• 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 validation tool for a surveillance system (3) of at least one equipment of an aircraft engine (5), further comprising: - processing means (11) configured to collect data observation data relating to said equipment, - analysis means (12) configured to calculate a current value of at least one quality indicator on a current quantity of observation data, - analysis means (12) configured to estimate the probability that said current value of the quality indicator reaches a predetermined reliability criterion, thus forming a probabilistic law of reliability, and - analysis means (12) configured to estimate from said probabilistic law of reliability reliability a minimum amount of observation data from which the value of the quality indicator reaches a predetermined reliability criterion with a probability greater than a predetermined value.
    公开号:FR3028067A1
    申请号:FR1460668
    申请日:2014-11-05
    公开日:2016-05-06
    发明作者:Jerome Lacaille
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The present invention relates to the field of aircraft engine monitoring systems and more particularly to a validation tool of an aircraft engine. monitoring system of aircraft engine equipment. STATE OF THE PRIOR ART Monitoring systems are used to verify the proper operation of the various equipment of the aircraft engine. There is, for example, a monitoring system for analyzing the behavior of the engine during the ignition process, another for analyzing the trajectory of the gases, another for detecting the clogging of the filters, and another for analyzing the fuel consumption. oil, etc. All of these monitoring systems improve the safety and reliability of aircraft engines. In particular, they make it possible to avoid or limit stopping in flight, to reduce flight delays or cancellations, and more particularly, facilitate engine maintenance by anticipating failures and identifying faulty or faulty components. Currently, there is a tool for designing a monitoring system based on indicators that is compared to thresholds defined by specifications. This tool is described in the French patent application FR2957170 of the Applicant.
    [0002] Validation of a surveillance system requires testing, for example, on a test bench to collect a large amount of data. This requires a lot of resources and time to perform these tests, and the large amount of data collected can require a lot of computing time. In addition, it may happen that the validation level of a surveillance system is different from that of another surveillance system. This can complicate the analysis of data from different engine monitoring systems. The object of the present invention is to propose a validation tool for an aircraft engine equipment monitoring system that makes it possible to optimize the quantity of data required for validation, thereby reducing costs and development time. while increasing the reliability of the monitoring system.
    [0003] DISCLOSURE OF THE INVENTION The present invention is defined by a validation tool of a system for monitoring at least one aircraft engine equipment, comprising: processing means configured to collect observation data relating to said equipment, - analysis means configured to calculate a current value of at least one quality indicator on a current quantity of observation data collected by the processing means, - analysis means configured to estimate the probability that said current value of the quality indicator reaches a predetermined reliability criterion, thus forming a probabilistic law of reliability estimated on a set of values of the quality indicator relating to a corresponding set of quantities of observation data and analysis means configured to estimate from said probability probabilistic law a minimum amount of data to observe. from which the value of the quality indicator reaches a predetermined reliability criterion with a probability greater than a predetermined value; - test means configured to evaluate a validation of said monitoring system by applying a set of indicators of quality on said minimum amount of observation data relating to said equipment. This makes it possible to know when to stop collecting data for the evaluation of the monitoring system and thus to reduce the costs of testing. Advantageously, said predetermined value is complementary to a predefined error as being acceptable. Advantageously, the analysis means are configured to calculate the current value of a quality indicator by applying a cross-validation technique on said current amount of observation data. Said cross-validation technique can be selected from the following techniques: bootstrap, K-fold, leave-one-out. Advantageously, the set of quality indicators comprises the following indicators: false alarm rate, detection rate, location rate. Advantageously, the analysis means are configured to apply a regression technique on said set of values of the quality indicator to determine an approximation function representative of said probabilistic reliability law as a function of the amount of observation data. . According to a feature of the present invention, for a quality indicator corresponding to the false alarm rates, said approximation function as a function of the quantity n of observation data is expressed by the following relation: bf (n) = a + - + c log (n) - / 71 where a, b, c are regression constants. Advantageously, the test means are configured to evaluate a validation of said monitoring system before it is installed on an aircraft by applying the set of quality indicators to a quantity of observation data collected on a test bench and / or or on a fleet of aircraft engines in operation. This validates a generic monitoring system adapted to monitor a series engine. Advantageously, the test means are configured to continue the validation and adjustment of said monitoring system after it has been installed on a series engine by applying the set of quality indicators to a quantity of observation data collected in flight. This makes it possible to specialize the monitoring system so that it is adapted to the specificity of the use of the engine on which it is installed knowing that the behavior of the engine may depend on missions, journeys, maintenance, etc. The invention also relates to a system for monitoring at least one aircraft engine equipment designed by the design tool according to any one of the preceding characteristics, said system being configured to receive specific observation data. auditing equipment and to deliver a result diagnosing the state of said equipment. The invention also relates to a method for validating a system for monitoring at least one equipment of an aircraft engine, comprising test steps for evaluating a validation of said surveillance system by applying a set of indicators of quality on a volume of observation data relating to said equipment, said method further comprising the steps of: collecting observation data relating to said equipment, - calculating a current value of at least one quality indicator on a current quantity of observation data collected by the processing means, - estimating the probability that said current value of the quality indicator reaches a predetermined reliability criterion, thus forming a probabilistic law of reliability estimated on a set of values of the indicator of reliability. quality relating to a corresponding set of quantities of observation data, and - to estimate from said probability law reliability list a minimum amount of observation data from which the value of the quality indicator reaches a predetermined reliability criterion with a probability greater than a predetermined value, said minimum amount of observation data corresponding to said volume of observation data for use in evaluating validation of said monitoring system.
    [0004] BRIEF DESCRIPTION OF THE DRAWINGS Other features and advantages of the tool and the method according to the invention will emerge more clearly on reading the description given below, by way of indication but without limitation, with reference to the appended drawings in which: FIG. 1 schematically illustrates a validation tool of a monitoring system of an equipment of an aircraft engine, according to one embodiment of the invention; FIG. 2 is a flowchart illustrating a method for determining a minimum number of observation and validation data for a monitoring system of at least one aircraft engine equipment, according to an embodiment of the invention. invention; FIG. 3 is a graph showing curves relating to a theoretical law of reliability and its approximation function, according to the invention; FIG. 4 is a graph showing observation measurements around the theoretical reliability law curve; FIG. 5 schematically illustrates a validation tool of a monitoring system of an aircraft engine equipment, according to a first preferred embodiment of the invention; and - FIG. 6 schematically illustrates a validation tool of a monitoring system of an aircraft engine equipment, according to a second preferred embodiment of the invention. DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS The present invention proposes to implement a tool for estimating and anticipating the amount of data needed to perform the validation of a monitoring system. Fig. 1 schematically illustrates a validation tool 1 of a monitoring system 3 of an aircraft engine equipment 5, according to a preferred embodiment of the invention. The monitoring system 3 may be composed of modules 31-34 and each module performs a particular task using a specific algorithm. Such a monitoring system is described in the applicant's patent application FR2957170 and can comprise a data acquisition module 31, a normalization module 32, a diagnostic or anomaly detection module 33, a module classification 34 to identify faults, etc. In execution, the data acquisition module 31 is configured to receive specific measurements or data 71 acquired by sensors on the aircraft engine or by an onboard computer and to deliver specific data or variables giving indications on physical or logical elements of the engine equipment 5. These data 71 are extracted from the raw time measurements (temperatures, pressures, fuel flow, shaft rotations, etc.). By way of example, the specific data may correspond to the time required for an engine shaft to reach maximum acceleration after each engine start, the engine exhaust temperature gradient, the ignition time , valve opening time, speed trend, etc. The normalization module 32 is configured to receive the specific data from the acquisition module 31 to normalize these specific data and to provide context-independent standardized data. From these standardized data, it is now a matter of diagnosing an anomaly and then deducing a specific failure and possibly the physical component concerned. Thus, the anomaly detection module 33 is configured to receive the standardized data from the normalization module 32 to construct a signature representative of the behavior of the engine 5 and to diagnose if the signature reveals an abnormality. In addition, the anomaly detection module 33 is configured to deliver a score representative of the signature. Depending on the value of the score relative to a predefined threshold, the detection module 33 is configured to generate or not an alarm indicating that an anomaly is detected. The classification module 34 is configured to deliver a failure identification measurement.
    [0005] After having identified the failures by calculating for example, for each a probability of occurrence, the monitoring system 3 can use the latter to detect the faulty components. Thus, depending on the type of application, the monitoring system 3 is configured to perform several tasks that may include the acquisition of data, the standardization of data, the detection of anomalies, and possibly the classification of detected anomalies.
    [0006] However, the monitoring system 3 must undergo a qualification or validation phase before it is put into operation. The validation tool is therefore used to verify the validation of the monitoring system.
    [0007] According to the invention, the validation tool 1 comprises processing means 11, analysis means 12 and test means 13. These means 11-13 are implemented by devices that are usually found in a computer: a central processing and computing unit, storage means, input devices as well as output devices. The processing means 11 are configured to collect observation data 7 relating to the equipment of the motor 5 to be monitored. These observation data 7 comprise specific measurements 71 acquired by the sensors on the aircraft engine 5 or by an onboard computer, and intended to be used by the monitoring system 3 to detect faults or anomalies. Furthermore, the observation data 7 may also include data from tests performed on a test bench or records made on an operational engine or possibly simulation data. In addition, the test means 13 is configured to evaluate the validation of the monitoring system by applying a set of KPI (Key Performance Indicators) quality indicators on a volume of observation data 7 relating to this equipment. More particularly, the test means 13 apply one or more KPI quality indicators to the result of the monitoring system 3 to verify the detection of faults. This gives a note that validates the monitoring system 3 25 on the observation data volume 7. Advantageously, the set of KPI quality indicators comprises a measurement of a detection rate POD (Probability Of Detection) , a measurement of a PFA (Probability of False Alarm) false alarm rate, a PCL (Probability of Class Location) measurement, etc. It will be appreciated that each of the quality indicators may be used independently of another indicator or in combination depending on the type of application of the monitoring system 3. The POD detection rate, also called the detection power, is the probability of detect a fault when the equipment being monitored actually shows a fault. It can be estimated as the ratio of the number of faults detected to the total number of faults. Thus, the POD detection rate makes it possible to validate the result of the monitoring system 3 with great reliability. The PFA false alarm rate is defined as the probability that the monitored equipment is healthy when the monitoring system 3 detects a problem. fault. The PFA false alarm rate can be calculated from Bayesian rules. Let P (detected) the marginal probability that an anomaly is detected by the monitoring system 3, and P (healthy) the marginal probability that the equipment is healthy. Then, the false alarm rate PFA is the probability that the equipment is a posteriori healthy knowing that a fault is detected. The PFA false alarm rate is a very important criterion in the aeronautical field. Indeed, the event that the equipment is healthy when the monitoring system 3 detects a fault is a phenomenon that must be limited because it can permanently modify the image of credibility that the user may have. 3. Thus, it is very advantageous that the PFA false alarm rate is low. The data quality indicator is a measure of a PCL (Probability of Class Location) location rate defined as being the probability that a location is good when an anomaly of the equipment is observed. The PCL location rate, which is a classification quality information, makes it possible to validate the result of the monitoring system 3 with great efficiency. This makes it possible to locate the precise element (for example, alternator, cable, harness, etc. .) equipment with an abnormality.
    [0008] In general, the POD detection rate makes it possible to detect whether the equipment comprises an abnormal element, and then the PCL localization rate indicates the efficiency with which this element can be located or identified.
    [0009] At least part of the set of quality indicators is applied to the observation data 7 collected by the processing means 11 to validate the monitoring system 3. However, the accuracy of the quality indicators depends on the quantity of Observation data 7. Thus, it is advantageous to know from which number of observation data 7 the precision of the indicators is suitable so that predetermined quality requirements are met by these indicators. Indeed, FIG. 2 is a flowchart illustrating a method for determining a minimum number of observation data and validation of a monitoring system of at least one equipment of an aircraft engine, according to the invention.
    [0010] Step E1 relates to the collection of a current amount of observation data 7 by the processing means 11. In step E2, at each current quantity (or current number) of observation data 7 collected by the means 11, the analysis means 12 are configured to calculate a current value of at least one quality indicator. In other words, for each current number n of 10 observation data 7, the analysis means 12 calculate the current value KPI (n) of a quality indicator KPI. Advantageously, the current value KPI (n) of a quality indicator is calculated by applying a cross-validation technique on the current quantity n of observation data 7. The cross-validation technique can be selected from the following techniques - Bootstrap, K-fold, and leave-one-out. It consists in generating new datasets from the main game of current size n. For each data set, the analysis means 12 are configured to perform an experiment i and to calculate a corresponding value of the KPI. More specifically, the "bootstrap" consists of firing n observations for calibration and calculating the KPI on the initial set. The "K-fold" consists of creating calibration data sets by selecting a predetermined proportion of observation data and testing on the remainder. This operation is repeated K times.
    [0011] The "leave-one-out" calibrates the application on n-1 observation data and tests it on the last one, we obtain n elementary results. Cross-validation thus makes it possible to generate a population of values Xi = KP / (nlexperiencei) obtained for each experiment. This population of values (Xi) i = 1_1 (gives an empirical representation of the current value KPUJO In step E3, the analysis means 12 are configured to estimate a probability P (KPI (n) E = P (n ) defined as being the probability that the current value KPI (n) of the quality indicator KPI reaches a predetermined reliability criterion, the latter corresponding to a predetermined interval /.
    [0012] Thus, the analysis means 12 form iteratively (ie, for n = Ni, ...., Nm), a probabilistic law of reliability P (n) estimated on a set of calculated current values of the random variables KPI ( Ni), ..., KPI (Nm) of the quality indicator relating to a corresponding set of current quantities Ni, ...., Nm of observation data 7. Advantageously, the analysis means 12 are configured to apply a regression technique on the set of values of the variables KP / (Ni), ..., Kp / (Nm) of the quality indicator to determine an empirical function representative of the probabilistic law of reliability P (n ) according to the amount of observation data 7. Moreover, in step E4 the analysis means 12 are configured to estimate from the probabilistic law of reliability P (n) a minimum quantity No (ie a minimum number) of observation data from which the value of the quality indicator KPI (n),> N0 reaches a value of predetermined reliability riter with a probability P (KPI (n) ', N0 El) greater than a predetermined value 1-E, the predetermined value 1-E being complementary to an acceptable error E. In other words, the means of analysis 12 look for the first No such that P (KP / (No) E> 1 - £.
    [0013] For example, for the POD detection rate, the first No is checked which verifies the following relation: P (POD (No)> 1-le)> 1- E Furthermore, for the false alarm rate PFA, 15 one seeks the first No which verifies the following relation: P (PFA (No) <a)> 1- E 1- / 3 and a represent the reliability requirements for POD and PFA respectively. In order to estimate the minimum quantity No, the analysis means 12 are advantageously configured to construct a curve of the probabilistic probability law of reliability P (n) for n = Ni, ...., Nm. This curve is then extrapolated until it crosses the y-axis at the predetermined value 1-E. This will give as an abscissa an estimate of the desired minimum number of observational data 7. Alternatively, in order to determine the first No to achieve the objective, a curve of the error E (n) representing the complement 1 P (n) of the law P (n) and extrapolate the curve until it crosses the axis of the ordinates to the value of the acceptable error E. It will be noted that for the false rate PFA alarm, the probabilistic law of reliability P (n) is an average of n boolean experiments of parameter p representing the true value of the PFA. Its law is that of a Binomial divided by n, it converges to a normal distribution of mean p and variance un = p (1-p) / n of the following form: 1 r (P) / n X2 p) P (n) = - e 2 dx = -2 (1 + erf) Advantageously, to simplify the method of estimating the theoretical law P (n), hypotheses are used on the evolution of this law. when a is smaller than p, the theoretical law P (n) converges exponentially to zero, so for the false alarm rate PFA, the theoretical reliability law P (n) can be represented by an approximation function f ( n) of the following form: f (n) = a + - + c log (n) where a, b, c are constants that can be determined by a regression technique on the set of PFA values (Ni) ,. .., PFA (Nm) of the PFA false alarm rate Note that the log (n) term is used to correct the decay at 7 = of the approximation function f (n) thus reducing the approximation error and allowing to have a more estimate in accordance with the theoretical law P (n).
    [0014] Fig. 3 is a graph representing the curves of the error E (n) relative to the theoretical reliability law P (n) relative to the PFA and its corresponding approximation function f (n).
    [0015] The theoretical curve C1 gives the appearance of E (K) = 1-P (n) for a parameter p = 4% and a reliability requirement a = 5% and the dashed curve C2 represents the approximation 1-f ( not). The two curves C1 and C2 are almost identical and therefore the complement of the approximation function f (n) can be used to determine the minimum amount of observation data. For example, if we look for a precision of 0.9 (ie, an error E (n) = 0.1) with a theoretical false alarm rate of p = 4% and a requirement of a = 5%, we must at least 650 measurements as shown on the graph. In other words, to evaluate a monitoring validation of an aircraft engine equipment with a false alarm rate of less than 5% and a probability or assurance of 90%, about 650 observation data must be collected. In addition, the accuracy of the observation data increases with the increase in the number of data.
    [0016] Indeed, FIG. 4 is a graph representing observation measurements around the curve representative of the error E (n). These measurements form a confidence tube 41 around the curve C1 or C2 showing that the precision is low at the beginning of the experiments, then the tube is refined as the number of data increases.
    [0017] Finally, in step E5, the test means 13 apply KPI quality indicators to the minimum number Aro of observation data in order to optimally evaluate the validation of the monitoring system 3. FIG. 5 schematically illustrates a validation tool of a monitoring system of an aircraft engine equipment, according to a first preferred embodiment of the invention.
    [0018] This first embodiment relates to the validation of a generic surveillance system 3 on a test bench 43 before it is installed on an aircraft. Indeed, the specifications of the monitoring system 3 is derived in requirements specifications, themselves expressed in terms of requirements and objectives. We meet a requirement or an objective when we have a test to validate the expected performance. This test applies to at least a portion of the set of KPI quality indicators that are compared to thresholds defined by the specifications. KPIs are calculated by validation scenarios adapted to the issues raised by the requirement or objective. Scenarios are based on observational data that provide reasonable coverage of the requirement.
    [0019] Thus, the processing means 11 collect observation data 7 relating to the equipment to be monitored and carried out on the test bench 43. In a variant, the observation data 7 are collected on aircraft testing the surveillance system. 3.
    [0020] As previously described, the analysis means 12 calculate the value of each quality indicator on a current amount of observation data 7. Next, they estimate a minimum number of observation data from which the value of the quality indicator verifies a predetermined reliability criterion with a probability greater than a predetermined value. This minimum number of observational data ensures sufficient coverage for the quality indicators to be meaningful and therefore allows to know from when, one can stop doing tests on the bench 43. Test means 13 then evaluate the validation of the monitoring system 3 by applying KPI quality indicators on the minimum number of observation data 7 relating to this equipment.
    [0021] Fig. 6 schematically illustrates a validation tool of a monitoring system of an aircraft engine equipment, according to a second preferred embodiment of the invention. This second embodiment concerns the validation and adjustment of a monitoring system 3 after it has been installed on a serial engine of an aircraft 45 by applying at least a part of the set of quality indicators to the quantity minimal observation data collected in flight.
    [0022] The monitoring system 3 is already pre-calibrated on a set of observation measurements made on a test bench 41 according to the first embodiment or on aircraft belonging to companies that agree to contribute to the development of the surveillance systems. .
    [0023] It will be noted that the aircraft 43 on which the surveillance system 3 is embarked will follow its own missions, it will also be entitled to maintenance operations specific to the logic of the owning company. Thus, the validation takes into account the specificity of the use of the engine on which it is installed. As previously explained, the processing means 12 collect observation data 7 relating to the equipment to be monitored carried out on the engine in operation. The analysis means 12 estimate a minimum number of observation data from which the value of a quality indicator reaches a predetermined reliability criterion with a probability greater than a predetermined value. This makes it possible to know from when it is possible to stop the validation test, but also when to resume it if the operations carried out by the carrier aircraft change or if the configuration of the engine evolves as a result of maintenance operations.
    权利要求:
    Claims (11)
    [0001]
    REVENDICATIONS1. Validation tool for a monitoring system (3) of at least one equipment of an aircraft engine (5), comprising test means (13) configured to evaluate a validation of said monitoring system (1) applying a set of quality indicators to a volume of observation data (7) relating to said equipment, characterized in that it comprises: processing means (11) configured to collect relative observation data audit equipment; - analysis means (12) configured to calculate a current value of at least one quality indicator on a current amount of observation data collected by the processing means (11); analysis (12) configured to estimate the probability that said current value of the quality indicator reaches a predetermined reliability criterion, thus forming a probabilistic law of reliability estimated on a set of values of the indicator of q uality relating to a corresponding set of data amounts of observation, and - analysis means (12) configured to estimate from said probabilistic reliability law a minimum amount of observation data from which the value the quality indicator achieves a predetermined reliability criterion with a probability greater than a predetermined value, said minimum amount of observation data corresponding to said observation data volume for use in evaluating validation of said monitoring system.
    [0002]
    2. Validation tool according to claim 1, characterized in that said predetermined value is complementary to a predefined error as being acceptable.
    [0003]
    Validation tool according to claim 1 or 2, characterized in that the analysis means (12) are configured to calculate the current value of a quality indicator by applying a cross-validation technique on said current amount of data. observation.
    [0004]
    4. Validation tool according to claim 3, characterized in that said cross validation technique is selected from the following techniques: bootstrap, K-fold, leave-one-out.
    [0005]
    5. Validation tool according to any one of the preceding claims, characterized in that the set of quality indicators comprises the following indicators: false alarm rate, detection rate, location rate.
    [0006]
    Validation tool according to one of the preceding claims, characterized in that the analysis means (12) are configured to apply a regression technique to said set of values of the quality indicator to determine a function of representative approximation of said probability probabilistic law as a function of the amount of observation data.
    [0007]
    Validation tool according to claim 6, characterized in that for a quality indicator corresponding to the false alarm rates, said approximation function as a function of the quantity n of observation data is expressed by the following relation: (n) = a + - + c log (n) where a, b, c are regression constants.
    [0008]
    8. Validation tool according to any one of the preceding claims, characterized in that the test means are configured to evaluate a validation of said monitoring system before its installation on an aircraft by applying the set of quality indicators on a amount of observation data collected on a test bench and / or on a fleet of aircraft engines in operation.
    [0009]
    9. Validation tool according to claim 8, characterized in that the test means (13) are configured to continue the validation and adjustment of said monitoring system after installation on a motor (5) of the series by applying the set quality indicators on a quantity of observational data collected in flight.
    [0010]
    10. System for monitoring at least one aircraft engine equipment designed by the design tool according to any one of the preceding claims, characterized in that it is configured to receive specific observation data. auditing equipment and to deliver a result diagnosing the state of said equipment.
    [0011]
    11. A method for validating a system for monitoring at least one aircraft engine equipment, comprising test steps for evaluating a validation of said surveillance system by applying a set of quality indicators on a volume observation data relating to said equipment, characterized in that it further comprises the following steps: - collecting observation data relating to said equipment, - calculating a current value of at least one quality indicator on a quantity current observation data collected by the processing means, - estimating the probability that said current value of the quality indicator reaches a predetermined reliability criterion 25, thus forming a probabilistic law of reliability estimated on a set of values of the quality indicator relating to a corresponding set of quantities of observation data, and - estimating from said probabilistic law A minimum amount of observation data from which the value of the quality indicator reaches a predetermined reliability criterion with a probability greater than a predetermined value, said minimum amount of observation data corresponding to said data volume. observation device for use in evaluating validation of said monitoring system.
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    同族专利:
    公开号 | 公开日
    EP3215903B1|2019-12-18|
    BR112017008507A2|2017-12-26|
    US20170352205A1|2017-12-07|
    RU2017119421A3|2019-02-20|
    RU2684225C2|2019-04-04|
    CN107077134A|2017-08-18|
    US10032322B2|2018-07-24|
    RU2017119421A|2018-12-05|
    FR3028067B1|2016-12-30|
    EP3215903A1|2017-09-13|
    WO2016071605A1|2016-05-12|
    CA2966306A1|2016-05-12|
    CN107077134B|2019-09-13|
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    CN109335021A|2018-11-21|2019-02-15|中国航发西安动力控制科技有限公司|A kind of test oil door rod self-adaptation control method|
    CN109474327B|2018-11-26|2021-08-24|中电科航空电子有限公司|Civil wide-body passenger plane airborne information system|
    CN111746820A|2019-03-28|2020-10-09|中国航发商用航空发动机有限责任公司|Aircraft engine flight test system and test method|
    法律状态:
    2015-11-16| PLFP| Fee payment|Year of fee payment: 2 |
    2016-05-06| PLSC| Publication of the preliminary search report|Effective date: 20160506 |
    2016-11-09| PLFP| Fee payment|Year of fee payment: 3 |
    2017-10-20| PLFP| Fee payment|Year of fee payment: 4 |
    2018-06-29| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20170719 |
    2018-10-24| PLFP| Fee payment|Year of fee payment: 5 |
    2019-10-22| PLFP| Fee payment|Year of fee payment: 6 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 7 |
    2021-10-20| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1460668A|FR3028067B1|2014-11-05|2014-11-05|VALIDATION TOOL FOR A SYSTEM FOR MONITORING AN AIRCRAFT ENGINE|FR1460668A| FR3028067B1|2014-11-05|2014-11-05|VALIDATION TOOL FOR A SYSTEM FOR MONITORING AN AIRCRAFT ENGINE|
    CN201580059950.4A| CN107077134B|2014-11-05|2015-10-28|The tool verified for the system to monitoring aircraft engine|
    RU2017119421A| RU2684225C2|2014-11-05|2015-10-28|Aircraft engine monitoring system validation instrument|
    CA2966306A| CA2966306A1|2014-11-05|2015-10-28|Tool for validating a system for monitoring an aircraft engine|
    EP15798515.1A| EP3215903B1|2014-11-05|2015-10-28|Tool for validating a system for monitoring an aircraft engine|
    BR112017008507A| BR112017008507A2|2014-11-05|2015-10-28|instrument for the validation of an aircraft engine monitoring system|
    US15/524,778| US10032322B2|2014-11-05|2015-10-28|Validation tool for an aircraft engine monitoring system|
    PCT/FR2015/052905| WO2016071605A1|2014-11-05|2015-10-28|Tool for validating a system for monitoring an aircraft engine|
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