• 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 for regulating the speed of rotation of at least one main rotor (5) of a variable speed driven multi-rotor rotorcraft. In case of failure of one of the main engines (2,3) of the rotorcraft, a control unit (8) generates a setpoint NR (19 ') at least equal to the nominal speed (NRnom) of the main rotor drive (5). Then a calculator (17) determines iteratively a target speed (NRobj) driving the main rotor (5) providing a stabilized lift (23) of the rotorcraft by balancing between the torque (21) developed by the main rotor (5) and the speed of increase (22) of its driving speed. The autopilot (10) then causes a variation of the pitch of the blades (9) of the main rotor (5) in accordance with obtaining the objective speed (NRobj) iteratively calculated until the stabilized lift (23) of the rotor is obtained. rotorcraft.
    公开号:FR3023261A1
    申请号:FR1401500
    申请日:2014-07-03
    公开日:2016-01-08
    发明作者:Jean Baptiste Vallart；Setareh Taheri
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION The present invention is in the field of methods for regulating the operation of the engines of a motorization unit fitted to the engines of a motor-driven unit. multi-engine rotorcraft. Said engine group includes in particular main combustion engines, including turboshaft engines, typically providing the rotorcraft with the mechanical power necessary to provide at least the drive of one or more rotors fitted to the rotorcraft. The present invention is more specifically in the context of a defection of at least one of said main engines of the rotorcraft providing drive at a variable set speed of at least one main rotor of the rotorcraft, or even providing the if necessary the drive of an anti-torque rotor. The main rotor typically provides at least the lift of the rotorcraft, or even its propulsion and / or attitude change in flight in the specific case of a helicopter. The anti-torque rotor typically provides yaw stabilization and steering of the rotorcraft and is commonly formed of a tail rotor or at least one propeller in the case of a high speed gyroplane. Conventionally, the operation of the main engines of the rotorcraft is placed under the control of a control unit, such as a FADEC (according to the acronym, Full Authority Digital Engine Control 25). The control unit controls the fuel dosage of the main engines according to a setpoint, hereinafter designated NR setpoint, relating to a required rotational speed of the main rotor. The NR setpoint is generated and transmitted to the control unit by a control unit, such as an AFCS (Automatic Flight Control System).
    [0002] The setpoint NR is currently generated by the control unit according to the mechanical power requirements of the rotorcraft identified according to the case of current flight of the rotorcraft, and in particular according to the mechanical power requirements for driving the main rotor. The power consumed by the main rotor may for example be identified from an evaluation of the resisting torque that the main rotor opposes against its drive by the motor unit. It is known to anticipate by calculation the mechanical power to be provided by the engine group to meet the needs of the rotorcraft, to quickly provide a drive of the main rotor at a rotational speed in accordance with the NR. The anticipatory calculation of the mechanical power required for the rotorcraft is for example identified from the flight controls operated by a pilot of the rotorcraft, indifferently pilot human or autopilot. The flight controls used to calculate in advance the mechanical power required for the rotorcraft include including controls for varying the pitch of the main rotor blades, at least collectively or even cyclically. In the case where the rotorcraft is equipped with a rear rotor, it may also be taken into account a flight control causing a variation, including collective, the pitch of the blades of the tail rotor to calculate in advance the mechanical power required for the rotorcraft . In this context, there is the problem of a defection of one of the main engines of a twin-engine rotorcraft or of several main engines of a rotorcraft with more than two main engines. Indeed in this case, a single main rotorcraft engine remains potentially operational to provide alone the mechanical power required for the rotorcraft.
    [0003] For this reason, specific regimes for regulating the operation of the main engines, commonly referred to as OEI (One Engine Inoperative) regimes, have been defined. The OEI regimes are applied to regulate the operation of a main engine providing on its own the mechanical power necessary for the rotorcraft in flight in the event of the defection of at least one other main engine of a multi-engine rotorcraft. OEI regimes are typically defined for specific flight phases in accordance with a given mechanical power to be supplied for a given period by the main engine, avoiding its degradation beyond a tolerated degradation threshold. Various OEI regimes are potentially applied by the control unit, either automatically (by a PLC) or at the request of the human pilot of the rotorcraft in accordance with the flight manual. 15 The following OEI regimes are commonly defined: -) Very short-term OEI regime, whereby the main operational engine (s) is individually capable of being operated under an emergency regime for a short duration of about 30 seconds. 20 -) Short-term OEI regime, according to which the main operational engine or engines are individually capable of being operated under an emergency regime for a short duration of the order of 2 minutes to 3 minutes. -) OEI-long-term regime, according to which the main engine (s) 25 operational are individually able to be operated at a maximum regime for a long, potentially unlimited. The set point NR is defined by the control unit in accordance with obtaining a rotational speed of the main rotor, hereinafter denoted by speed NR.
    [0004] The speed NR is traditionally predefined substantially invariable, being able to vary according to the flight attitude of the rotorcraft at most in a restricted range of speed variation of the order of 5% of a nominal speed NR, without exceeding a variation of the order of 1% per second. The impact of such a restricted variation in the NR speed is negligible on the variation of the mechanical power that the main engines of the rotorcraft must provide to drive the main rotor. Indeed a defection of one of the main engines of the rotorcraft causes a sudden loss of mechanical power capable of being provided by the engine group, and consequently causes a decrease in speed NR. However, at the moment of the defection of one of the main engines of the rotorcraft, the current NR speed is substantially equal to the current NR setpoint and is still sufficient to allow the pilot to control conventionally the attitude of the rotorcraft. More particularly, with reference to FIG. 1 of the attached plates, it is schematically represented with respect to the time (tps) the evolution of the essential events occurring in the event of the defection of one of the main engines of a twin-engine rotorcraft. In a first step E1 illustrated, the main engines of the rotorcraft are both operational and jointly provide, in the event of failure of one of the main engines, said PM failure case, a mechanical power PU1 providing a drive of the main rotor. at a nominal speed NRnom substantially constant for a current pitch P1 given the blades of the main rotor. In such a context, the driving speed NR of the main rotor is nevertheless likely to vary, for a given pitch P1 of the main rotor blades, in a range of about 5% typically between 97% and 102% of the nominal speed NRnom.
    [0005] In the event of a PM engine failure of one of the main engines, the rotorcraft is abruptly placed in a second step E2 prior to any reaction of the pilot suddenly confronted with the PM failure case. An OEI regulating system of the main engine remaining only active is immediately armed. The applied OEI regime is classically automatically selected and armed among various OEI regimes applicable according to the flight phase of the rotorcraft characterized by its flight mechanics according to its evolution conditions, such as according to its attitude, its progression altitude and / or its speed. progress, for example. During this second step E2, a sudden decrease in the available mechanical power PU2 is caused as a result of the defection of one of the main engines and the NR speed of the main rotor drops taking into account the current pitch P1 of the rotor blades 15 principal unchanged in the absence of pilot response. The main engine remaining operational then undergoes an acceleration with the effect of increasing the mechanical power PU3 it provides according to the 0E1 selected and armed regime applied by the control unit. Of course, it is included 20 main engine remaining operational the main engine of the rotorcraft in operation contrario the defective main engine. Then in a third step E3, the pilot then reacts to vary the collective current P2 of the main rotor blades to weaken the power required by the main rotor. Such a variation of the collective pitch P2 makes it possible gradually to limit and then to stop as quickly as possible the fall of the speed NR of the main rotor, before reaching a critical threshold speed, hereinafter referred to as the target speed NRobj, of a constant value of the order of 97% of the nominal speed NRnom. In a fourth step E4, the main engine remaining operational provides a mechanical power PU4 according to the 0E1 regime for providing a drive of the main rotor at the nominal speed NRnom substantially constant. The stabilized lift of the rotorcraft being restored despite the failure of one of the main engines, the pilot then intervenes on all the flight controls to place the rotorcraft in accordance with a stabilized flight case providing stabilization of the overall behavior of the rotorcraft , while at the same time keeping the main rotor drive NR at the nominal speed NRnom at a constant constant. Such a case of stabilized flight is commonly recognized when the flight parameters of the rotorcraft are invariant for a stable progression of the rotorcraft. To clarify the notion of stabilized lift, the stabilized lift of a rotorcraft is commonly recognized when a fall in the number of revolutions of the main rotor is stopped, provided that the rotorcraft is secured against the resistance of the rotorcraft. the effort undergone by its structure, being of course understood that said fall in the number of revolutions is caused independently of the control of the rotorcraft's behavior by the pilot, indifferently pilot human or autopilot, such as in the case of a defection of one of the main engines of the rotorcraft in the context of the present invention. Such pilot intervention modes illustrated in FIG. 1 are conventionally operated according to the flight manuals in the case of a substantially constant main rotor drive speed NR that is considered to be invariable. According to the equipment of the rotorcraft, an autopilot is potentially exploited to quickly restore the nominal speed NRnom of the main rotor in the event of defection of one of the main engines, by generating automatic flight controls 30 modifying the current collective pitch P2 of the blades of the main rotor as illustrated in the third step E3 shown in fig.1.
    [0006] However, the evolution of the techniques in the field of rotorcraft tends to favor a drive of the main rotor at a variable speed NR controlled with respect to the nominal speed NRnom predefined according to the flight conditions of the rotorcraft.
    [0007] Indeed, such a significant variation in the main rotor rotor NR speed is for example used to reduce the noise of the rotorcraft and / or to improve its performance in certain phases of flight. As an indication, the speed of the main rotor can be controlled variable between 5% and 10% of the nominal speed NRnom, or potentially more according to the evolution of the techniques, and more particularly can be controlled variable in a range of values potentially between 93% and 107% of the nominal speed NRnom. In this connection, reference may be made, for example, to the publication "Enhanced energy maneuverability for attack helicopters using continuous variable rotor speed control" (C.G. SCHAEFER Jr. F.H. LUTZE, Jr); 47th American Helicopter Society Forum 1991; p. 12931303. According to this document, the performance of a rotorcraft in a combat situation is improved by varying the driving speed of the main rotor according to a variation of the airspeed of the rotorcraft. Reference may also be made, for example, to document US Pat. No. 6,198,991 (YAMAKAWA et al.), Which proposes to reduce the noise nuisance generated by a rotorcraft approaching a landing point by varying the speed of rotation of the main rotor.
    [0008] In this connection, reference may be made for example to document US2007 / 118254 (BARNES GW et al.), Which proposes to vary the speed of rotation of the main rotor of a rotorcraft, according to two values considered as low and high, under predefined conditions of threshold values of various parameters related to previously identified rotorcraft flight conditions.
    [0009] For example again, reference may also be made in this regard to the document WO2010143051 (AGUSTA SPA et al.), Which proposes to vary the speed of rotation of a main rotor fitted to a rotorcraft in accordance with a mapping previously established according to various conditions of flight of the rotorcraft. This raises the problem of the modalities of intervention on the behavior of the rotorcraft in the event of defection of one of the main engines, considering a main rotor drive at a speed NR potentially low compared to the nominal speed NRnom as may be at least less than 7% of the rated speed NRnom. Indeed in this case, the restoration by the pilot of a main rotor drive at a speed NR according to the NR setpoint is much more difficult to perform. Consequently, it seems advisable to provide the human pilot of a twin-engine rotorcraft with automated assistance to re-establish a main rotor drive in the event of the failure of one of the main engines, in the context of a possible main rotor drive to a potentially low NR speed with respect to the nominal speed NRnom at the moment when said defection of one of the main engines occurs. It is known a technological environment of the invention applied to a single-engine rotorcraft, according to which automated assistance is provided to the human pilot of the rotorcraft to place the main rotor autorotation in case of defection of the main engine. Such assistance is provided by an automatic flight control generating device which modifies, in the event of defection of the main engine, the attitude of the rotorcraft in verticality, pitch, roll and / or yaw, to counterbalance the adverse aerodynamic effects which immediately following a failure of the main engine.
    [0010] For example, reference may be made to documents FR 2 601 326 (UNITED TECHNOLOGIES CORPORATION), FR 2 864 028 (EUROCOPTER S.A.S.) and US 2013/0221153 (BELL HELICOPTER TEXTRON).
    [0011] In this context, the subject of the present invention is a method for regulating the rotational speed, referred to as the NR speed, of at least one main rotor of a multi-engine rotorcraft in the case, in the case of a motor failure, of a defection. of one of the main combustion engines of a group of engines equipping the rotorcraft.
    [0012] The said group of engines conventionally provides the rotorcraft with the mechanical power necessary at least for the rotational drive of the main. The method of the present invention is applied in the context, except in case of engine failure, of a drive by the power unit of said at least one main rotor in accordance with the application of a speed reference, called the NR setpoint, whose value is calculated variable by a control unit according to the current flight conditions of the rotorcraft. In this context, the value of the setpoint NR potentially varies in a range of values proportional to the value of a predefined nominal driving speed of the main rotor, as an indication in a range of values between 93% and 107% of the value of the nominal speed. It is more particularly the object of the present invention to provide such a method adapted to assist a human pilot of the rotorcraft in the case where an engine failure occurs while the driving speed of the main rotor is potentially significantly low compared to said speed. nominal.
    [0013] In the context of the present invention, the rotorcraft is equipped with at least one manual flight control device generating, as a result of its training by the man, manual flight controls causing a variation of the pitch of the blades of said at least a main rotor. The rotorcraft is also equipped with an automatic pilot generating automatic flight controls causing a variation of the pitch of the blades of said at least one main rotor. The rotorcraft is also equipped with said control unit supplying said setpoint NR to a unit for regulating the individual operation of the main engines in order to drive the main rotor at a speed NR in accordance with the setpoint NR. In the event of an engine failure, the control unit applies a control regime, referred to as the OEI system, to the operation of at least one main engine that remains operational. As conventionally, said OEI regime is selected and applied by the control unit according to an identified flight phase of the rotorcraft among a plurality of predefined OEI schemes. In this context, the method of the present invention is mainly recognizable in that it comprises the following detailed operations: In the case where a case of engine failure is identified by the control unit, the control unit applies said OEI regime and transmits to the control unit a datum, said data of engine failure, relating to the identification of the case of engine failure by the control unit 25. Then, as a result of the reception by the control unit of said engine failure data, the control unit generates said setpoint NR according to at least one value, and preferably equal to the value of said nominal speed.
    [0014] In this context, the rotorcraft is potentially in a favorable flight case in which the value of the current NR setpoint is greater than or equal to the value of the main rotor drive nominal speed. It is considered that in such a case of favorable flight, the generation by the control unit of said NR setpoint of a value at least equal to said nominal speed is adapted to promote the rapid achievement of a progression stabilized rotorcraft, at least with regard to rapidly obtaining stabilized lift of the rotorcraft. However, in the context of the present invention, the value of the current NR speed can be significantly lower than the value of the nominal speed, such as in particular less than 97% of the nominal speed. In such a case of unfavorable flight, the difficulty for the human pilot to obtain a stabilized lift of the rotorcraft 15 is increased compared to said favorable flight case. As the human pilot is in a difficult situation, it is proposed, as a result of the control unit receiving said engine failure data, to assist the human pilot in controlling the flight attitude of the rotorcraft. More particularly in said unfavorable flight case in which the value of the current speed NR is less than the value of the nominal speed, a calculator iteratively calculates a drive speed of the main rotor, called objective speed. The objective speed is calculated iteratively: 25 -) by identification, according to the case of the current flight of the rotorcraft, on the one hand of the available mechanical power that can be supplied by the engine group in accordance with the current 0E1 regime and on the other hand share of the current lift provided by the main rotor, in particular determined in accordance with the pilot's routine flight commands 30, indifferently pilot human or autopilot, then -) by identification of a maximum lift capable of being provided by the main rotor provided that stabilized lift of the rotorcraft is obtained from a speed NR that can be reached in the shortest possible time from the current speed NR to the target speed, of course under conditions for a safe progression of the rotorcraft. In such a context, said objective speed is not predetermined by being preferably calculated iteratively at a given frequency, of the order of 40 times per second for example, and being variable according to the case of current flight of the rotorcraft to each of sequences of calculation of the speed-objective. Such an iterative calculation of the objective speed is based on a distribution of said available mechanical power between the engine torque driving the main rotor and the main rotor drive NR speed so that the lift provided by the main rotor be optimized as quickly as possible to minimize the loss of ground-level of the rotorcraft. It should be noted that said computer is potentially integrated with any calculation means fitted to the rotorcraft, such as in particular integrated with the autopilot, or even preferably with the control unit. Then in the case where the current NR speed is lower than the target speed, the autopilot generates automatic flight controls causing a variation of the pitch of the main rotor blades until a main rotor drive is obtained at said rotor. speed-goal. Under these conditions in case of engine failure, taking into account a main rotor drive speed that can be significantly lower than the nominal speed is almost instantly operated by the computer.
    [0015] In the absence of reaction of the pilot suddenly confronted with a case of engine failure, the control unit first generates a setpoint NR of a value at least equal to said nominal speed and the calculator iteratively calculates the speed. An objective exploited by the autopilot to generate automatic flight controls providing rapid stabilized lift of the rotorcraft. The stabilized lift of the rotorcraft is obtained without necessarily driving the main rotor at a speed consistent with the nominal speed. Indeed, the time required to achieve a stabilization of the lift of the rotorcraft from a potentially low main rotor drive speed is shortened, by iterative generation of the target speed by the computer, under which the speed-objective The objective is to generate flight controls by the autopilot providing as quickly as possible said stabilized lift. It finally emerges that despite a drive of the main rotor at a potentially low speed, the human pilot is assisted in case of engine failure in the control of the rotorcraft before any humanly possible reaction. The piloting assistance provided provides an evolution of the rotorcraft under favorable conditions of flight from obtaining a stabilized lift of the rotorcraft under the control of the computer. It is preferably proposed after stabilization of the lift of the rotorcraft to generate flight controls providing a case of stabilized flight of the rotorcraft. Such a case of stabilized flight is conventionally obtained by generating flight controls varying at least the pitch of the main rotor blades, or even if necessary activating the implementation of an anti-torque device as conventionally formed at least by a rotor annex.
    [0016] However, after the period necessary to stabilize the lift of the rotorcraft, the human pilot is potentially able to react. This is why it is chosen to operate the flight controls providing the case of stabilized flight either manually by the human pilot or automatically by the autopilot armed in at least one higher mode of operation providing guidance of the rotorcraft according to its various axes progression, such as typically at least pitch, roll and yaw or even verticality. For this purpose according to a form of the invention and as a result of obtaining said stabilized stabilization of the rotorcraft, the autopilot is potentially armed in an operating mode in which the autopilot calculates a case of stabilized flight of the rotorcraft and generates automatic flight controls in accordance with said stabilized flight case. As referred to below, the autopilot is potentially pre-armed or is armed at the request of the pilot in such an operating mode identifying said stabilized flight case. Preferably, said case of stabilized flight is calculated by the autopilot in accordance with an advancement of the rotorcraft at average speeds, as an indication at a forward speed of the rotorcraft between 45 kt (45 knots) and 100 kt (100 knots). nodes). Indeed, it is chosen to identify said case of stabilized flight in accordance with a forward speed of the rotorcraft likely to consume the lowest possible mechanical power. In addition, the case of stabilized flight is potentially calculated by the autopilot by taking into account at least one of at least one of the flight parameters of the rotorcraft including the current ground level of the rotorcraft, the current airspeed of the rotorcraft and the ambient outside air temperature surrounding the rotorcraft.
    [0017] According to an advantageous embodiment, said case of stabilized flight of the rotorcraft is calculated from a selection by the autopilot of a flight phase to be reached among several flight phases previously listed and for example stored in a database , especially taking into account the current flight phase of the rotorcraft. According to non-exhaustive examples of implementation of the method of the invention, the autopilot calculates said case of stabilized flight at least in the following ways: -) in the flight phase of the rotorcraft close to the ground, as an indication of the less than 30 ft (30 ft), the autopilot calculates the case of stabilized flight in accordance with a rotorcraft guidance in a rotorcraft landing procedure, -) in the automatic take-off phase of the rotorcraft in which the rotorcraft is guided by the autopilot according to a pre-established take-off procedure, the case of stabilized flight is calculated by the computer in accordance with a guidance of the rotorcraft in take-off procedure. Preferably, the autopilot calculates said stabilized flight case according to the application of a setpoint NR of a value at least equal to a speed threshold. The value of said speed threshold is in particular predefined according to a minimum permissible speed of driving the main rotor providing a secure flight of the rotorcraft, such as preferably of the order of 97% of the nominal speed. Furthermore, the arming of the autopilot in the calculation mode of said stabilized flight case is potentially caused according to the following alternative methods: -) by a manual cocking control operated by a human pilot placed in a situation to be able to react on the behavior of the rotorcraft as a result of obtaining the stabilized lift of the rotorcraft, -) by an automatic arming command generated as a result of the generation by the control unit of said engine failure data, -) by a state of pre-cocking the autopilot prior to a possible case of engine failure, in order to provide the human pilot 10 an optimized reaction time range. The autopilot being armed in calculation mode of said stabilized flight case, disarming the autopilot out of calculation mode is operable by the human pilot of the rotorcraft generating a manual disarming control. According to another embodiment and as a result of obtaining said stabilized lift of the rotorcraft, the human pilot of the rotorcraft generates manual flight controls providing stabilized flight guidance of the rotorcraft in accordance with the application of a control procedure. pre-established emergency and documented in the flight manual. 20 The said emergency procedure is consistent with a stabilized flight guidance of the rotorcraft placed under adverse evolutionary conditions defined in accordance with an evolution of the rotorcraft at altitude, as an indication at a height above 500 ft (500 ft) at an elevated ambient air temperature surrounding the rotorcraft, as an indication at a temperature of the order of at least 30 ° C (30 ° C), and at a main rotor drive at a speed NR low rotation, especially considered less than 97% of the nominal speed.
    [0018] The taking into account of this emergency procedure makes it possible to respond as best as possible to obtaining a secure evolution of the rotorcraft whatever the current conditions of evolution of the rotorcraft. Indeed, the emergency procedure is advantageously defined as unique and applicable to all the common flight conditions of the rotorcraft in the event of an engine failure, to avoid complicating the work of the human pilot placed in an emergency situation as a result of the defection of one of the main engines of the rotorcraft. Furthermore, the application of a setpoint NR to a value at least equal to said speed threshold is preferably made by limiting a variation of the pitch of the main rotor blades vis-à-vis a step threshold predefined main rotor blades. According to one embodiment, at least one of the manual flight control members causing a pitch variation of the main rotor blades is advantageously equipped with a device for generating tactile signals. The device generating tactile signals produces at least a first tactile signal as a result of identification according to the flight mechanics of the rotorcraft with a pitch of the main rotor blades equivalent to said step threshold. According to one embodiment, the device for generating tactile signals is potentially generating a second tactile signal as a result of an identification according to the flight mechanics of the rotorcraft of a pitch of the main rotor blades greater than said step threshold. Such provisions are intended to indicate to the human pilot a crossing of the mechanical power limits defined according to the current 0E1 regime applied by the control unit. The device for generating tactile signals is, for example, a device generating vibrations. For example again, the device generating tactile signals is a device opposing a force resistant against the training by the human pilot of the manual flight control device.
    [0019] Furthermore, the motorization group potentially comprises at least one auxiliary motor. In this case and subject to identification by the control unit of a power deficit consumed by the main rotor with respect to the rapid obtaining of a stabilized lift of the rotorcraft, the control unit generates a request to implement said at least one auxiliary motor. According to various exemplary embodiments, said at least one auxiliary motor is indifferently an electrical machine and / or an auxiliary power unit (APU). It is recalled that said auxiliary power unit, called APU (Auxiliary Power Unit), typically consists of an auxiliary combustion engine, including turbine engine, whose operation is controlled by the unit of 15 regulation. Such an auxiliary motor is typically sized to provide the mechanical power necessary for driving auxiliary members of the rotorcraft (compressors, electrical machines, equipment for servitude for example) when the rotorcraft is on the ground, being unable to train alone or rotors 20 of the rotorcraft in flight, especially in case of engine failure. However, it may be expedient to operate the auxiliary engine to participate in flight in the main rotor drive by providing, in certain specific flight phases of the rotorcraft, a supplement of mechanical power in addition to the mechanical power essentially provided by the main engines as for them dimensioned to be able to drive in flight the rotorcraft rotor or rotors, if necessary in isolation in case of engine failure. In this context, it is understood that the operation of the auxiliary motor is not subject to control regimes 0E1 in 30 cases of defection of one of the main engines.
    [0020] According to a preferred embodiment, the regulation unit generates a regulation control of the individual operation of each of the main engines taking into account at least firstly the setpoint NR and secondly an anticipation of the power mechanical to be provided by the engine group typically identified according to the mechanics of flight of the rotorcraft causing at least a variation of the pitch of the blades at least the main rotor blade. It is furthermore understood that the cocking of the autopilot in the secondary mode of operation is distinct and does not preclude a potentially simultaneous arming of the autopilot in at least one higher mode of operation providing an automatic guiding of the rotorcraft according to one at least one of its axes of progression.
    [0021] An exemplary embodiment of the present invention will be described in relation to the figures of the attached plates, in which: FIG. 1 is a schematic representation with respect to the time (tps) of the evolution, according to the prior art, essential events occurring in case of failure of one of the main engines of a twin engine rotorcraft, previously commented. FIG. 2 is a schematic representation with respect to the time (tps) of the evolution, according to an exemplary embodiment of the invention, of the essential events occurring in the event of failure of one of the main engines of a twin-engine rotorcraft. - Fig.3 is a diagram detailing the arrangements implemented in accordance with the execution of a method of the present invention according to a preferred embodiment.
    [0022] In FIG. 2, the main rotor of a twin-engine rotorcraft is driven out of the event of a motor failure at a speed, referred to as the NR speed, which is significantly lower than a predetermined nominal speed NRnom. Indeed, the main rotor is potentially driven at a variable NR speed controlled by a control unit taking into account the flight conditions of the rotorcraft, such as the physicochemical parameters of the ambient air surrounding the rotorcraft, its speed of flight. advancement or its height-ground for example. Such provisions are intended to assist the rotorcraft performance requirements, especially in hover or even cruising flight, and / or to reduce the noise generated by the rotorcraft according to specific flight phases, such as in particular during the flight phase. approach by the rotorcraft to a point of posing.
    [0023] As in the context illustrated in FIG. 1 in a first step E11, the main engines of the rotorcraft are both operational and jointly provide, outside the case of a PM engine failure, a mechanical power PU11 providing a drive of the main rotor at a speed NR substantially constant at a given instant for a current pitch P1 given the blades of the main rotor. In the event of a PM engine failure of one of the main engines, the rotorcraft is abruptly placed in a second step E22 prior to any reaction of the pilot suddenly confronted with the PM engine failure case.
    [0024] A control mode 0E1 of the main operational engine remaining only active is immediately armed by being conventionally applied by a control unit. The 0E1 regime applied is automatically selected and armed among various 0E1 regimes applicable according to the flight phase of the rotorcraft.
    [0025] During this second step E22, a sudden decrease in the available mechanical power PU22 is caused by the defection of one of the main engines in the event of a motor failure PM. As a result, the current pitch P11 of the main rotor blades being kept constant in the absence of reaction of the pilot, the rotational speed NR of the main rotor drops. However, given a drive of the main rotor at a speed NR significantly less than the nominal speed NRnom, the human pilot is placed in a particularly difficult situation to stabilize the progress of the rotorcraft. Indeed, the main rotor drive NR speed is potentially close to a minimum value NRmini admitted and the time period useful for the recovery of a rotorcraft progression under secure flight conditions is potentially very brief. In this context, it is proposed to assist the human pilot to place the rotorcraft under secure flight conditions in the event of an engine failure. It is more particularly the choice to initially provide a stabilization of the lift of the rotorcraft 20 provided by the main rotor, then in a second time to control the operation of the flight mechanics of the rotorcraft, regardless of the human pilot or by an autopilot equipping the rotorcraft, in accordance with the application of a case of stabilized flight of the rotorcraft providing a stabilization of the progression of the rotorcraft since the case of current flight along all of its axes of progression. In a non-illustrated favorable flight case in which the main rotor drive NR speed is equal to or greater than the nominal speed NRnom, the current main rotor drive NR speed is maintained.
    [0026] In this case, the control unit maintains the generation of a setpoint, referred to as the NR setpoint, and the pilot of the rotorcraft can generate flight controls causing an increase in the torque consumed by the main rotor in accordance with maximum power utilization. available mechanical provided by the main engine maintained in operation, having the alternative effect of reducing the speed NR. However, as illustrated in FIG. 2, it is potentially identified a case of unfavorable flight according to which the main rotor drive NR speed is significantly lower than the nominal speed NRnom at the moment when the engine failure case intervenes. In this case in a third step E33a, the pitch P33a of the main rotor blades is rapidly modified by an autopilot equipping the rotorcraft as a result of a request issued by the control unit of a setpoint NR of equal value. even higher than the nominal speed NRnom. This first step makes it possible to immediately slow down the decrease in the number of revolutions of the main rotor.
    [0027] Moreover, a calculator used as soon as the engine failure case is detected calculates a speed, referred to as the target speed NRobj, of the main rotor in accordance with the exploitation of a given mechanical power supplied by the compliant power unit. at 0E1 current applied regime. The objective speed is identified according to the case of current flight of the rotorcraft, by taking into account a combination of criteria whose respective values are calculated iteratively by the computer. Said criteria include a shortest possible duration of obtaining a target speed NRobj for a torque consumed by the main rotor providing stabilized lift of the rotorcraft.
    [0028] Starting from the target speed NRobj calculated by the computer, the autopilot, armed in a specific operating mode, calculates the collective pitch P33b of the main rotor blades to be applied in order to obtain as quickly as possible said stabilized lift of the rotorcraft, and generates automatic flight controls causing a collective variation of the pitch of the main rotor blades according to step P33b calculated by the autopilot, as illustrated in step E33b. Under these conditions in the course of steps E22 in a first step, then E33a and E33b in a second step, the mechanical power PU33 supplied by the operational engine increases progressively until reaching a mechanical power PU44 compliant with the OEI regime. At the end of the step E33b in which the lift of the rotorcraft is stabilized, the main rotor drive NR speed is maintained higher than the target speed NRobj and the mechanical power PU44 is in compliance with the application of the OEI regime current. At this stage, the human pilot is potentially able to react and can choose to operate manual flight controls to place the rotorcraft in a case of stabilized flight along all of its axes of progression, including pitch, roll , in lace or even in verticality. In this context, not shown, the manual flight controls operated by the pilot are in accordance with the application of an emergency procedure typically recorded in the flight manual and relating to the actions that the human pilot must perform to stabilize the progression of the rotorcraft. in case of engine failure. The emergency procedure is advantageously established in accordance with particularly unfavorable flight conditions in the event of an engine failure, such as typically in accordance with an evolution of the rotorcraft at a height of ground of the order of 500 ft, at a high temperature of ambient outside air surrounding the rotorcraft of the order greater than 30 C and / or according to a main rotor drive at a low rotational speed especially less than 97% of the nominal speed NRnom.
    [0029] Still at the end of the step E33b and as illustrated in FIG. 2 during a following step E44, the autopilot is potentially armed in a calculation mode of a stabilized flight case of the rotorcraft. The case of stabilized flight of the rotorcraft being identified by the autopilot, the instruction NR generated by the control unit and automatic flight controls generated by the autopilot modify the pitch P44 of the blades, at least of the main rotor or even of an anti-torque auxiliary rotor for placing the rotorcraft in flight conditions in accordance with the case of stabilized flight identified by the autopilot.
    [0030] Various operations of a preferred method of the present invention providing a regulation of the operation of a motorization group of a twin-engine rotorcraft in accordance with the provisions of the invention shown in Fig.2 and previously commented, are detailed in FIG. 3.
    [0031] In FIG. 3, a twin-engine rotorcraft is equipped with a power unit 1 comprising two main engines 2.3 and at least one auxiliary motor 4. The power unit 1 is used to drive the rotorcraft members that consume mechanical power. , including one or more rotors 5.6. The rotors of the rotorcraft comprise in particular at least one main rotor 5 providing at least the lift of the rotorcraft and at least one annex rotor 6 providing at least stabilization and yaw steering of the rotorcraft. In this context as conventionally, the main engines 2,3 are sized to be able to drive the rotor rotor rotor (s) 5,6 in case of failure of one of the main engines 2,3.
    [0032] On the other hand, the auxiliary motor 4 is of too small a size to confer on it alone such an ability to drive alone or the rotors 5,6 of the rotorcraft. Such an auxiliary motor is potentially formed of an electric machine and / or a combustion engine forming an auxiliary power unit commonly referred to as APU. The operation of the engine group 1 is controlled by a regulation unit 7 in accordance with a speed setpoint, called the NR 19 setpoint, generated by a control unit 8 and relating to a required driving speed of the main rotor 5. Such that previously referred to, the main rotor drive NR speed 5 is likely to vary significantly with respect to a nominal speed NRnom according to the application of the NR 19 instruction generated by the control unit 8. 15 Moreover, a modification the attitude of the rotorcraft can be performed by a pilot generating flight controls that change the pitch of the blades 9 of the wings or rotors 5.6. For this purpose, said blades 9 are maneuvered by kinematic chains around an axis of variation of pitch A. Conventionally, the blades 9 of the main rotor 5 are operable around their axis of variation of pitch A collectively to modify the pitch. altitude of the rotorcraft and / or cyclically to change the attitude of the rotorcraft in pitch and roll. The rotor blades of Annex 6 are conventionally maneuverable collectively around their axis of variation of pitch to stabilize and guide the rotorcraft in yaw. The pilot of the rotorcraft is potentially an autopilot generating automatic flight controls or a human pilot 11 generating manual flight commands CM1, CM2 by manual flight controller training 12,13,14.
    [0033] The manual flight control members typically comprise a pitch lever 12 allowing the human pilot 11 to collectively modify the blades 9 of the main rotor 5, a cyclic stick 13 allowing the human pilot 11 to cyclically modify the pitch of the blades 9 of the main rotor 5 and a lifter 14 allowing the human pilot 11 to collectively change the pitch of the blades of the rotor annex 6. The flight attitude of the rotorcraft can thus be modified by means of the flight mechanics of the rotorcraft operated under the effect flight controls indifferently generated by the human pilot 11 or by the autopilot 10. The rotorcraft is also conventionally equipped with an on-board instrumentation 15 providing various information relating to the rotorcraft's flight conditions, such as, for example, the altitude Al and / or the ground height Hs, the temperature T of the ambient outside air surrounding the rotorcraft, the forward speed TAS of the rotorcraft and / or the posi the flight mechanics MV. In this context, in the event of an engine failure of one of the main engines 2,3, the control unit 7 controls the operation of the main engine 2,3 still operational in accordance with the application of an OEI system. The 0E1 regime applied by the control unit 7 is selected according to the conditions and / or flight phases of the rotorcraft among several predefined OEI regimes, such as conventionally a very short-term OEI regime, a short-term 0E1 regime or a 0E1 regime. long duration. In the event of a motor failure, the control unit 7 transmits to the control unit 8 a motor failure data 16 relating to the detection of said case of motor failure. According to different flight cases, a computer 17 intervenes to modify the behavior of the rotorcraft.
    [0034] In a favorable case 18 in which the main rotor 5 is driven at a rotation speed NR equal to or greater than the nominal speed NRnom, the setpoint NR 19 'generated by the control unit 8 is at least equal to or greater than the nominal speed NRnom. The maneuvers in pitch variation of the blades 9 of the rotor or rotors 5, 6 are then operated to stabilize the flight attitude of the rotorcraft, in particular by the human pilot 11 as illustrated in FIG. 1, or even potentially by the autopilot. 9. However, in an adverse case 20 in which the main rotor 5 is driven at a significantly lower rotational speed with respect to the nominal speed NRnom, the control unit 8 generates a setpoint NR 19 whose value is at least the value the nominal speed NRnom. Then, the computer 17 is implemented to initially stabilize as quickly as possible the lift provided by the main rotor 5. For this purpose, the computer 17 iteratively calculates said target speed NRobj referred to in the comments of FIG. 2. The objective speed NRobj is iteratively calculated taking into account the case of current flight of the rotorcraft, to identify the conditions for obtaining a stabilized lift of the rotorcraft in the shortest possible time. The speed-objective NRobj is iteratively calculated from an identification of a combination between a torque consumed by the main rotor 21 compatible and a time interval 22 shortest defined by the speed of increase obtained from the speed of driving the main rotor 5 from its current drive speed to said objective speed NRobj, the iteratively calculated target speed being less than the nominal speed NRnom and greater than the current rotor NR of the main rotor 5.
    [0035] In the case where the current driving speed of the main rotor 5 is lower than the target speed NRobj, the autopilot 10 generates automatic flight controls CA1 causing a variation of the pitch of the blades 9 of the main rotor 5 to obtain the stabilized lift conditions 23 of the rotorcraft identified by the computer 17. Furthermore, the autopilot 10 determines, under condition of its arming in a specific mode of operation, a case of stabilized flight 24 of the rotorcraft along its various axes of progression. The autopilot 10 is capable of being previously armed in the calculation mode of the stabilized flight case 24 in anticipation of a possible engine failure, or is automatically armed as a result of the transmission by the control unit 7 of the engine failure data 16 to the autopilot 10. The autopilot 15 10 is also capable of being cocked by the human pilot 11 generating a manual cocking control 25 of the autopilot 10 via a radio button. 26 command dedicated to this end. As a result, the autopilot 10 generates automatic flight controls CA2 modifying the pitch of the blades 9 of the rotor (s) 5,6 to provide guiding of the rotorcraft in accordance with the predetermined case of stabilized flight 24. The human pilot 11 can also generate at any time via the control button 26 a manual disarming control 27 of the autopilot 10 to allow the human pilot 11 to intervene in manual guiding mode on the behavior of the rotorcraft, to stabilize the attitude of the rotorcraft according to its different axes of progression. In this case, the human pilot 11 applies an emergency procedure 28 recorded in the flight manual 29 of the rotorcraft.
    [0036] It is more specifically proposed to determine the case of stabilized flight 24 of the rotorcraft by the autopilot 10 according to various information transmitted by the on-board instrumentation 15. The autopilot 10 determines in particular the case of stabilized flight 24 of the rotorcraft by taking into account It includes various parameters such as the current airspeed TAS of the rotorcraft, the height Hs of the rotorcraft and / or the temperature T of the ambient outside air surrounding the rotorcraft. A database 32 listing various respective flight phases 31 of the rotorcraft can be used to determine the case of stabilized flight 24 to be applied according to the current flight phase of the rotorcraft, such as for example in flight phase of the rotorcraft close to the ground and / or in take-off or automatic landing phase. According to an embodiment in automatic mode of guiding the rotorcraft, the autopilot 10 determines the automatic flight controls CA1, CA2 to operate providing said case of stabilized flight of the rotorcraft, in accordance with the application of a setpoint NR 19 of a value at least equal to a predefined speed threshold S. The value of the first speed threshold S is in particular predefined greater than 97% of the value of the nominal speed NRnom, to maintain a main rotor drive at a speed NR providing a secure progression of the rotorcraft. The application of a setpoint NR 19 generated by the control unit 8 of a value at least equal to said speed threshold S is in particular operated by limiting a variation of the pitch of the blades 9 of the main rotor 5 vis-à-vis -vis a predefined step threshold SP. Moreover, at least the step lever 12 or even the cyclic stick 13 are equipped with at least one device 33 generating tactile signals 34, 35, such as a vibrator or a member opposing a resisting force against Maneuvering the pitch lever 12 and / or the cyclic stick 13.
    [0037] The device 33 generating tactile signals is potentially activated by the autopilot 10 to alert the human pilot 11 of a potentially excessive request for mechanical power to be provided by the engine group 1.
    [0038] For this purpose in the case where the pitch of the blades 9 of the main rotor 5 is equivalent to said step threshold SP, the autopilot generates a first activation request 37 of the device 33 generating tactile signals then producing a first tactile signal 34. Then if necessary if the pitch of the blades 9 of the main rotor 5 is greater than said step threshold SP, the autopilot 10 then generates a second activation request 38 of the device 33 generating tactile signals then producing a second tactile signal 35. Furthermore, the auxiliary motor 4 is advantageously used to participate in the rotational drive or rotors 5,6 of the rotorcraft. The control unit 7 is able to identify a deficit of the mechanical power that must provide the power unit 1 to provide a fast stabilization at least levitation of the rotorcraft as a result of the flight controls CM1, CM2; CA1, CA2 indifferently operated by the human pilot 11 or by the autopilot 10, in particular in case of engine failure. In case of such a power deficit identified, the control unit 7 is advantageously generating a request 36 for implementing the auxiliary motor 4 then providing a mechanical power boost to participate in driving the rotor or rotors 5.6 of the rotorcraft.
    权利要求:
    Claims (19)
    [0001]
    REVENDICATIONS1. Method of regulating the rotational speed, referred to as the NR speed, of at least one main rotor (5) of a multi-engine rotorcraft in the case, in the event of an engine failure, of defection of one of the main engines ( 2, 3) with combustion of a power unit (1) providing the rotorcraft with the mechanical power necessary for at least the rotational driving of the main rotor, the rotorcraft being equipped with: at least one manual flight control device (12,13) generating, as a result of its training by the man, manual flight controls causing a variation of the pitch of the blades (9) of said at least one main rotor (5), and an autopilot (10). ) generator of automatic flight controls (CA1, CA2) causing a variation of pitch 15 of the blades (9) of said at least one main rotor (5), the main rotor (5), out of case of engine failure, being driven by the engine group in accordance with the application of a speed instruction, called NR instruction (19,19 '), don the value is calculated variable by a control unit (8) according to the current flight conditions of the rotorcraft in a range of values of the setpoint NR proportional to the value of a predetermined nominal speed (NRnom) for the rotor drive (5), the control unit (8) supplying the setpoint NR (19,19 ') to a control unit (7) for the individual operation of the main motors (2,3) for driving the main rotor (5). ) at a speed NR in accordance with the setpoint NR (19,19 '), the control unit (7) applying in the event of a motor failure a regulation regime, called the OEI regime, of the operation of the main motor (2,3 ) remaining operational, said OEI regime being selected and applied by the control unit (7) according to an identified flight phase of the rotorcraft among a plurality of predefined OEI regimes, characterized in that the method comprises the following operations: -) a case of failure-engine being identified p With the regulating unit (7), the regulating unit (7) applies said OEI regime and transmits to the control unit (8) a piece of data, called the engine failure data (16), relative to the identification of the engine failure case by the control unit (7), then -) following receipt by the control unit (8) of said engine failure data (16), the control unit (8) generates said setpoint NR (19 ') according to a value at least equal to the value of said nominal speed (NRnom), and -) in an unfavorable flight case in which the value of the current speed 15 NR is less than the value of the nominal speed (NRnom), a calculator (17) iteratively calculates a driving speed of the main rotor (5), called objective-speed (NRobj), according to the following modalities: 20 - identification according to the flight case current of the rotorcraft on the one hand the available mechanical power that can be supplied by the power unit (1) in accordance with the current OEI gime and secondly the current lift provided by the main rotor (5), and 25 - identification of a maximum lift capable of being provided by the main rotor (5) under the condition of obtaining a stabilized lift (23) of the rotorcraft, from a speed NR capable of being reached in the shortest possible time (22) possible from the current speed NR to the target speed (NRobj), and then in the case where the value of the current NR speed is lower than the target speed (NRobj), generation by the automatic pilot (10) of automatic flight controls (CA1) causing a variation of the pitch of the blades (9) of the main rotor (5) until for obtaining a main rotor drive (5) at said target speed (NRobj).
    [0002]
    2. Method according to claim 1, characterized in that as a result of obtaining said stabilized lift (23) of the rotorcraft, the autopilot (10) calculates a case of stabilized flight (24) of the rotorcraft and generates automatic controls of flight (CA2) in accordance with said case of stabilized flight.
    [0003]
    3. Method according to claim 2, characterized in that said stabilized flight case (24) is calculated according to an advancement of the rotorcraft at average speeds.
    [0004]
    4. Method according to any one of claims 2 and 3, characterized in that the case of stabilized flight (24) is calculated by taking into account at least one at least one of the flight parameters of the rotorcraft comprising: ) the rotorcraft's current ground-level (Hs), -) the current airspeed (TAS) of the rotorcraft, -) the temperature (T) of the ambient outside air surrounding the rotorcraft.
    [0005]
    5. Method according to claim 2, characterized in that said case of stabilized flight (24) of the rotorcraft is calculated from a selection by the autopilot (10) of a flight phase to be reached among several phases of flight (31) previously listed taking into account the current flight phase of the rotorcraft.
    [0006]
    6. Method according to claim 5, characterized in that said case of stabilized flight (24) of the rotorcraft is calculated at least in the following manner: -) in the flight phase of the rotorcraft close to the ground, the autopilot 10 (10) calculates the case of stabilized flight (24) in accordance with a guidance of the rotorcraft according to a landing procedure of the rotorcraft, -) during the automatic take-off phase of the rotorcraft, according to which the rotorcraft is guided by the autopilot (10) according to a pre-established procedure of takeoff, the case of stabilized flight (24) is calculated by the autopilot in accordance with a guidance of the rotorcraft in take-off procedure.
    [0007]
    7. Method according to any one of claims 2 to 6, characterized in that said case of stabilized flight (24) of the rotorcraft is calculated by the autopilot (10) in accordance with the application of a setpoint NR (19). ) a value at least equal to a speed threshold (S) whose value is predefined according to a minimum permissible main rotor drive speed (5) providing a secure flight of the rotorcraft.
    [0008]
    8. Method according to any one of claims 2 to 7, characterized in that an arming of the autopilot (10) in the calculation mode of said stabilized flight case (24) is caused by a manual cocking control ( 25) operated by a human pilot (11) of the rotorcraft.
    [0009]
    9. Method according to any one of claims 2 to 7, characterized in that an arming of the autopilot (10) in calculation mode of said stabilized flight case (24) is caused by an automatic arming command generated by following generation by the control unit (7) of said engine failure data (16).
    [0010]
    10. Method according to any one of claims 2 to 7, characterized in that an arming of the autopilot (10) in the calculation mode of said stabilized flight case (24) is caused by a pre-cocking state of the pilot automatic (10) prior to a possible case of engine failure.
    [0011]
    11. Method according to any one of claims 8 to 10, characterized in that the autopilot (10) being armed in calculation mode of said stabilized flight case (24), a disarming of the automatic pilot (10) out of mode of calculation is operable by the human pilot (11) of the rotorcraft generating a manual disarming control (27).
    [0012]
    12. Method according to claim 1, characterized in that as a result of obtaining said stabilized lift (23) of the rotorcraft, a human pilot (11) of the rotorcraft generates manual flight controls providing a stabilized flight guidance of the rotorcraft. in accordance with the application of an emergency procedure (28) pre-established and recorded in the flight manual (29).
    [0013]
    13. Method according to claim 12, characterized in that said emergency procedure (28) is in accordance with a guiding of the rotorcraft moving at altitude (AI), at a high temperature (T) of ambient outside air surrounding the rotorcraft and a main rotor drive (5) at a low rotational speed NR.
    [0014]
    14. Method according to claim 7, characterized in that the application of a setpoint NR (19) to a value at least equal to said speed threshold (S) is operated by limiting a variation of the pitch of the blades ( 9) of the main rotor (2) vis-à-vis a step threshold (SP) blades (9) of the main rotor (2) predefined.
    [0015]
    15. Method according to claim 14, characterized in that at least one of the manual flight control members (12, 13) causing a variation of the pitch of the blades (9) of the main rotor (5) is equipped with a tactile signal generating device (33) (34,35) producing at least a first touch signal (34) as a result of an identification according to the flight mechanics of the rotorcraft of one pitch of the main rotor blades (9) (5) equivalent to said step threshold (SP).
    [0016]
    16. Method according to claim 15, characterized in that the device (33) generating tactile signals (34, 35) generates a second tactile signal (35) following an identification according to the flight mechanics of the rotorcraft. a pitch of the blades (9) of the main rotor (5) greater than said step threshold (SP).
    [0017]
    17. Method according to any one of claims 1 to 16, characterized in that the motor unit (1) comprising at least one auxiliary motor (4) and subject to identification by the control unit (8). ) of a power deficit consumed by the main rotor (5) vis-à-vis the rapid attainment of stabilized lift of the rotorcraft, the control unit (7) generates a survey (36) of implementing said at least one auxiliary motor (4).
    [0018]
    18. The method of claim 17, characterized in that said at least one auxiliary motor (4) is indifferently an electrical machine and / or an auxiliary power unit (APU).
    [0019]
    19. Method according to any one of claims 1 to 18, characterized in that the control unit (7) generates a regulation control of the individual operation of each of the main engines (2,3) taking into account at least on the one hand the instruction NR (19) and on the other hand an anticipation of the mechanical power to be provided by the engine group (1) identified according to the mechanics of flight of the rotorcraft causing at least a variation of pitch of the blades (9) of said at least one main rotor (5). 15
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    同族专利:
    公开号 | 公开日
    PL2965988T3|2017-01-31|
    CA2894917A1|2016-01-03|
    US20160001880A1|2016-01-07|
    EP2965988A1|2016-01-13|
    EP2965988B1|2016-09-28|
    US9463874B2|2016-10-11|
    FR3023261B1|2016-07-01|
    CA2894917C|2016-11-08|
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    法律状态:
    2015-06-25| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-08| PLSC| Search report ready|Effective date: 20160108 |
    2016-07-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-07-24| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1401500A|FR3023261B1|2014-07-03|2014-07-03|METHOD FOR REGULATING THE ROTATION SPEED OF THE MAIN ROTOR OF A MULTI-ENGINE GYROVATOR IN CASE OF FAILURE OF ONE OF THE ENGINES|FR1401500A| FR3023261B1|2014-07-03|2014-07-03|METHOD FOR REGULATING THE ROTATION SPEED OF THE MAIN ROTOR OF A MULTI-ENGINE GYROVATOR IN CASE OF FAILURE OF ONE OF THE ENGINES|
    PL15172400T| PL2965988T3|2014-07-03|2015-06-16|Method for regulating the speed of rotation of the main rotor of a multi-motor rotorcraft in case of failure of one of the engines|
    EP15172400.2A| EP2965988B1|2014-07-03|2015-06-16|Method for regulating the speed of rotation of the main rotor of a multi-motor rotorcraft in case of failure of one of the engines|
    CA2894917A| CA2894917C|2014-07-03|2015-06-17|Method for regulating the rotation speed of the main rotor in a multi-engine, rotary wing aircraft, in case of failure of one of the engines|
    US14/788,114| US9463874B2|2014-07-03|2015-06-30|Method of regulating the speed of rotation of the main rotor of a multi-engined rotorcraft in the event of one of the engines failing|
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