characterized in that the vibrations generated by the vibrator (7) vary indifferently in frequency and / or amplitude depending on the variation of the value of the second power margin (MP2 ). 15
[0012]
12. Method according to any one of claims 6 to 11, characterized in that the respective implementations of the "trim cylinder" (10) and the vibrator (7) by the warning device are selectively operated according to the control current of the motorisation group (1), the anchoring of the "trimmer cylinder" (10) and the activation of the vibrator (7) being operated alternately in accordance with the following modalities: -) implementation of the "cylinder of trim "(10) for a current regulating regime of the motorisation group (1) falling under the control regimes comprising the PMD regime, the PMC regime, the 25 short-term OEI regime and the OEI-continuous regime, -) implemented. the vibrator (7) for a current regulating regime of the motorisation group (1) belonging to the regulation regimes comprising the PMT regime and the very short-lived OEI regime. 3021627 51
[0013]
13. Method according to any one of claims 6 to 12, characterized in that the respective values of at least one of the first power limit (LP1) and the second power limit (LP2) vary according to the speed Advancing the rotorcraft, the values of the first power limit (LP1) and the second limit (LP2) decreasing from a progress of the rotorcraft at low speeds to advancing the rotorcraft at high speeds in cruising flight.
[0014]
14. Method according to claims 12 and 13, characterized in that the value of the first power limit (LP1) varies in the following ways: -) at low speeds of advancement of the rotorcraft, PMD control regime and regime short-term OEI regulation, the value of the first power limit (LP1) is constant,
[0015]
15 -) at transient gears of rotorcraft advancement between the low speeds and the high speeds of advancement of the rotorcraft, the value of the first power limit (LP1) is degressive as a result of a transition from the AEO regulation regime of the motorisation group (1) from the PMD regime to the PMC regime and as a result of a changeover from the OEI regulation regime of the motorization group (1) from the short-term OEI regime to the OEI-continuous regime, -) At high speeds of advancement of the rotorcraft, PMC regulation regime and one-time control system (OEI), the value of the first power limit (LP1) is constant. 15. Method according to claims 12 and 13, characterized in that the value of the second power limit (LP2) varies as follows: 3021627 52 -) at low speeds of advancement of the rotorcraft, PMT regulation regime and in OEI-very short-term control regime, the value of the second power limit (LP2) is constant, -) at transient speeds of advancement of the rotorcraft between the low speeds and the high speeds of advance of the rotorcraft, the The value of the second power limit (LP2) is degressive in the PMT control regime and is constant in very short OEI control regime, -) at high speed of the rotorcraft, the value of the second power limit (LP2) is constant in the PMT control regime and in the very short-lived OEI control regime.
[0016]
16. Method according to any one of claims 1 to 15, characterized in that the calculation of said at least one power margin (MP1, MP2) is more particularly operated by the predictive unit (14) according to the following modalities : -) calculate the predicted power (PP) by summing between the current power (PC) supplied by the power unit (1) in accordance with the application of the current regulation regime and a power request to be provided by the power unit (1) calculated by the predictive unit (14) from the control data (21), -) calculating said at least one power margin (MP1, MP2) by subtraction between the predicted power (PP) and the power limit (LP1, LP2). 25
[0017]
17. Method according to any one of claims 1 to 16, characterized in that the regulation of the activation of the motorization (12) of the "trim cylinder" (10) is operated by the predictive unit (14) calculating iteratively at given frequency an anchor position control (26) of the "trimmer cylinder" (10) in the following manner: -) calculation of a position margin (MPo) relative to the variation of the position of the flight control member (4) admitted with respect to the first power margin (MP1), said position margin (MPo) being calculated by dividing the first power margin (MP1) by a predefined constant (K1) identifying a power variation for a position variation of the given flight control member (4), then 10 -) deriving said anchor position command (26) from the "trim actuator" (10) by summation of the position margin (MPo) previously calculated with the current position of the organ of flight control identified by the position data (17) provided by the position sensor (18), 15 -) generating an activation command (27) of the actuator of the "trim cylinder" (10) according to the command anchoring position (26) of the "trimmer cylinder" (10) previously deduced.
[0018]
18. The method as claimed in claim 17, characterized in that the activation order (27) of the actuator (12) of the "trim jack" (10) generated by the predictive unit (14) identifies a position of anchoring (25) of the "trim cylinder" (10) and a speed of operation of the "trim cylinder" (10) by the motorization (12) with which it is equipped, calculated according to the variation of the anchoring position ( 26) of the "trim cylinder" (10) and according to the current regulation mode of the motor unit (1).
[0019]
19. Method according to any one of claims 1 to 18, characterized in that the "trim cylinder" (10) implemented by the method is a motorized "trimmer trimmer" type active. 3021627 54
[0020]
20. Method according to claim 19, characterized in that as a result of the interruption of the generation of the anchoring control (25) by the warning unit (10), the "trim cylinder" (10) is placed in a friction configuration mode (33) in which the "trimmer cylinder" (10) is maintained anchored to the main control chain (5) by generating a resistant force (Efr), said friction force, a constant value greater than the absolute value of said effort threshold (SE).
[0021]
21. Method according to any one of claims 1 to 20, characterized in that the flight control member (4) equipped with said at least one warning member (10,7) implemented in accordance with the method is a flight control member (4) causing any variation of pitch of the blades (2) of the main rotor (3). 15

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公开号 | 公开日

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FR3021627B1|2016-06-10|

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EP2952431B1|2016-07-27|

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US20150344128A1|2015-12-03|

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EP2952431A1|2015-12-09|

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US9868513B2|2018-01-16|

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法律状态:
2015-04-22| PLFP| Fee payment|Year of fee payment: 2 |

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2015-12-04| PLSC| Search report ready|Effective date: 20151204 |

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2016-05-20| PLFP| Fee payment|Year of fee payment: 3 |

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2017-05-23| PLFP| Fee payment|Year of fee payment: 4 |

优先权:

---

申请号 | 申请日 | 专利标题

---

FR1401235A|FR3021627B1|2014-05-28|2014-05-28|ALARM DEVICE FOR A TILT SIGNAL GYROVAN PILOT USING A "TRIM CYLINDER" CONNECTED TO A FLIGHT CONTROL MEMBER|FR1401235A| FR3021627B1|2014-05-28|2014-05-28|ALARM DEVICE FOR A TILT SIGNAL GYROVAN PILOT USING A "TRIM CYLINDER" CONNECTED TO A FLIGHT CONTROL MEMBER|

---

EP15168476.8A| EP2952431B1|2014-05-28|2015-05-20|A device for warning a rotorcraft pilot by means of tactile signals and making use of a trim actuator connected to a flight control member|

---

US14/723,537| US9868513B2|2014-05-28|2015-05-28|Device for warning a rotorcraft pilot by means of tactile signals and making use of a trim actuator connected to a flight control member|