• 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:
    A method (100) of engine control for a turboprop aircraft, comprising setting (102) an initial maximum power limit above which engine power is automatically reduced, the initial maximum power limit being associated with a maximum allowable thrust for an aircraft, receiving (104) an indication that a predetermined state of the aircraft is reached, and setting (106) an updated power limit.
    公开号:FR3031729A1
    申请号:FR1650312
    申请日:2016-01-15
    公开日:2016-07-22
    发明作者:Mark Wayne Mcwaters；Scott Richard Nielsen
    申请人:Unison Industries LLC；
    IPC主号:
    专利说明:

    [0001] POWER CONTROL FOR AIRCRAFT AIRCRAFT The modern turboprop airframe is designed for a variety of conditions, including its own speed, weight, thrust, etc. In a constant power turboprop aircraft according to the prior art, turboprop efficiency, and hence thrust, falls rapidly as the natural speed increases.
    [0002] According to a first aspect, an embodiment of the invention relates to an engine control method for turboprop aircraft, comprising: establishing an initial maximum power limit above which engine power is automatically reduced , the initial maximum power limit being associated with a maximum allowable thrust for an aircraft, receiving an indication that a predetermined state of the aircraft has been reached, and setting an updated maximum power limit at the above which the power of the motor is automatically reduced, the maximum power limit being greater than the initial maximum power limit. According to another aspect, an embodiment of the invention relates to an engine control system for an aircraft engine, comprising a display screen having a visual indication associated with a maximum engine power limit of the aircraft, an aircraft state input receiving a signal indicating a state of the aircraft related to the maximum power limit, and a controller cooperating with the aircraft engine, the aircraft state input and the display screen and arranged to produce an initial maximum power limit signal for the visual indication on the screen, receiving the signal delivered by the aircraft state detector, processing the received received signal to determine the instant where an updated maximum power limit is permissible, and producing an updated maximum power limit signal for the visual indication at the instant that a maximum power limit is permissible.
    [0003] According to yet another aspect, an embodiment of the invention relates to an aircraft engine having a first mode of operation having a first maximum power limit established according to a maximum allowable thrust for a predetermined cell in a state of immobility at ground and a second mode of operation having a second limit of maximum power, greater than the first maximum power limit, usable during a flight state, engine whose power, when operating while the aircraft is not in operation. flight, is automatically limited to the first maximum power limit. The invention will be better understood from the detailed study of some embodiments taken by way of non-limiting examples and illustrated by the appended drawings in which: FIG. 1 is an example of a graph illustrating the thrust produced by a propeller in a function of the speed characteristic of a constant speed of the helix and under stable atmospheric conditions; FIG. 2 is an example of a perspective view of an example aircraft according to various aspects described herein; FIG. 3 is an illustrative diagrammatic illustration of a torque meter according to various aspects described herein; FIG. 4 is an exemplary block diagram of a method for generating updated maximum power according to various aspects described herein; and Figure 5 is a schematic illustration of a throttle device according to various aspects described herein. The present invention relates, inter alia, to aircraft engines, aircraft engine control systems and methods for controlling aircraft engines, which can be used in the context of turboprop aircraft.
    [0004] The present invention contemplates that a turboprop aircraft can employ a propeller to provide thrust in a direction generally opposite to the direction of flight. An engine may drive the propeller and the thrust produced by the propeller may increase overall as the power supplied to the propeller by the engine increases. Other factors that may affect thrust include propeller design and performance, propeller pitch, propeller speed, aircraft speed, and prevailing weather conditions. Some aircraft may be designed to operate at a thrust equal to or less than a maximum available thrust of the engine, for example depending on the construction limits of the cell. If such an aircraft is equipped with a motor capable of providing more power than is used to produce the maximum allowable thrust, the aircraft may be forced to use only a portion of the power capacity engine, what can be called a "reduced" or "constant" power. For example, an aircraft may be forced to operate under a specific power limit. The present invention contemplates that certain aircraft may operate at a power output equal to or less than the maximum allowable power supplied over the entire range of the aircraft. The maximum allowable power supplied is often less than the maximum power capacity of the motor. The present invention contemplates that some aircraft may not be designed to directly measure and / or indicate the power supplied to the propeller. Thus, some aircraft are piloted using other measurements and / or indications such as the torque applied to drive a propeller. For example, a pilot may pilot an aircraft by monitoring a torque indication and controlling an engine to maintain the torque indication equal to or less than a maximum allowable torque corresponding to the maximum allowable power or thrust provided. In this way, the statements of power output, maximum allowable power supplied, power limits, etc. may be implemented and / or indicated in certain aircraft using the torque or other appropriate parameters. The present invention contemplates that, at constant power, the thrust produced by a helix decreases overall as the relative speed of the aircraft in flight increases. Thus, for a given power output, the thrust produced by the propeller can vary over all the different flight phases. For example, when the aircraft is stationary (eg, on the ground before take-off), the thrust produced by the propeller at a given power output may be much greater than the thrust produced by the propeller when the aircraft is in flight (eg climbing or cruising) at the same power output. The present invention contemplates that a fixed maximum allowable power output may be an indirect solution to limiting the maximum thrust (force) acting on the cell. Generally, the maximum allowable power supplied is determined for a test state in which the cell is stationary on the ground. The maximum allowable power supplied may be the supplied power at which the maximum allowable thrust acting on the cell is reached in the test state. Outside this test state, the maximum thrust state does not generally equal the maximum allowable power supplied. In this way, if the power supplied is limited to a maximum allowable power supplied, which avoids exceeding the maximum allowable thrust when the aircraft is stationary (the test state), this maximum allowable power supplied may allow the propeller produces a thrust much lower than the maximum allowable thrust when the aircraft has a significant clean speed, especially when the aircraft is in flight. Some exemplary embodiments in accordance with at least some aspects of the present invention may provide an adjustment of the maximum allowable power provided to enable operation at a delivered power greater than the given maximum allowable power determined when the aircraft is stationary. Some exemplary embodiments may allow this increased maximum allowable power supplied, at least in part based on indications that the aircraft is in flight and, therefore, is at a clean speed or overhead. a clean speed that can cause a thrust level lower than the maximum allowable thrust. FIG. 1 is an example of a graph of thrust produced by a helix as a function of the speed proper to a constant propeller speed and under stable atmospheric conditions.
    [0005] Overall, Figure 1 illustrates that, at a given given power, the higher the eigenspeed increases, the more the thrust decreases, as does the associated propulsive force acting on the cell. The constant power curve 120 illustrates a first example of relationship between the thrust produced by a helix and the eigen speed for a first constant power supplied to the propeller by a motor. The maximum allowable power curve 118 indicates a maximum allowable thrust, which can be determined at least in part according to construction limits of the cell. The maximum allowable thrust may be substantially constant over a specific range of speeds concerned. In this example, the thrust produced by an operation according to the constant power curve 120 is less than the maximum allowable thrust indicated by the maximum allowable thrust curve 118 for all the eigen speeds concerned. The power output corresponding to the constant power curve 120 may be a maximum allowable power output determined from the power output that produces the maximum allowable thrust when the aircraft is stationary (eg at a zero eigen speed). Some aircraft may use the power output corresponding to the constant power curve 120 as a "constant" power limit. The distance in the direction of the thrust axis between any point on the constant power curve 120 and the maximum allowable thrust curve 118 represents the value of the thrust potentially available by increasing the power supplied without exceeding the maximum allowable thrust. The constant power curve 122 illustrates a second example of relationship between the thrust produced by the propeller and the eigen speed for a second constant power supplied to the propeller by the engine. The constant power supplied associated with the constant power curve 122 is greater than the constant power supplied associated with the constant power curve 120. At certain low clean speeds, the thrust generated by an operation according to the constant power curve 122 is greater than the maximum permissible thrust (eg the constant power curve 122 is above the maximum allowable power curve 118). At certain higher eigenfrequencies, the thrust produced by operation in the constant power curve 122 is less than the maximum allowable thrust (eg the constant power curve 122 is below the maximum allowable thrust curve. ). Curve 124 illustrates an exemplary setting of the maximum allowable power provided in at least some embodiments of the present invention, which may allow operation at a supplied power greater than an initial maximum allowable power output. In this example, the maximum allowable power input initially corresponds to the power output associated with the constant power curve 120. In setting 126, the maximum allowable power supplied is set to the power output associated with the constant power curve 122. The adjustment length 126 on the thrust axis corresponds to the increase in the available thrust due to the increase in the maximum allowable power supplied. By using at least a portion of the additional thrust available due to the setting 126, the aircraft may be able to climb faster and / or reach the altitude and / or cruising speed faster than if the aircraft was limited to the power output associated with the constant power curve 120. As described in more detail below, the setting 126 may be implemented at least in part based on the receipt of an indication of what a predetermined state of the aircraft is reached. Such a predetermined state of the aircraft can occur at or above the expected minimum eigen speed, indicated by an expected minimum eigen speed curve 119. In some exemplary embodiments, the state of the aircraft associated with the setting 126 and the updated maximum allowable power provided associated with the constant power curve 122 may be chosen so that operation at the maximum allowable power supplied updated to the minimum expected eigen speed for the predetermined state produces less than the maximum power. eligible. In the graph, this is illustrated by the point of intersection between the expected minimum clean speed curve 119 and the constant power curve 122 at a power level lower than the maximum allowable thrust curve 118. Figure 2 shows an aircraft 10 which can perform embodiments of the invention and may include a propulsion system, such as a turboprop 12 and a propeller 14, mounted on a fuselage 16, and half-wings 18 extending outwardly from the fuselage 16. Although the aircraft 10 has been shown with multiple turboprops 12, it is contemplated that embodiments of the invention may be used with any suitable aircraft having any number of turboprops. Moreover, it is contemplated that certain exemplary embodiments may be implemented in the context of other types of possible motors such as piston engines. A plurality of systems 20 for the proper operation of the aircraft 10 may be included, as well as a controller 22. The controller 22 may cooperate with the engine 12 and the plurality of systems 20 of the aircraft. The controller 22 can also be connected to other controllers of the aircraft 10. The automaton 22 can comprise various components, which can be centralized or distributed in various locations throughout the aircraft. In some exemplary embodiments, the controller 22 may comprise a memory 26, the memory 26 may comprise a live memory (RAM), a read only memory (ROM), a flash memory, one or more types of different portable electronic memory such as disks, DVDs, CD-ROMs, etc., or any suitable combination of these types of memory. The controller 22 may comprise one or more processors 28, which can execute any appropriate programs. In some exemplary embodiments, the controller 22 may include analog control circuits. The controller 22 may comprise and / or be interfaced with an Engine Indication System (EIS) (or other devices for displaying engine parameters) and / or an Electronic Engine Control (EEC). In some exemplary embodiments, the controller 22 may comprise all or part of a computer program having a set of executable instructions to produce a maximum updated allowable power provided for the aircraft 10. The program may comprise a product to computer program that may include computer-readable media for holding or storing computer executable instructions or data structures. These computer-readable media may be any existing media accessible to a general-purpose or dedicated computer or other processor machine. Overall, such a computer program may include routines, programs, objects, components, data structures, algorithms, etc., which have the technical effect of performing particular tasks or implementing types of particular abstract data. Computer executable instructions, associated data structures, and programs are examples of program code for performing the information exchange presented here. The computer executable instructions may include, for example, instructions and data that cause a general purpose computer, a specific computer, or a processing machine to perform a certain function or group of functions.
    [0006] In certain exemplary embodiments, the use of an increased maximum allowable power output may be permitted by means of a controller 30 located in the passenger compartment of the aircraft 10. The controller 30 may include any suitable input device, including a switch (eg a two-position toggle switch or an instant on / off switch), a key, a joystick and / or a touch screen display. It is contemplated that actuation of the controller 30 may allow the pilot to increase the power supplied above the initial maximum allowable power output, using another control device such as a joystick. 31. On the other hand, one or more indicators 32 may indicate that this increased maximum allowable power capability feature is available and / or activated. Examples of indicators 32 include, but are not limited to, lights, measuring instruments, screens, and the like, for use in an aircraft cabin. In some exemplary embodiments, in operation, the controller 22 may use one or more information entered by a pilot (eg, via a controller 30) and / or provided by one or more sensors 23 in order to determine whether to produce an updated maximum allowable power greater than the initial maximum allowable power output. In some exemplary embodiments, this information entered by the pilot and / or provided by a sensor (s) may indicate a change in the flight phase of the aircraft, for example the fact that the aircraft has taken off. and is in flight. The information provided by the sensor (s), used by the controller 22, may include any appropriate information provided by one or more sensors 23, including any parameter or state captured or detected by any indication, control or system. aircraft or engine control. For example, a wheel weight presence (WONW) detector (WOFW) can be used to determine if the landing gear of the aircraft supports the weight of the aircraft. aircraft. If the WONW or WOFW sensor indicates that the landing gear does not support the weight of the aircraft, then it can be assumed that the aircraft is in aerodynamic lift. In certain exemplary embodiments, the controller 22 can detect, using the WONF or WOFW sensor, the fact that the aircraft 10 is aerodynamically levitated and can enable the updated maximum allowable power capability. In another example, in the case where the landing gear is retractable, the controller 22 may receive a signal indicating that the landing gear has been retracted (eg indicating that the aircraft is in aerodynamic lift). ) and the controller can enable the maximum allowable power capability provided updated. Yet another way of transmitting a signal to the controller 22 is to link it to a determination that a positive upward speed has been reached, whereupon the additional power feature can be activated. Yet another example would be to use a GPS location system or other navigation system to provide an indication of altitude and / or speed (eg, absolute speed); once it is determined that the aircraft is in aerodynamic lift, the additional power feature can be activated. Yet another example would be to use an indication of a radio altimeter to ensure that the aircraft is in aerodynamic lift, after which the additional power feature can be activated.
    [0007] Figure 3 is a front elevational view of an example of indication in a passenger compartment according to at least some aspects of the present invention. A torque meter 202 may be designed to indicate the torque applied to drive a propeller. The torque meter 202 may be in the form of a physical apparatus, an electronic representation of a torque meter on a display screen or in any other suitable form, including any analog or digital representation. A first maximum torque mark 204 may indicate an initial maximum allowable torque, which may correspond to a first maximum allowable power supplied such as may be associated with the constant power curve 120 of Figure 1. A second maximum torque mark 206 may indicate a second maximum allowable torque, which may correspond to a second maximum allowable power output as may be associated with the constant power curve 122 of Figure 1. Some exemplary embodiments may report actual values of torque and / or while other exemplary embodiments may report torque and / or power in percent. In some exemplary embodiments, the first maximum torque mark 204 and the second maximum torque mark 206 may be visible on the torque meter 202. In some exemplary embodiments, only one of the first maximum torque mark 204 and second maximum torque mark 206 may be visible at any time on the torque meter 202.
    [0008] For example, the first maximum torque marker 204 may be the only one initially visible and / or may appear as "100% torque". Then, when the increased maximum allowable power capability is enabled, the indicator 32 may illuminate and / or the maximum torque mark 204 may be replaced by the maximum torque mark 206. When only the maximum torque mark 206 is visible, it can appear as "100% torque". Such an embodiment may be referred to as having a movable maximum torque mark. The present invention contemplates that certain aircraft engine controllers may be designed to automatically reduce or limit the fuel flow to the engine if certain conditions are detected, particularly if certain parameters exceed or approach predetermined limits. For example, a maximum power limit may be associated with the maximum allowable power provided above. The maximum power limit of the motor controller (eg the power level at which the motor controller automatically reduces the fuel flow) may be set a little higher than the maximum allowable power supplied to allow the pilot to fly the aircraft to the maximum allowable power provided without the reduction or automatic limitation of fuel flow. Some exemplary embodiments according to at least some aspects of the present invention may be designed such that a maximum power limit associated with automatic reduction or limitation of fuel flow may be modified during steering. In certain exemplary embodiments, the maximum power limit may be updated. For example, the controller 22 may be designed to implement a maximum updated allowable power supplied as well as an updated maximum power limit when the maximum allowable power provided is updated. Thus, in some exemplary embodiments, the aircraft may be flown below an initial maximum allowable power output while an initial maximum power limit is in effect. When a maximum allowable power supplied updated is activated, an updated maximum power limit can also be implemented. According to one embodiment of the invention, FIG. 4 illustrates an exemplary method 100, which can be used to control an engine of an aircraft such as the turboprop aircraft 12. At 102, an initial maximum power limit , above which a power of the engine is automatically reduced, can be established for the aircraft 10. The initial maximum power limit is associated with a maximum allowable thrust for the aircraft 10. The initial maximum power limit may be established by electrical or mechanical means. A mechanical solution may include the selection of a throttle notch corresponding to the initial maximum power limit set for the turboprop 12. This may also include the creation of a benchmark associated with the setting of the throttle limit. initial maximum power on a cockpit in the cockpit of the aircraft 10 (eg an initial maximum allowable power indication). At 104, an indication that a predetermined state of the aircraft is reached can be received by the controller 22. By way of non-limiting example, this may include receiving an indication associated with the fact that the aircraft is in flight, in particular when the aircraft is at a minimum expected clean speed or above it, as indicated by the expected minimum clean speed curve 119. According to other examples which are in no way limiting, the reception of the indication that the predetermined state of the aircraft is reached may include at least one indication from an indication of presence of weight on the wheels, an indication of lack of weight on the wheels, an indication of landing gear entered, an indication of positive ascent, an indication of speed by the navigation system, an indication of altitude by the navigation system and an indication of altitude by the radio altimeter. According to another possibility, the predetermined state of the aircraft can be reached at a predetermined thrust. The indication may be received from the controller 22 or a sensor. It can be received information transmitted by a sensor, indicating that the predetermined state of the aircraft is reached. Any appropriate detected operating data can be used to determine that the predetermined state of the aircraft is reached, including its own speed, altitude, rate of climb and phase of flight.
    [0009] At 106, a maximum updated power limit, greater than the initial maximum power limit, may be established based on the indication received at 104. The creation of an updated maximum allowable power limit may include a modification of the bound fix establishing a maximum power limit on a cockpit in the cockpit of the aircraft 10 (eg, an updated maximum allowable power indication). By way of non-limiting example, the marker may comprise a marker on a mechanical measuring device and / or a marker on a flight screen. The method of controlling the maximum power limit is flexible and the form of the method 100 is presented for illustrative purposes only. For example, the order of the steps is given for illustrative purposes only and is not intended to limit the process 100, it being understood that the steps may take place in a different logical order or that additional or intermediate steps may be required. to be included without departing from the embodiments of the invention. In some exemplary embodiments, the possibility of creating an updated maximum power limit may not always exist. Such a function can be inactive during the start-up of the aircraft and the start of the turboprop 12.
    [0010] When the aircraft 10 rolls on the track at a certain power level, especially at the takeoff power, the function may become available. For example, a position of the throttle at or above a minimum power value may be a necessary element to provide this functionality. As explained above, the present maximum power limit can be made available upon the transmission of any number of information to the controller 22, including a position of the WONW switch or WOFW, a switch position of landing gear or an altitude reached determined by GPS or radar.
    [0011] The pilot can then be informed that the updated limit of maximum power is available via an indication provided, for example, by an indicator light. The creation of an updated maximum allowable power may include the automatic increase, by the controller 22, of a given maximum allowable power displayed and / or the automatic increase, by the controller 22, of a limit of associated maximum power, at which the engine power is automatically reduced. Alternatively, the maximum allowable power supplied and / or the maximum power limit may / may not be adjusted automatically. In this case, these limits may be set at the time the pilot uses the controller 30 to activate the updated maximum allowable power capability. In this way, parts of the cockpit including, for example, the torque meter 202, the sensor (s) 23 and the controller 22 form an engine control system for the engine 12. More particularly, the torque meter 202 serves as a display having a visual indication associated with a maximum engine power limit of the aircraft. The sensor 23 serves as a state detector of the aircraft, delivering a signal indicating a state of the aircraft related to the maximum power limit, in particular the moment when a predetermined state of the aircraft is reached, this signal being received at an input of the controller 22. The controller 22 cooperates with the engine 12 of the aircraft, the state detector 23 of the aircraft and the display comprising the torque meter 202 and the controller 22 is designed to producing an initial maximum power limit signal for the visual indication on the display, receiving the information transmitted by the aircraft condition detector, processing the transmitted information received to determine when a limit updated maximum power is permissible, and producing a maximum power limit signal authorized for the visual indication when an updated maximum power limit is permissible. In addition, the engine itself has a first mode of operation having a first maximum power limit established according to a maximum allowable thrust for a predetermined cell in a state of ground immobility; and a second operating mode having a second maximum power limit, greater than the first maximum power limit, available during a flight phase in which, during an off-flight operation, the engine power of the aircraft is automatically limited to the first limit of maximum power. Some exemplary embodiments according to at least some aspects of the present invention may include a physical stopper that selectively limits the range of motion of the throttle. Figure 5 is a side elevational view of an example of a throttle device 500. The throttle device 500 may include the throttle stick 31, which may cooperate with a motor controller such as the controller 22. (Figure 2), to allow a pilot to adjust the power supplied to the propeller. The throttle lever 31 may be operable between a low power position 504 and a high power position 506. An abutment 508 may be designed to intervene to limit the travel of the throttle lever 31. For example, when the thrust bearing 508 is activated, the throttle lever 31 may be operable between a low power position 504 and an intermediate power position 510.
    [0012] When the stop 508 is deactivated, the throttle lever 31 may be operable between the low power position 504 and the high power position 506, which may require a greater power than the power associated with the intermediate power position 510. In an exemplary embodiment, the abutment 508 may include a notch mechanism designed to be retractable, thereby allowing greater throttle travel for greater thrust. Overall, it is envisaged that a pilot will be able to use the maximum allowable maximum power delivered at will. The updated maximum allowable power supplied can be used in any appropriate flight regime, including climb rate and maximum cruising speed. Once the descent has begun, this maximum power limit used may theoretically not be necessary.
    [0013] It is also envisaged that the possibility of having a maximum authorized power limit may also be a function disabled automatically and / or manually. For example, throttle 31 could be pulled back to reduce power (eg to intermediate power position 510) and the driver could use controller 30 to disable maximum power functionality. eligible provided updated. In some exemplary embodiments, the abutment 508 can therefore hold the throttle lever 31 to prevent greater deflection thereof. In some exemplary embodiments, when the throttle 31 is returned back to a predetermined position (eg, the intermediate power position 510), the updated maximum allowable power capability can be automatically disabled.
    [0014] To reactivate this feature, the pilot may actuate the controller 30. Alternatively, if the engine is to go into emergency mode and a backup throttle or manual throttle is employed, the maximum allowable power supplied refreshes can then be disabled as a function.
    [0015] Alternatively, if the parameters entered do not indicate that the aircraft is in flight (or if another state of the aircraft is reached), the updated maximum allowable power can be disabled as a function. In such cases, any indicator that the maximum allowable power provided updated is an option would be stopped. Some of the embodiments described above can facilitate a rapid rise. More particularly, some of the embodiments described above may allow the use of additional power to improve the rate of climb once the aircraft has departed while remaining within the nominal thrust ratings of the cell. From a commercial point of view, the ability to climb faster to cruising altitude should give some aircraft a great advantage over non-cruising aircraft. The embodiments described above can use parameters and control elements such as the presence or absence of weight on the wheels, the altitude and the positive upward speed to allow the use of the additional power of the engine and the associated additional thrust to increase climbing speeds.
    [0016] Since this has not already been described, the various details and structures of the various embodiments may, if desired, be used in combination with each other. The fact that a detail may not be illustrated in all embodiments is not intended to be interpreted as an impossibility, but rather to a more concise description. Thus, the various details of the various embodiments can be mixed and adapted at will to create new embodiments, whether the new embodiments are expressly described or not. All combinations or permutations of details described herein are covered by this disclosure. For example, although part of the presentation has electronically controlled maximum power limit settings, there may be a mechanical solution, such as a solution that changes the location of a stop or a detent. on the throttle.
    [0017] LIST OF REFERENCES 2 - Power 550 HP 4 - Power 850 HP 10 - Aircraft 12 - Turboprop 14 - Propeller 16 - Fuselage 18 - Half-wings 20 - Systems 22 - Controller 26 - Memory 28 - Processors 30 - Control mechanism 32 - Indicator 100 - Method 102 - Initial maximum power 104 - Determine a state of thrust 106 - Maximum updated power 120 - Power 550 CV 122 - Power 850 CV 124 - According to the embodiment of the invention 126 - Change to 850 HP 130 - Thrust 907 kg25
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method (100) for engine control for a turboprop aircraft, comprising: setting (102) an initial maximum power limit above which engine power is automatically reduced, the initial maximum power limit being associated a maximum allowable thrust for an aircraft; receiving (104) an indication that a predetermined state of the aircraft has been reached; and establishing (106) an updated maximum power limit above which the engine power is automatically reduced, the present maximum power limit being greater than the initial maximum power limit.
    [0002]
    The method (100) of claim 1, wherein setting (102) the initial maximum power limit includes indicating, in a cockpit of the aircraft, a maximum allowable power provided updated maximum power. allowable initial supply being associated with the initial maximum power limit; and wherein the setting (106) of the updated maximum power limit includes the indication in the cockpit of the aircraft of an updated maximum allowable power, the updated maximum allowable power being associated with the limit maximum updated power.
    [0003]
    The method (100) of claim 2, wherein the initial maximum allowable power output and the updated maximum allowable power are used as torque indications.
    [0004]
    4. Method (100) according to claim 1, wherein the initial limit of maximum power and / or the updated maximum power limit is / are implemented using a torque measurement.
    [0005]
    The method (100) of claim 1, wherein receiving (104) an indication that a predetermined aircraft state is reached includes receiving an indication associated with the aircraft being in motion. flight.
    [0006]
    The method (100) of claim 1, wherein receiving (104) an indication that a predetermined state of the aircraft is reached comprises at least one of an indication of presence of weight on the wheels. , an indication of no weight on the wheels, an indication of landing gear retracted, an indication of positive ascent, an indication of speed by the navigation system, an indication of altitude by the navigation system and an indication of altitude indication by the radio altimeter.
    [0007]
    The method (100) of claim 1 wherein receiving (104) an indication that a predetermined state of the aircraft is reached comprises receiving transmitted information associated with the operation of an aircraft. control device located in a cockpit of the aircraft.
    [0008]
    The method (100) of claim 1, wherein establishing (106) an updated maximum power limit includes deactivating a throttle associated stopper adapted to adjust the power of the engine; wherein, when the stop is activated, the throttle is operable between a low power position and an intermediate power position, the intermediate power position being associated with the initial maximum power limit; and wherein, when the stop is deactivated, the throttle is operable between the low power position and a high power position, the high power position being greater than the intermediate power position.
    [0009]
    A motor control system for an aircraft engine, comprising: a display (202) having a visual indication associated with a maximum power limit of the aircraft engine; an aircraft state input receiving a signal indicating a state of the aircraft related to the maximum power limit; andan automaton (22) cooperating with the aircraft engine (12), the aircraft state input and the display (202) and arranged to produce an initial maximum power limit signal for the visual indication on the display, receiving the signal indicative of the condition of the aircraft, processing the received signal to determine when an updated maximum power limit is permissible and producing an updated maximum power limit signal for the visual indication to the moment when an updated limit of maximum power is permissible.
    [0010]
    An engine control system according to claim 9, wherein the display (202) is adapted to produce, in an aircraft cabin, an indication associated with the initial maximum power limit and the updated maximum power limit. .
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3031729A1|2016-07-22|POWER CONTROL FOR AIRCRAFT AIRCRAFT
    EP3095695B1|2019-06-26|A method of activating an electric motor in a hybrid power plant of a multi-engined aircraft, and an aircraft
    CA2590991C|2014-04-15|Power balancing of two aircraft turboshaft engine
    CA2797723C|2014-05-06|Method and device for implementing a fitness monitor for a turbine engine in an aircraft equipped with at least one turbine engine
    EP2505502B1|2013-10-16|Method and device to assist piloting of an aircraft, and aircraft
    EP1993908A1|2008-11-26|Method and device for controlling the thrust of a multi-engine aircraft
    FR3001950A1|2014-08-15|METHOD FOR PREDICTING DEFECTS IN AN AIRCRAFT INVERSION SYSTEM
    FR2871520A1|2005-12-16|STEERING INDICATOR FOR PREDICTING THE EVOLUTION OF THE MONITORING PARAMETERS OF A TURBOMOTEUR
    CA2941295C|2018-01-09|Rotation speed regulation device for the rotor of a rotorcraft, rotorcraft equipped with such a device and associated regulation method
    FR2958050A1|2011-09-30|METHOD AND SYSTEM FOR MANAGING THE ENERGY VARIATION OF AN AIRCRAFT
    FR3036506A1|2016-11-25|METHOD AND SYSTEM FOR CONTROLLING AN EMERGENCY DESCENT OF AN AIRCRAFT.
    FR3022340A1|2015-12-18|METHOD AND DEVICE FOR DETERMINING AN AIRCRAFT CONTROL INSTRUCTION, COMPUTER PROGRAM PRODUCT AND ASSOCIATED AIRCRAFT
    FR2984275A1|2013-06-21|SYSTEM FOR CONTROLLING THE ENERGY OF A VEHICLE WITH A SINGLE INTERFACE
    FR3033886A1|2016-09-23|DEVICE FOR DISPLAYING AN ENERGY VARIATION AND AN ENERGY VARIATION TERMINAL FOR AN AIRCRAFT
    FR3031811A1|2016-07-22|METHOD AND DEVICE FOR DETERMINING THE WIND SPEED TO BE TAKEN INTO ACCOUNT IN ORDER TO OPTIMIZE THE MASS AT THE TAKE-OFF OF AN AIRCRAFT
    EP2957975B1|2018-05-02|Method and device for controlling at least one actuator control system of an aircraft, related computer program product and aircraft
    FR2960659A1|2011-12-02|AUTOMATIC METHOD AND DEVICE FOR AIDING THE CONTROL OF AN AIRCRAFT.
    FR3044634A1|2017-06-09|METHOD AND DEVICE FOR CONTROLLING AN AIRCRAFT
    FR3033908A1|2016-09-23|SYSTEM AND METHOD FOR AIRCRAFT ASSISTING ASSISTANCE
    EP3671697A1|2020-06-24|Method for detecting the proximity of a lateral arrangement of an aircraft with the ground and aircraft
    FR3038585A1|2017-01-13|AUTOMATIC AIRCRAFT CONTROL SYSTEM AND METHOD THEREOF
    EP3070435B1|2018-06-27|Method and device to assist with piloting an aircraft during parabolic flight
    FR3053460A1|2018-01-05|ASSISTANCE METHOD AND SYSTEM FOR DETECTING DEGRADATION OF AIRCRAFT PERFORMANCE
    EP3251955B1|2018-09-26|A method and a device for assisting the piloting of an aircraft, and an aircraft
    EP3868659A1|2021-08-25|Power margin monitoring device for rotorcraft, associated rotorcraft and corresponding method
    同族专利:
    公开号 | 公开日
    US20160207633A1|2016-07-21|
    US10112722B2|2018-10-30|
    DE102016100465A1|2016-07-21|
    FR3031729B1|2020-02-07|
    CA2917565A1|2016-07-15|
    CA2917565C|2019-12-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3916688A|1972-02-28|1975-11-04|Sperry Rand Corp|VTOL craft deceleration control system|
    US5031102A|1979-12-03|1991-07-09|The Boeing Company|Method and apparatus for aircraft pitch and thrust axes control|
    US4633404A|1983-05-20|1986-12-30|Sperry Corporation|Automatic deceleration of aircraft during descent|
    US4750127A|1985-10-31|1988-06-07|The Boeing Company|Energy compensated target speed for aircraft descent|
    US5195700A|1991-08-28|1993-03-23|United Technologies Corporation|Low speed model following velocity command system for rotary wing aircraft|
    US5299765A|1991-12-23|1994-04-05|The Boeing Company|Apparatus and methods for controlling aircraft thrust during a climb|
    US5833177A|1995-05-15|1998-11-10|The Boeing Company|Autopilot/flight director overspeed protection system|
    US6171055B1|1998-04-03|2001-01-09|Aurora Flight Sciences Corporation|Single lever power controller for manned and unmanned aircraft|
    US6450456B1|1999-12-20|2002-09-17|Safe Flight Instrument Corporation|Airborne safe landing power control system and method|
    EP1293427B1|2001-09-15|2004-10-27|Pilatus Flugzeugwerke Ag|Propeller-driven aircraft with improved stability about its yaw axis|
    US6748744B2|2001-11-21|2004-06-15|Pratt & Whitney Canada Corp.|Method and apparatus for the engine control of output shaft speed|
    FR2845350B1|2002-10-02|2004-12-17|Airbus France|METHOD AND DEVICE FOR AUTOMATICALLY CONTROLLING THE PUSH OF AT LEAST ONE AIRCRAFT ENGINE DURING A HORIZONTAL FLIGHT STABILIZED PHASE|
    US6819266B2|2002-10-07|2004-11-16|Safe Flight Instrument Corporation|System and method for reducing the speed of an aircraft|
    JP4328660B2|2004-04-15|2009-09-09|富士重工業株式会社|Aircraft automatic take-off device, automatic landing device, automatic take-off and landing device, aircraft automatic take-off method, automatic landing method, and automatic take-off and landing method|
    US7506837B2|2004-09-17|2009-03-24|Aurora Flight Sciences Corporation|Inbound transition control for a tail-sitting vertical take off and landing aircraft|
    US7970501B2|2005-03-08|2011-06-28|Honeywell International Inc.|Methods and systems utilizing true airspeed to improve vertical velocity accuracy|
    FR2888638B1|2005-07-18|2007-09-28|Airbus Sas|STEERING INDICATOR FOR AN AIRCRAFT, FOR PROVIDING A POWER PARAMETER OF AT LEAST ONE TURBOPROPULSEUR OF THE SAID AIRCRAFT|
    DE05796783T1|2005-09-12|2008-11-06|Bell Helipocter Textron Inc., Forth Worth|AUTOMATIC SPEED CONTROL SYSTEM FOR AIRCRAFT|
    US7512464B2|2005-12-22|2009-03-31|The Boeing Company|System and method for controlling the speed of an aircraft|
    US20080228365A1|2006-04-05|2008-09-18|White Steven C|Vehicle power inhibiter|
    US8414260B2|2006-07-25|2013-04-09|Lockheed Martin Corporation|Control system for controlling propeller aircraft engine during takeoff|
    US8670881B2|2007-03-14|2014-03-11|General Electric Company|Flight management system for generating variable thrust cutback during aircraft departure|
    US8380371B2|2007-03-14|2013-02-19|General Electric Company|Method of generating variable thrust cutback during aircraft departure|
    US8615335B2|2008-09-17|2013-12-24|The Boeing Company|Progressive takeoff thrust ramp for an aircraft|
    NL2002064C|2008-10-07|2010-04-08|Robertus Gerardus De Boer|DIFFERENTIATED STOW POWER STARTING METHOD FOR AN AIRCRAFT.|
    FR2980454B1|2011-09-27|2014-01-31|Eurocopter France|METHOD FOR REGULATING THE PROPULSION SPEED OF A HYBRID HELICOPTER|FR3044358B1|2015-11-27|2017-11-24|Airbus Operations |METHOD FOR CONTROLLING THE PUSH OF REACTORS OF AN AIRCRAFT DURING THE TAKE-OFF PHASE, CONTROL DEVICE AND AIRCRAFT|
    US10035609B2|2016-03-08|2018-07-31|Harris Corporation|Wireless engine monitoring system for environmental emission control and aircraft networking|
    US9862499B2|2016-04-25|2018-01-09|Airbus Operations |Human machine interface for displaying information relative to the energy of an aircraft|
    US10040564B2|2016-11-02|2018-08-07|General Electric Company|Managing an input device|
    US10683099B2|2017-02-08|2020-06-16|Pratt & Whitney Canada Corp.|Methods and systems for controlling operation of aircraft engines|
    US10762726B2|2017-06-13|2020-09-01|General Electric Company|Hybrid-electric propulsion system for an aircraft|
    EP3931102A1|2019-03-01|2022-01-05|Pratt & Whitney Canada Corp.|Indicators for hybrid electrical powerplants|
    DE102019112387A1|2019-05-13|2020-11-19|Deutsches Zentrum für Luft- und Raumfahrt e.V.|Device and method for power control of aircraft engines|
    法律状态:
    2017-01-25| PLFP| Fee payment|Year of fee payment: 2 |
    2018-01-25| PLFP| Fee payment|Year of fee payment: 3 |
    2018-12-20| PLFP| Fee payment|Year of fee payment: 4 |
    2019-02-01| PLSC| Search report ready|Effective date: 20190201 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 5 |
    2021-10-08| ST| Notification of lapse|Effective date: 20210905 |
    优先权:
    申请号 | 申请日 | 专利标题
    US201562103748P| true| 2015-01-15|2015-01-15|
    US62103748|2015-01-15|
    US14/992,465|US10112722B2|2015-01-15|2016-01-11|Power control for propeller-driven aircraft|
    US14992465|2016-01-11|
    [返回顶部]