• 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 subject of the invention is a method of assisting the navigation of a multi-engine rotorcraft (M1, M2) in the event of an engine failure. A main rotor (1) of the rotorcraft is driven at a variable NR speed controlled by a control unit (8). Calculation means (9) identify an authorized margin (Ma) of mechanical power exploitable by the pilot according to a regime (AEO, OEI) for regulating the operation of the motors (M1, M2) controlled by a control unit (10). Except in case of engine failure and in case of a main rotor drive (1) at a low NR speed, the margin of the mechanical power exploitable by the pilot displayed by a screen (16) is a limited margin (Ml) d a value lower than the allowed margin (Ma). Under these conditions in the event of engine failure, a reserve of mechanical power is thus provided to allow the pilot to quickly counteract the sudden drop in the rotational speed NR of the main rotor (1) induced by the engine failure.
    公开号:FR3028839A1
    申请号:FR1402671
    申请日:2014-11-26
    公开日:2016-05-27
    发明作者:Jean Baptiste Vallart；Setareh Taheri；Damien Gavios；Celine Rocheron
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    [0001] 1 "Method of assisting the navigation of a multi-engined rotorcraft in the event of an engine failure, as part of a variable speed drive of a main rotor of the rotorcraft" The present invention is in the field of control methods of the operation of the engines of a group of engines equipping the multi-engine rotorcraft. Said engine group includes in particular main combustion engines, including turboshaft engines, typically providing the rotorcraft with the mechanical power necessary at least for driving 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 rotational drive of at least one main rotor of the rotorcraft at a variable set speed.
    [0002] The main rotor of a rotorcraft typically provides at least the lift of the rotorcraft, or even, in the specific case of a helicopter, its propulsion and / or its attitude change in flight. An anti-torque rotor fitted to the rotorcraft typically provides yaw stabilization and guidance to the rotorcraft and is commonly formed of a tail rotor or at least one propellant 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). The control unit controls the fuel dosage of the main engines according to the mechanical power requirements of the rotorcraft and in particular according to the mechanical power requirements necessary to drive the main rotor at a required speed of rotation identified by a set of speed, said setpoint NR.
    [0003] The mechanical power requirements of the rotorcraft are potentially identified by a flight control unit, such as an AFCS (Automatic Flight Control System). For example, the mechanical power required by the main rotor can be identified by the rotorcraft edge instrumentation from an evaluation of the torque resistance that the main rotor opposes against its drive by the power unit. In this context, the current operating speed of the motorisation unit is placed under the control unit according to different regulation regimes identified according to a nominal regulation rate commonly referred to as the AEO regime (according to FIG. English acronym All Engines Operative). The regulation of the operating mode of the motorization unit makes it possible to avoid deterioration of the main motor (s) as a result of excessive use of the capacities of the power unit to supply the mechanical power required by the rotorcraft. Several limiting criteria are taken into account by the control unit to avoid such excessive exploitation of the capacities of the motorization unit. Among such limiting criteria, there will be noted, for example: -) a criterion for limiting the speed of the gas generator of the turbine engine or engines, -) a criterion for limiting the temperature of the free turbine of the turbine engine or turboshaft driven by the generator of the gases, and -) a torque limiting criterion of the free turbine and / or input of a main mechanical power transmission box, on which main box at least the rotor or rotors are engaged for their training in rotation.
    [0004] Furthermore, in the AEO regime, different specific operating modes of the engine group are usually defined according to the flight phases of the rotorcraft. Among these specific regulatory regimes in the AEO regime, there will be noted in particular: 5 -) a PMC regime (according to the French acronym, Maximum Continuous Power) defining the maximum continuously permissible speed of the engine or engines according to the constraints imposed by said criteria of limitation. Such a PMC regime is commonly used when the rotorcraft is flying in cruising flight. 10 -) a PMD regime (according to the French acronym, Maximum Take-off Power) defining the maximum authorized speed of the engine or engines that can be operated for a predetermined duration, for indicative purposes of the order of 30 minutes (thirty minutes) , defined as sufficient to allow the take-off of the rotorcraft. Such a PMD regime is also commonly used when the rotorcraft is hovering. -) a PMT regime (according to the acronym French Maximum Transient Power) defining the maximum allowed speed of the engine (s) that can be exploited in the transient phase of the forward speed change of the rotorcraft, in particular during the acceleration phase of the rotorcraft. The PMT regime is used for a short time, as an indication of the order of ten seconds or even the order of the minute. 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. For this reason, specific regimes for regulating the operation of the main engines have been defined in the event of the defection of one of them, commonly referred to as OEI schemes (according to the acronym One Engine Inoperative). ). 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 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 provided 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 rotorcraft pilot in accordance with the flight manual. The following OEI regimes are commonly defined: 15) The 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 the order of 30 seconds. -) Short-term OEI regime, according to which the main operational engine (s) are individually capable of being operated under an emergency regime for a short duration of the order of 2 minutes to 3 minutes. -) long-term OEI regime, according to which the main operational engine (s) are individually capable of being operated under a defined maximum emergency regime for a long, potentially unlimited duration. Furthermore, the rotorcraft is commonly equipped with at least one display unit, to provide the pilot with a screen with information relating to the flight status of the rotorcraft and in particular information relating to the status of the rotorcraft. engine operation.
    [0005] Such a display unit is for example of the type commonly called FLI (according to the acronym of Flight Limit Indicator). On the basis of data relating to the operating state of the main engines, taking into account at least the said 5 limiting criteria and the current regulation regime of the main engines, a screen displays information relating to a mechanical power margin, ci -after designated by authorized margin, which can be exploited by the driver without damaging the engine group. The pilot then generates flight controls by avoiding requiring the engine group mechanical power exceeding said authorized margin. As regards the setpoint NR, this is defined in accordance with obtaining a rotational speed of the main rotor, hereinafter referred to as the NR, which is traditionally predefined and substantially invariable. In this traditional context, the speed NR varies at most in a limited range of speed variation of the order of 5% of a nominal speed, without exceeding a variation of the order of 1% per second. The impact of such a restricted variation in NR speed is negligible on the variation in 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. As a result of such a sudden loss of mechanical power, the NR speed decreases. 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 nominal speed and is still sufficient to allow the pilot to easily control the attitude of the rotorcraft.
    [0006] Furthermore, according to the equipment of the rotorcraft, an autopilot is potentially exploited to rapidly restore the rotorcraft's secure flight conditions in the event of the defection of one of the main engines, by generating automatic flight controls 5 modifying in particular the collective pitch of the main rotor blades to provide stabilized lift of the rotorcraft. In general, such an autopilot potentially equipping the rotorcraft is an automated navigation assistance device typically generating automatic flight controls causing a collective and / or cyclic variation of the pitch of the main rotor blades, as well as where appropriate. a collective variation of the pitch of the blades of said at least one auxiliary rotor, rear rotor for example. Conventionally, the automatic flight controls are generated by the autopilot according to flight instructions previously transmitted to the autopilot by the human pilot of the rotorcraft by means of various control members actuated by man, such as in particular control members manual flight.
    [0007] When the autopilot is armed, the flight instructions are processed by the autopilot to generate the automatic flight controls in accordance with the application of different pre-defined operating modes of the autopilot selectable by the human pilot for their implementation.
    [0008] Such operating modes of the autopilot include in particular at least one basic mode providing automated assistance to flight stabilization of the rotorcraft, and / or higher modes of operation providing automated guidance to the rotorcraft.
    [0009] In this context, the autopilot applies a given mode of operation in accordance with the available mechanical power that can be provided by the engine group according to its operating state identified by said limitation criteria 5 and according to the current regulation regime applied by the control unit. Of course in this context, the autopilot has the information provided by the instrumentation relating to the operating state of the engine group identified by the 10 limiting criteria. The autopilot generates the automatic flight controls taking into account said authorized margin, including in case of defection of at least one of the main engines, to avoid degradation of the main engines. However, the evolution of 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 according to the flight conditions of the rotorcraft. Such a significant variation in the rotational speed NR of the main rotor is used, for example, to reduce the noise nuisance of the rotorcraft and / or to improve its performance in certain flight phases, or even to adapt the speed NR as a function of climatic conditions and / or depending on the situation in which the rotorcraft is placed. As an indication in this evolved context of techniques according to which a variation of the speed NR is controlled, the speed of the main rotor can be controlled variable between 5% and 20% of the nominal speed, or even potentially more according to the evolution of the techniques. . As an indication, the speed NR is currently commonly controlled variable with a range of values potentially between 90% and 107% of the nominal speed.
    [0010] In this connection, reference may be made 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. 1293-1303. According to this document, the performance of a rotorcraft in a combat situation is improved by varying the rotational drive 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 reducing the noise nuisance generated by a rotorcraft approaching a landing point by varying the speed of rotation of the main rotor. . 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. For example again, reference may also be made in this regard to 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 map previously established according to various conditions of flight of the rotorcraft. There then arises the problem of the modalities of intervention on the behavior of the rotorcraft in the event of defection of one of the main engines taking into account a driving of the main rotor at a speed NR which is potentially low compared to the nominal speed. such that it can be at least less than 7% of the rated speed. In this case, the restoration by the pilot of a drive of the main rotor at a speed NR in accordance with the set point NR is much more difficult to perform.
    [0011] As a result, it seems appropriate to provide the pilot of a multi-engine rotorcraft with navigation assistance to quickly restore a main rotor drive in the event of the defection of one of the main engines at a speed NR that secures the progression of the engine. rotorcraft in the context of a possible driving of the main rotor at a speed NR potentially low compared to the nominal speed 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 in which automated assistance is provided to the pilot of the rotorcraft to place the main rotor in 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 failure of the main engine, the attitude of the rotorcraft in verticality, pitch, roll and / or yaw, to counterbalance the adverse aerodynamic effects. which immediately follow a failure of the main engine. For example, reference can 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). In this context, the present invention relates to a method of assisting the navigation of a multi-engine rotorcraft in 25 cases, hereinafter referred to as a case of engine failure, of defection of one of the main engines of a motorisation group of the rotorcraft. It is recalled that said engine group provides the mechanical power necessary at least for the rotational drive of at least one main rotor of the rotorcraft providing at least the essential lift function of the rotorcraft.
    [0012] The method of the present invention is more specifically in the context of the difficulties associated with driving the main rotor, except in the event of an engine failure, at a variable controlled speed NR.
    [0013] Such a variable NR speed control is notably operated by a flight control unit fitted to the rotorcraft to meet specific needs, such as, for example, a reduction in the noise nuisance generated by the rotorcraft during the approach phase of a point. deposit.
    [0014] In such a setting, it is recalled that the value of a setpoint NR generated by said flight control unit potentially varies in a range of values proportional to the value of a predetermined nominal driving speed of the main rotor, As a guide, given the current techniques in a range of values between 90% and 107% of the value of said nominal speed. It is more particularly the object of the present invention to provide the pilot of the rotorcraft, by application of such a method, the ability to quickly and easily restore a stabilized progression of the rotorcraft in the event of an engine failure, in particular in the case where said In the event of a motor failure, the driving speed of the main rotor is potentially significantly low compared to the nominal speed. The method according to the present invention falls within the framework according to which the main rotor, except in the event of a motor failure, is driven by the motorization unit in accordance with the application of a speed setpoint, referred to as the NR setpoint. The value of the reference NR is calculated variable by a flight control unit according to the current flight conditions of the rotorcraft in a range of 30 values of the reference NR proportional to the value of a predefined nominal speed of driving the main rotor. .
    [0015] In this context, the flight control unit supplies 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, called speed NR, in accordance with the application of the setpoint NR. .
    [0016] Furthermore, the control unit applies various regimes for regulating the individual operation of the main engines according to the current flight status of the rotorcraft. According to a current flight status of the rotorcraft in the event of an engine failure, the control unit applies first regulation regimes, known as AEO regimes. The AEO regimes typically define a maximum allowed engine speed of the main engines for respective preset times at each AEO regime. According to a current flight status of the rotorcraft in the event of a motor failure, the control unit applies second regulation regimes, known as OEI regimes. OEI regimes typically define an authorized contingency regime of at least one of the prime movers remaining operative for respective predefined durations to each of the OEI regimes.
    [0017] Furthermore, the rotorcraft is equipped with a unit, called a display unit, which implements a display screen of at least one value relative to a margin of mechanical power authorized to be exploited by the pilot, referred to as a margin. authorized. As previously referred to, the authorized margin is conventionally deduced by calculation means according to at least the current regulation regime of the main engines taking into account at least limiting criteria identifying the operating state of the main engines.
    [0018] According to the present invention, such a method of assisting the navigation of a multi-engine rotorcraft is mainly recognizable in that, except in the event of an engine failure, the value displayed by the screen relative to the authorized margin, then called margin 5 limited, is the value of the authorized margin decreased by the calculator of a predefined value, called margin of safety. Said reduction is made by the computer under condition of at least one main rotor drive at a speed NR, described as "low", controlled by the flight control unit and identified below a predetermined threshold of driving speed. of the main rotor, said speed threshold NR. According to the method of the present invention in the event of an engine failure and in the event of an evolution of the rotorcraft, prior to the case of engine failure, at a speed NR of driving the main rotor 15 below the speed threshold NR, the pilot of the rotorcraft has a reserve of mechanical power facilitating its intervention on the behavior of the rotorcraft to quickly restore the control of its progression by avoiding a consequent fall in the number of revolutions per second of rotation of the main rotor.
    [0019] In fact, except in case of engine failure and under condition of at least one evolution of the rotorcraft at a main rotor rotor NR speed below the speed threshold NR, the pilot of the rotorcraft controls the mechanical power consumed by the rotorcraft. according to the value of the limited margin.
    [0020] 25 In view of the fact that the value of the limited margin is less than the value of the authorized margin, a possible mechanical power deficit supplied by the engine group in the event of an engine failure is remedied by providing the pilot of the rotorcraft with said reserve of power. mechanical power resulting from the control of the behavior of the rotorcraft by the pilot prior to the case of engine failure in accordance with the respect of said limited margin and not 3028839 13 in accordance with the respect of said authorized margin as usually. It emerges that in the event of an engine failure, said mechanical power reserve can be used to rapidly limit a sudden drop in the number of rotational cycles per second of the main rotor as a result of the engine failure. More particularly, it is usual, in the event of an engine failure, for the pilot to exploit the optimum performance of the rotorcraft and in particular the optimum capacities of the engine group to optimize the lift provided by the main rotor and / or the propulsion performance of the rotorcraft. Of course, the exploitation of the optimum capacities of the engine group in the event of an engine failure is in accordance with the limits imposed by the current AEO regulation regime, and in particular by the PMC system as previously defined, which allows continuous optimal exploitation of the engine. motorization group capabilities. In this traditional context in the event of an engine failure, the available mechanical power supplied by the engine group is abruptly reduced for a period of several seconds during which the main engine or engines remaining operational ramp up. The pilot then varies the collective pitch of the main rotor blades to achieve a favorable flight case in accordance with the application of 0E1 current control regime of the main engine 25 remaining operational. However in such a context, the main rotor NR speed drops rapidly during said period of a few seconds causing a loss of height of the rotorcraft. Said mechanical power reserve provided by the provisions of the present invention makes it possible to reduce the difference 3028839 14 between the minimum mechanical power potentially supplied by the power unit before the engine failure case and the maximum mechanical power supplied by the power unit. in the event of an engine failure, as a result of the ramp-up of the main or 5 main engines remaining operational whose operation is regulated in accordance with the application of the control regime 0E1 controlled by the control unit. Such a mechanical power reserve makes it possible in particular to limit the drop in the number of revolutions per minute of the main rotor, and therefore the minimum rotational speed NR of the main rotor reached in the event of an engine failure. It will be noted that the value of the safety margin is notably identified according to the case of the current flight of the rotorcraft, such as, for example, as referred to later in the evolution of the rotorcraft in the transient phase of acceleration, except in case of failure. engine, during which the operation of the main engines is regulated according to the application of an AEO regulation regime specifically in a PMC mode defining a maximum allowed continuous regime of the main engines.
    [0021] Finally, it is apparent from the provisions of the present invention that a securing of the progress of the rotorcraft is provided in the event of a motor failure occurring when the main rotor drive NR speed is reduced compared to the nominal speed. Such securing of the progression of the rotorcraft is provided to the pilot of the 25 rotorcraft, indifferently to a human pilot or to an autopilot equipping the rotorcraft if necessary. As regards a human pilot, said securing of the progression of the rotorcraft also provides him a driving comfort to easily restore a secure progression of the rotorcraft.
    [0022] To deduce the limited margin, the computer may use, as known to deduct the authorized margin: 3028839 15 -) first information provided by the flight control unit and identifying the mechanical power consumed by the rotorcraft, -) second information provided by the on-board instrumentation of the rotorcraft identifying the operating state of the engine group from the respective values of the limiting criteria, and -) the third information provided by the regulation unit relating to the regulation regime. current of the main motors of the motorisation group. In this context, the computer is potentially integrated into any rotorcraft computing device having at least first information, second information and third information. Such a computation unit is for example and in particular the flight control unit, or even the control unit or the display unit. According to preferred embodiments of the method of the invention, said decrease in the margin allowed by the safety margin operated by the computer out of case of engine failure prior to the display by the screen of the value of the limited margin is placed under the condition of an AEO regulation of the main engines specifically in a PMC mode defining a maximum allowed continuous regime of the main engines. In fact, in the case where the rotorcraft is in the ascent phase close to the ground or in the cruising flight phase, the pilot commonly orders a progression of the rotorcraft under the PMC regulation regime of the main engines in order to have continuous mechanical power. optimal provided by the engine group. More particularly in the ascent phase of the rotorcraft close to the ground, the main rotor drive NR speed is potentially low 30 controlled by the flight control unit, in particular to reduce noise. In such rotorcraft flight conditions, the resistant torque then opposed by the main rotor against its drive by the drive unit is large, as a result of the collective pitch setting of the main rotor providing the necessary lift for the rotorcraft. under condition of a low NR speed. This is why in such a context, the driver wishes to have the best mechanical power that can be provided by the engine group by exploiting the PMC main engine regulation regime. More particularly still in cruising flight, the rotorcraft is advancing at a major speed of advance where the performance of the rotorcraft is preponderant vis-à-vis the noise pollution it produces. Consequently, in such a phase of cruising flight of the rotorcraft, the pilot wishes to have the optimal mechanical power that can be provided by the engine group by exploiting the PMC regulation regime of the main engines making it possible to propel the rotorcraft at speeds of progress 20 high. According to a general approach of the implementation of the method of the present invention, the value of said speed threshold NR corresponds in particular to at most the slightly reduced value of said predefined nominal speed of driving the main rotor.
    [0023] It is more specifically preferred the mode in which the value of said speed threshold NR is at most equal to the value of said predetermined nominal driving speed of the main rotor, reduced by a value comprised between 2% and 5% of said rated speed.
    [0024] More particularly in the current state of the art, the value of said speed threshold NR corresponds preferably to 97% of said nominal speed. Moreover, the value of said safety margin is preferably predefined in proportion to the power limit imposed by the current AEO regime. More particularly in the current state of the art, the value of said margin of safety is potentially predefined according to a proportion of the mechanical power limit authorized by the current AEO regime of between 8% and 25%. In addition, the value of said margin of safety is potentially predefined variable according to the current NR speed. More particularly, the calculation of the value of the safety margin by the computer, such as preferably proportionally to the mechanical power limit authorized by the current AEO regime, may furthermore incorporate a weighting coefficient the value of which varies according to the rotational speed NR of the main rotor. In other words, according to a preferred embodiment of the method 20 of the present invention, the value of the safety margin is advantageously calculated on the one hand in proportion to the mechanical power limit allowed by the current AEO regime, while being moreover on the other hand, weighted according to the current NR speed of driving the main rotor.
    [0025] It follows from these provisions that the calculated value of the safety margin is either increased in the case where the current NR rotational speed of the main rotor is particularly low or conversely is decreased in the case where the current NR speed The main rotor drive is particularly high, of course still being less than the value of said NR speed threshold.
    [0026] It should be noted that in the context where the main rotor drive NR speed is conventionally placed under the control of the NR generated by the flight control unit, the main rotor rotor NR speed before the 5 cases of motor failure can be determined, as conventionally, indifferently individually or in combination: -) by means of calculation from measurements made by the on-board instrumentation identifying the value of one or more operating parameters specific to the mechanical parts of the rotorcraft providing the main rotor drive. Such calculating means make it possible in particular to identify the resistant torque opposed by the main rotor against its drive by the drive unit. -) from the current value of the NR setpoint generated by the flight control unit 15 on which depends the current NR speed commanded by the flight control unit. It should be noted that it is advisable, in the event of an engine failure, to enslave the position of a man-driven manual flight control device that can be maneuvered by a human pilot in order to vary the pitch of the blades. of the main rotor. Such a manual flight control member is in particular dedicated to the collective pitch variation of the main rotor blades, but can also be a manual flight control member dedicated to the cyclic variation of the pitch of the main rotor blades.
    [0027] In the context of the invention, such a servocontrol is then operated according to the mechanical power limit authorized by the current AEO regime reduced by said safety margin. Such a manual flight control member may consist of a handle or a lever operating a chain with mechanical transmission of movements causing a variation of the pitch of the main rotor blades, or may be constituted in the frame. known from an electrical flight control, joystick or joystick generated electrical signals operated by the flight control unit to generate automated flight controls causing a variation of the pitch of the blades of the flight control unit. main rotor. More specifically, the method of the present invention comprises the following operations in the event of an engine failure. The flight control unit generates the setpoint NR and transmits the setpoint NR generated to the control unit. In addition, the control unit applies, in the event of an engine failure, an AEO regime according to the flight phase of the rotorcraft and transmits to the computer the applied AEO regime, said current AEO regime. In addition, the on-board instrumentation of the rotorcraft transmits to the computer the operating state of the main engines identified by the value of the limiting criteria. As conventionally, the flight phase of the rotorcraft is identified in particular according to information provided by the on-board instrumentation of the rotorcraft. Such information includes, in particular, atmospheric data relating to the atmospheric conditions surrounding the rotorcraft and flight data relating to the case of flight of the rotorcraft and commonly identified according to, in particular, the state of the flight mechanics of the rotorcraft and / or the height of the rotorcraft. ground on which evolves the rotorcraft.
    [0028] Then, the calculator identifies firstly the value of said margin allowed as a result of the application of the current AEO regime and secondly said margin of safety. As a result, the calculator deduces and transmits to the display unit the value of the limited margin causing its display by the screen.
    [0029] The pilot of the rotorcraft then generates flight controls to steer the rotorcraft in accordance with the imposed framework of exploitation of the mechanical power supplied by the engine group according to the value of the limited margin deduced by the computer. In this context, the flight commands generated by the pilot include manual flight commands generated by a human pilot in view of the power margin displayed by the screen. However, it is understood that, if necessary according to the equipment of the rotorcraft, the flight commands generated by the pilot can also be automated flight commands generated automatically by an autopilot as referred to below. As previously referred to, the position of a man-driven manual flight control device operable by a human pilot to cause a variation of the pitch of the main rotor blades, in particular collectively, is preferably controlled by the flight control unit according to the value of the limited margin. In this context, the manual flight control device is furthermore preferably equipped with a tactile signal generating apparatus varying at least according to the variation of the value of the limited margin. In addition, since the rotorcraft is equipped with an autopilot, automatic flight controls, except in the event of engine failure, are generated by the armed autopilot, taking into account the limited margin under conditions of a main rotor drive at the same time. a low NR speed. An exemplary embodiment of the present invention will be described in relation to the figures of the attached plates, in which: FIG. 1 is composed of two diagrams (a) and (b) illustrating with respect to time the evolution , according to the prior art, essential events occurring in the event of failure of one of the main engines of a multi-engine rotorcraft. FIG. 2 is composed of two diagrams (c) and (d) illustrating, with respect to time, the evolution, as a result of the application of a method according to the present invention, of the essential events occurring in the event of failure of one of the main engines of a multi-engine rotorcraft. FIG. 3 is a diagram illustrating methods of implementing a method according to the present invention. FIG. 4 is composed of several diagrams (e), (f) and (g) illustrating methods of displaying information on a screen by applying a method according to the present invention, respectively according to various speeds. NR for rotating a main rotor of a multi-engine rotorcraft. In FIGS. 1 and 2, the essential events occurring in the event of the defection of one of the main engines of a multi-engine rotorcraft are illustrated, respectively according to the prior art in FIG. 1 and by application of FIG. a method according to the present invention in fig.2. On the exemplary embodiments illustrated respectively in FIGS. 1 and 2, the rotorcraft is more specifically a twin-engine rotorcraft equipped with a power unit comprising two main engines. However, it is understood that the provisions of the present invention are applicable to a rotorcraft equipped with a motorization unit comprising at least two main engines.
    [0030] Such main engines include combustion engines, including turboshaft engines, providing the rotorcraft mechanical power at least necessary for the rotational drive of a main rotor of the rotorcraft providing at least the essential function of levitation of the rotorcraft. Diagram (a) of FIG. 1 and diagram (c) of FIG. 2 illustrate, with respect to the time (tps), the evolution of the mechanical power (P) supplied by the main motors in the event of defection of the 'one of the main engines, says case of engine failure CPM. It should be noted that in order to best illustrate the invention, diagrams (a) and (c) illustrate the same case of CPM engine failure occurring for rotorcraft with the same propulsion capabilities. On diagrams (a) and (c), it is considered a same situation St1 that all the main engines of the rotorcraft 15 are operational. In this situation St1, a first main motor provides a mechanical power Pm1 and a second main motor provides a mechanical power Pm2, the main engines of the rotorcraft providing the same mechanical power. The respective operations of each of the main engines 20 are conventionally regulated by a control unit according to an AEO regime, such as, in particular, a PMC regime in which the rotorcraft then has optimum continuous mechanical power. According to the application of the AEO regime, a pilot of the 25 rotorcraft is usually authorized to exploit a predefined mechanical power margin provided by the engine group, called the authorized margin Ma. As conventionally, a display unit makes it possible to display on a screen 16 information relating to said authorized margin Ma to provide the pilot assistance to the navigation of the rotorcraft.
    [0031] In this context, it is understood that the relationship between the information displayed by the screen 16 and said authorized margin Ma does not imply an accuracy between the respective values of the information displayed on the screen and the margin allowed Ma, but a dependence between these values. Indeed, as explained below in the event of a CPM engine failure and following the application of the AEO regime: -) according to the prior art illustrated in FIG. 1, the information displayed by the screen 16 is the value of the authorized margin Ma, while 10 -) according to the invention illustrated in FIG. 2, the information displayed by the screen 16 is the value of a limited margin MI equal to the value of the margin allowed my minus an MS security margin identified by a calculator. Furthermore, in the diagrams (b) and (d), the main rotor is driven at a rotational speed, called the speed NR, which is controlled variable by a flight control unit, such as for example to limit the noise nuisance of the rotorcraft. in the approach phase of a landing point. The speed NR is calculated variable by the flight control unit in proportion to a nominal speed NR predefined name of the main rotor drive. In the exemplary embodiment illustrated in diagrams (b) and (d), it is considered that, in the situation St1 mentioned in relation to diagrams (a) and (c), the speed NR is potentially controlled lower than the nominal speed NRrom by the flight control unit. The speed NR is then qualified as "low", such as, for example, a speed NR corresponding to 94% of the nominal speed NRnom.
    [0032] In such a context in the diagrams (a) and (b) of FIG. 1 and in the diagrams (c) and (d) of FIG. 2, a situation St2 is considered in the event of a failure. CPM engine, such as a defection of the second main motor in the illustrated embodiment. In diagrams (a) and (c), in such a case of CPM engine failure, the mechanical power Pm2 supplied by the second engine drops rapidly. The control unit then conventionally applies an OEI regime for regulating the operation of the first main motor, so that the first main motor provides a predefined mechanical power Pm1 for a given duration. In this context, the mechanical power P necessary for the rotorcraft is provided by the first main engine remaining operational. In the event of an engine failure, said authorized margin Ma is adapted and is displayed by the screen 16, preferably typically as in the prior art according to the mechanical power exploitable in accordance with the application of the current OEI regime. However, in diagrams (b) and (d) in the event of a CPM engine failure, the main rotor drive NR speed drops rapidly, resulting in a sudden loss of rotorcraft height. Rapid pilot intervention is required to vary the pitch of the main rotor blades to stop the fall of the NR speed as quickly as possible in order to restore a stabilized progression of the rotorcraft controlled by the pilot. As previously referred to, the pilot out of case of engine failure CPM maneuver the rotorcraft by fully exploiting the mechanical power margin whose value is displayed by the screen 16.
    [0033] In the diagram (b) of Fig.1 illustrating the prior art, it appears that the full operation by the pilot of the authorized margin Ma displayed by the screen prior to the case of CPM engine failure, classically causes in case of a CPM engine failure a consequent drop in the speed NR. In this context, the speed NR is close to a minimum NR speed Nrmin regulated by the control unit. As a result, the pilot can be placed in discomfort to quickly restore a speed NR providing stabilized flight of the rotorcraft. By cons in the diagram (c) of Fig.2 illustrating the invention, it is taken into account, prior to the case of CPM engine failure and under the condition of driving the main rotor at a low NR speed, a power predefined mechanics called imposed Pmi. The value of the imposed mechanical power Pmi is used to define the safety margin Ms by being predefined lower than the value of the mechanical power supplied by the rotorcraft engine group in accordance with the application of the current AEO regime. As a result, the value of the limited margin MI displayed by the screen 16 is deduced by decreasing the value of the permitted margin 20 Ma by the value of the safety margin Ms In this context, a reserve of mechanical power is provided to overcome a possible lack of mechanical power in the event of an engine failure. In the event of an engine failure, the NR speed drop is limited as a result of the reduction in the difference between the potentially minimal mechanical power supplied by the engine group in the event of engine failure and the maximum mechanical power provided by the engine. main engine remaining operational and ramping up in accordance with the application of the OEI Regulatory Regime.
    [0034] As a result, navigation assistance is provided to the pilot to facilitate a rapid recovery of a main rotor drive at a NR speed in accordance with the main rotor drive NR speed prior to the engine failure event to provide a stabilized flight of the rotorcraft, as shown in diagram (d) of fig.2. More particularly in FIG. 4 and in accordance with the provisions of the present invention described with reference to FIG. 2, there is illustrated a screen 16 for displaying the mechanical power margin that can be exploited by the pilot under the AEO regulation regime. operation of the main engines of the rotorcraft. In the diagram (e), the main rotor is driven at a low NR speed, for example of the order of 94% of the NRnom speed. In this case, the limited margin MI is of a value less than the authorized margin Ma, the value of the authorized margin Ma being reduced by the safety margin Ms before it is displayed by the screen 16. Of course, on the diagram (e), the authorized margin Ma and the security margin Ms are mentioned for information purposes but are not actually displayed on the screen 16.
    [0035] In the diagram (f), the main rotor is driven at the speed NRnom and in the diagram (g), the main rotor is driven at a speed NR qualified "high" higher than the speed NRnom, for example of the order of 105% of the NRnom speed. In both cases, the value of the authorized margin Ma is displayed by the screen 16.
    [0036] In Fig. 3, preferred embodiments of a method according to the present invention are illustrated. The main rotor 1 of a multi-engine rotorcraft is rotated by a motorization unit 2 of the rotorcraft comprising two main engines M1 and M2 on the exemplary embodiment illustrated.
    [0037] As conventionally, a variation of the pitch of the blades of the main rotor 1 is regulated by a pilot of the rotorcraft at least collectively, or even cyclically, to modify the flight behavior of the rotorcraft.
    [0038] Said variation of the pitch of the main rotor blades 1 is notably caused by a human pilot 3 generating manual flight controls 4 via at least one man-driven manual flight control device 5. Such provisions do not exclude, however, according to the equipment of the rotorcraft, the operation of an autopilot 6 generating automatic flight controls 7 to vary at least collectively the pitch of the blades of the main rotor 1. Moreover, the operating conditions of the mechanical power supplied by the main engines M1 and M2 are typically controlled by a control unit 10 applying, as previously referred, AEO regimes or 0E1 regimes according to the operating state of the main engines M1, M2. The regulation of the operation of the main engines M1, M2 by the control unit 10 is carried out according to a flight instruction CNr, called the reference set NR, generated by a flight control unit 8 to drive the main rotor 1 at a desired speed NR . Furthermore, a rotorcraft instrumentation 11 is currently generating various data 12, 13, 14 identifying the flight conditions of the rotorcraft. Such data 12, 13, 14 include in particular at least atmospheric data 12 relating to the atmospheric conditions surrounding the rotorcraft, flight data 13 relating to the case of flight of the rotorcraft and / or data 14 relating to the state of operation. main motors M1 and M2 of the engine group 2 identified at least 30 according to predefined limitation criteria.
    [0039] The data 12, 13, 14 provided by the on-board instrumentation 11 are notably used by the flight control unit 8 to control the variation of the speed NR and / or by the control unit 10 to control the operating mode of the main motors M1, M2 and consequently to apply an AEO or OEI regime for regulating the operation of the main engines M1, M2 adapted to the flight situation of the rotorcraft. Furthermore, the rotorcraft is still as conventionally equipped with a display unit 15 comprising at least one screen 16 for displaying information relating to the authorized margin Ma of mechanical power supplied by the power unit 2 which can be operated according to the current AEO or OEI regulation of the main motors M1 and M2 applied by the control unit 10. Said authorized margin Ma is currently identified by calculation means 9. Such calculation means 9 are potentially integrated in a computer 17 implemented by the method of the present invention. In the exemplary embodiment illustrated, the computer 17 integrates the calculation means 9 and the computer 17, the flight control unit 8 or, if applicable, the automatic pilot 6, are integrated in the same calculation unit. 18. A control data relating to the applied AEO regime is transmitted to the computer 17 by the regulation unit 10. The computer 17 then identifies the mechanical power margin 25 to be displayed by the screen 16, from the authorized margin. Ma identified by the calculation means 9 according to the current AEO or OEI regime applied by the regulation unit 10. Furthermore, information relating to the current NR speed is transmitted to the computer 17.
    [0040] The information relating to the current speed NR transmitted to the computer 17 is, for example, the command value CNr generated by the flight control unit 8 and / or information provided by the on-board instrumentation 11 relating to a measurement made by For example at the output of a main gearbox of mechanical power from which is driven the main rotor 1, or even for example a measurement of the resistant torque opposite the main rotor 1 against its drive by the group 2. As previously referred to in the event of an engine failure and / or in the event of a motor failure under condition of a speed NR equal to or greater than the nominal speed NRnom, the authorized margin Ma is displayed by the screen 16 In the event of an engine failure and at least under condition of driving the main rotor 1 at a low speed NR 15, the computer 17 identifies the limited margin MI displayed by the screen 16. For this purpose, the calculator 17 compares the current NR speed with a predefined threshold S, said speed threshold NR. The value of the threshold S of speed NR is predefined at most equal to the value of said nominal speed NRnom as previously defined, slightly decreased. The concept of "slightly diminished" is appreciated as defining a value of the threshold S of speed NR at the nearest but lower than the nominal speed NRnom. However, as a guide, a reasonable decrease in the value of the nominal speed NRnom for setting the threshold S of speed NR is between 2% and 5% of the value of the nominal speed NRnom. As a result of the comparison made by the computer 17 between the current speed NR and the speed threshold NR, the computer 17 identifies the limited margin MI by applying the rule of decrease of the authorized margin Ma by the safety margin Ms .
    [0041] The computer 17 then transmits to the display unit 15 the value of the limited margin Ma causing it to be displayed by the screen 16. Alternatively, in the case where the rotorcraft is equipped with an autopilot, the computer 17 transmits the limited margin MI to the autopilot 6. In the case of a cocking of the autopilot 6 and out of the event of an engine failure provided that the main rotor 1 is driven at a low speed NR, the automatic flight controls 7 generated by the so automatic pilot 6 to at least vary the collective pitch of the blades of the main rotor 1 then take into account the limited margin MI identified by the computer 17, and not the authorized margin Ma.
    权利要求:
    Claims (11)
    [0001]
    REVENDICATIONS1. Method of assisting the navigation of a multi-engine rotorcraft in the event, in the event of an engine failure (CPM), of defection of one of the main engines (M1, M2) of a power unit (2) equipping the rotorcraft, said engine group (2) providing the mechanical power necessary for at least the rotational driving of at least one main rotor (1) of the rotorcraft providing at least the lift of the rotorcraft, the main rotor (1), out motor failure case, being driven by the engine group (2) in accordance with the application of a speed command (CNr), said setpoint NR, whose value is calculated variable by a flight control unit (8). ) according to the current flight conditions of the rotorcraft in a range of NR setpoint values proportional to the value of a predefined main rotor drive nominal speed (NRnom) (1), the flight control unit ( 8) supplying said setpoint NR to a control unit (10) of the fo individual operation of the main motors (M1, M2) for driving the main rotor (1) at a speed, called the speed NR, in accordance with the application of the command NR 20 (CNr), the control unit (10) applying various regimes for regulating the individual operation of the main engines (M1, M2) according to the current flight status of the rotorcraft, including: -) according to a current flight state of the rotorcraft, in the event of an engine failure (CPM), first regulation, known as AEO regimes, 25 defining a maximum allowed speed of the main engines (M1, M2) during respective predefined durations at each of the AEO regimes, -) according to a current flight status of the rotorcraft in the event of an engine failure (CPM) second control regimes, known as OEI regimes, 30 defining an authorized emergency regime of at least one of the main engines (M1, M2) remaining operational for respective predefined durations at each of the OEI regimes, -) the giravio n being equipped with a unit, said display unit (15), implementing a screen (16) display of at least a value 5 relative to a mechanical power margin authorized to be exploited by the pilot, said authorized margin (Ma), deduced by calculation means (9) according to at least the current regulation regime of the main engines (M1, M2) taking into account at least limiting criteria identifying the operating state of the main engines (M1, M2), characterized in that, except in case of engine failure (CPM), the value displayed by the screen (16) relative to the authorized margin (Ma), then called limited margin (MI), is the value of the authorized margin (Ma) decreased by a computer (17) of a predefined value, called the safety margin (Ms), under condition of at least one main rotor drive (1) at a speed NR, qualified "Bass", controlled by the flight control unit (8) and identified below a predefined threshold ini main rotor drive speed, said speed threshold NR (S), so that, in case of engine failure (CPM) and in 20 cases of evolution of the rotorcraft, prior to the case of engine failure (CPM), at a main rotor rotor NR speed (1) below the speed threshold NR (S), the pilot of the rotorcraft has a mechanical power reserve facilitating its intervention on the behavior of the rotorcraft to quickly restore control of its progression by avoiding a consequent fall in the number of revolutions per second of rotation of the main rotor (1).
    [0002]
    2. Method according to claim 1, characterized in that said reduction of the authorized margin (Ma) by the margin of safety (Ms) operated out of case of engine failure (CPM) by the computer (17) prior to the display by the screen (16) of the value of the limited margin (MI), is placed under the condition 3028839 33 of a regulation of the main engines (M1, M2) specifically in a PMC mode defining a maximum continuous permitted speed of main engines (M1, M2).
    [0003]
    3. Method according to any one of claims 1 and 2, characterized in that the value of said speed threshold NR (S) corresponds at most to the slightly reduced value of said nominal speed (NRnom) predefined rotor drive principal (1).
    [0004]
    4. Method according to claim 3, characterized in that the value of said speed threshold NR (S) corresponds at most to the value of said predetermined nominal speed (NRnom) for driving the main rotor (1), minus one value between 2% and 5% of said nominal speed (NRnom).
    [0005]
    5. Method according to any one of claims 1 to 4, characterized in that the value of said safety margin (Ms) is predefined in proportion to the mechanical power limit authorized by the current AEO regime.
    [0006]
    6. Method according to claim 5, characterized in that the value of said safety margin (Ms) is predefined according to a proportion of the mechanical power limit authorized by the current AEO regime of between 8% and 25%.
    [0007]
    7. Method according to any one of claims 1 to 6, characterized in that the value of said margin of safety (Ms) is predefined variable according to the current speed NR.
    [0008]
    8. Method according to any one of claims 1 to 7, characterized in that the method comprises the following operations in the event of an engine failure (CPM): 3028839 34 -) generation of the reference NR by the control unit of flight (8) and transmission of the setpoint NR generated to the control unit 10), -) application by the control unit (10), in the event of a motor failure (CPM), of an AEO regime according to the flight phase of the rotorcraft, -) transmission to the computer (17) on the one hand by the control unit (10) of the applied AEO regime, said current AEO regime, and on the other hand by the instrumentation of board (11) of the rotorcraft of the operating state of the main engines (M1, M2) identified according to the value of the limitation criteria, then -) identification by the computer (17) on the one hand of the value of said margin authorized (Ma) as a result of the application of the current AEO regime and secondly of the said safety margin (Ms), then deduct by the computer (17) the value of said limited margin (MI) and transmission to the display unit (15) by the computer (17) the value of said limited margin (MI) causing its display by the screen (16), -) generation by the pilot of the flight control rotorcraft in accordance with an exploitation of the mechanical power supplied by the engine group (2) according to the value of the limited margin (MI) deduced by the calculator (17).
    [0009]
    9. Method according to any one of claims 1 to 8, characterized in that the position of a man-driven flight control device (5) maneuverable by a human pilot to cause a variation of the pitch the main rotor blades (1) are servocontrolled by the flight control unit (8) according to the value of the limited margin (MI).
    [0010]
    10. Method according to claim 9, characterized in that the manual flight control device (5) is equipped with a device generating tactile signals varying at least according to the variation of the value of the limited margin (Ml ).
    [0011]
    11. Method according to any one of claims 1 to 10, characterized in that the rotorcraft being equipped with an autopilot (6), automatic flight controls (7) are, except in case of engine failure (CPM). , generated by the autopilot (6) armed taking into account the limited margin (Ml) under condition of driving the main rotor (1) at a low NR speed.
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    同族专利:
    公开号 | 公开日
    US20160144971A1|2016-05-26|
    FR3028839B1|2016-11-18|
    US9676490B2|2017-06-13|
    CA2912111C|2017-03-14|
    CA2912111A1|2016-05-26|
    EP3025964B1|2017-06-14|
    EP3025964A1|2016-06-01|
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    法律状态:
    2015-11-19| PLFP| Fee payment|Year of fee payment: 2 |
    2016-05-27| PLSC| Search report ready|Effective date: 20160527 |
    2016-11-18| PLFP| Fee payment|Year of fee payment: 3 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1402671A|FR3028839B1|2014-11-26|2014-11-26|METHOD OF ASSISTING NAVIGATION OF A MULTI-ENGINE ROTOR IN THE EVENT OF AN ENGINE FAILURE, IN THE CONTEXT OF A VARIABLE SPEED TRAINING OF A MAIN ROTOR OF THE GIRAVION|FR1402671A| FR3028839B1|2014-11-26|2014-11-26|METHOD OF ASSISTING NAVIGATION OF A MULTI-ENGINE ROTOR IN THE EVENT OF AN ENGINE FAILURE, IN THE CONTEXT OF A VARIABLE SPEED TRAINING OF A MAIN ROTOR OF THE GIRAVION|
    EP15194476.6A| EP3025964B1|2014-11-26|2015-11-13|Assisting the piloting of a multi-engined rotorcraft in an engine-failure situation, in the context of a main rotor of the rotorcraft being driven at variable speed|
    CA2912111A| CA2912111C|2014-11-26|2015-11-16|Navigation assistance for a multi-engine rotorcraft in case of engine failure, for variable speed drive of a main rotor of the rotorcraft|
    US14/948,530| US9676490B2|2014-11-26|2015-11-23|Assisting the piloting of a multi-engined rotorcraft in an engine-failure situation, in the context of a main rotor of the rotorcraft being driven at variable speed|
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