• 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 present invention relates to a device (1) for controlling the speed of rotation, called the speed NR, of at least one main rotor (2) of a rotorcraft (3). Such a rotorcraft (3) comprises: at least one manual flight control member (4) for providing a command setpoint C for the collective pitch of the blades (5) of said at least one main rotor (2), said command setpoint C being a function of a current position of said at least one control member (4), and • detection means (8) for detecting a current state among at least two distinct states of said rotorcraft (3), namely a state "ground" in which said rotorcraft (3) is in contact at least partially with the ground (6) and a "flight" state in which said rotorcraft (3) is at least levitated in the air (7).
    公开号:FR3041606A1
    申请号:FR1501994
    申请日:2015-09-25
    公开日:2017-03-31
    发明作者:Jean Baptiste Vallart；Setareh Taheri；Nicolas Certain
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    Device for regulating the speed of rotation of an air turbine rotor. Airplane equipped with such a device and associated regulation method.
    The present invention relates to a device for regulating the speed of rotation, called the speed NR, of at least one main rotor of a rotorcraft. Such a speed NR is thus directly a function of the quantity of fuel injected into the engine to produce combustion intended to drive the main rotor in rotation.
    Thus, the present invention is also in the field of methods for regulating the operation of one or more engines of a motorisation group equipping a rotorcraft. Such a motorization unit comprises for example at least one main combustion engine, such as a turbine engine in particular, typically providing the rotorcraft with the mechanical power necessary to provide at least the drive of one or more rotors fitted to the rotorcraft.
    As a result, the present invention is more specifically in the context of a device and a control method providing the drive at a variable target speed of at least one main rotor of the rotorcraft, or even providing the case. the drive of an anti-torque rotor.
    The main rotor typically provides at least the lift of the rotorcraft, or even its propulsion and / or attitude change in flight in the specific case of a helicopter. The anti-torque rotor typically provides yaw stabilization and steering of the rotorcraft and is commonly formed of a rear rotor or at least one propeller propeller in the case of a high-speed forward rotorcraft.
    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 a setpoint, hereinafter designated NR setpoint, relating to a required rotational speed of the main rotor. The setpoint NR can thus in certain particular cases be generated by the control unit (FADEC). In other special cases where, for example, the setpoint NR is variable, the setpoint NR can be generated by all the electronic, electrical and computer equipment of the rotorcraft and then transmitted to the control unit (FADEC) by management means. such as an AFCS (Automatic Flight Control System). In this case, the control unit (FADEC) makes it possible to regulate the speed NR.
    Thus, the reference NR can be transmitted by the management means (AFCS) according to the mechanical power requirements of the rotorcraft identified according to the case of current flight of the rotorcraft, and in particular according to the mechanical power requirements to drive the main rotor. The power consumed by the main rotor may for example be identified from an evaluation on the one hand of the resisting torque that the main rotor opposes against its drive by the drive unit and on the other hand its speed of rotation.
    However, the evolution of techniques in the field of rotorcraft tends to favor a drive of the main rotor at a variable NR speed controlled relative to the nominal speed NR1 predefined according to the most critical conditions for the rotorcraft corresponding for example to complex procedures one-off take-off or landing commonly referred to as "CAT A procedures".
    Indeed, such a significant variation in the main rotor drive NR speed is used to optimize the power level provided by the engine according to the flight phase associated for example to reduce noise pollution near the ground and / or improve performance. As an indication, the speed of the main rotor can be controlled variable between 5% and 10% of the nominal speed NR1, or potentially more according to the evolution of the techniques, and more particularly can be controlled variable in a range of values potentially between 90% and 115% of the NR1 rated speed.
    In this connection, reference may be made for example to the publication "Enhanced energy maneuverability for attack helicopters using continuous variable rotor speed control" (C.G. SCHAEFER Jr., F.H. LUTZE, Jr., 47th American Flelicopter Society Forum 1991, pp. 1293-1303). According to this document, the performance of a rotorcraft in a combat situation is improved by varying the driving speed of the main rotor according to a variation of the airspeed of the rotorcraft.
    Reference may also be made, for example, to document US Pat. No. 6,198,991 (YAMAKAWA et al.), Which proposes to reduce the noise nuisance generated by a rotorcraft approaching a landing point by varying the speed of rotation of the main rotor.
    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 the document WO2010143051 (AGUSTA SPA et al.), Which proposes to vary the speed of rotation of a main rotor fitted to a rotorcraft in accordance with a mapping previously established according to various conditions of flight of the rotorcraft.
    However, if such documents describe devices or methods for regulating the speed NR during the flight of a rotorcraft, such documents do not provide any solution for automatic regulation of the speed NR during ground changes. a rotorcraft and more particularly during the phases preceding takeoff or following the landing of such a rotorcraft.
    The present invention therefore aims to provide a device to overcome the limitations mentioned above. In particular, an aim of the device or of the regulation method according to the invention is therefore to allow automatic regulation of the speed NR of a rotorcraft during its evolutions on the ground, in particular in order to limit the noise pollution produced by this before it takes off or after landing. Such automatic regulation of the ground speed NR thus makes it possible in particular to improve the working conditions for the operators operating in the immediate vicinity of the rotorcraft during its maneuvers on the ground and to improve the sound comfort of the passengers and the crew during the loading and unloading phases. The invention therefore relates to a device for regulating the speed of rotation, called the speed NR, of at least one main rotor of a rotorcraft, such a rotorcraft comprising: at least one manual flight control device for providing a set of instructions command C of the collective pitch of the main rotor blades, the control setpoint C being a function of a current position of the control member, and • detection means for detecting a current state among at least two distinct states of the rotorcraft, namely a "ground" state in which the rotorcraft is in at least partial contact with the ground and a "flight" state in which the rotorcraft is at least in flight in the air,
    According to the invention, such a device for regulating the speed NR is remarkable in that it comprises management means for automatically controlling the speed NR according to at least two predetermined speeds NR1, NR2, which are distinct from one another, these two predetermined speeds NR1, NR2 being alternately selected as a function, on the one hand, of the command setpoint C supplied by the control member and, on the other hand, of the current state of the rotorcraft detected by the control means. detection. The management means thus make it possible to control the speed NR according to: a first speed NR1 when the control setpoint C supplied by the control member is greater than a first predetermined threshold value C1; a second speed NR2 less than the first speed NR1 when the following two conditions are satisfied: - the command setpoint C supplied by the control member is less than or equal to the first predetermined threshold value C1, and - the detected current state of the rotorcraft corresponds to the state "ground".
    In other words, the device according to the invention makes it possible to regulate the speed of rotation NR of a rotor when the rotorcraft is on the ground and that the takeoff is not desired immediately. The pilot of the rotorcraft may however wish to perform a taxi operation on a runway before takeoff or after landing. Such a wish can then be identified by virtue of the position of the control member representative of a command setpoint C of collective pitch of the blades, when this command setpoint C is less than or equal to the first predetermined threshold value C1. .
    In addition, such a manual flight control member may advantageously be a lever or a mini-stick collective pitch, this member is adapted to allow to simultaneously change the angular orientation (the pitch) of the blades of a main rotor of the rotorcraft identically for each blade. The regulation unit (FADEC) of the regulating device makes it possible to enslave the speed NR at a second speed NR2 lower than the first speed NR1, called the nominal speed, and consequently to limit the noise nuisances generated by the rotor. when the rotorcraft is on the ground. Indeed, it is immediate that the noise generated by a rotorcraft rotor is reduced when the NR speed drops.
    The management means are, for example, formed by an AFCS of the rotorcraft and comprise, for example: at least one sensor making it possible to measure, for example, the speed or altitude of the rotorcraft, at least one actuator making it possible, for example, to modify a rotorcraft rotor control, and
    At least one computer or computer for processing the information from the at least one sensor AFCS t then generate a control signal to drive the at least one actuator AFCS.
    Such management means can then autonomously control the speed NR according to the first speed NR1 or the second speed NR2 as a function of the command setpoint C supplied by the control member and the detected current state of the rotorcraft.
    Moreover, to determine the current state "ground" or "flight" of the rotorcraft, such a regulating device comprises detection means that can be in various forms.
    Thus, according to a particular exemplary embodiment when the rotorcraft comprises independent landing gear, for example wheels, at least one of the landing gear may comprise at least one sensor able to measure a ground reaction force. exercising on this landing gear when the rotorcraft is in contact with the ground.
    In this case, the control device can then compare the reaction force (s) measured by the different sensors with predetermined threshold values. A "ground" state can then be identified when the reaction forces measured by the different sensors are each greater than the threshold value. In contrast, the state "theft" can for example be identified when the reaction forces measured by the sensors are each smaller than the threshold value.
    Moreover and according to other particular embodiments, such as for example when the rotorcraft comprises landing pads, the detection means can be chosen from the group comprising anemometers, position sensors able to measure a position of the landing gear. a collective pitch lever or altitude sensors. Thus, the data from these different detection means can then indirectly identify the current state of the rotorcraft.
    In addition, if such a second NR2 speed can not be used in flight, it can instead be used to allow the rotorcraft to move on the ground. It may indeed be required to perform taxiing on a runway to get to the point of departure or in a hangar with a speed NR less than that required in flight.
    The speed NR then passes at a speed NR2 between, for example, between 92% and 98% of the nominal speed NR1 and may more particularly be equal to 95% of the nominal speed NR1.
    In practice, the management means can control the speed NR at a third speed NR3 lower than the second speed NR2 when the command setpoint C supplied by the control member is less than or equal to a second predetermined threshold value C2 and that the detected current state of the rotorcraft corresponds to the "ground" state, the second predetermined threshold value C2 being less than the first predetermined threshold value C1.
    In other words, when the control member is arranged in a position representative of a control setpoint C less than or equal to this second predetermined threshold value C2 and the rotorcraft is on the ground, the control unit allows to further reduce the rotational speed NR to the third gear NR3. Such a third speed NR3 may for example correspond to a rotation speed NR representative of a continuous minimum regulated speed of the power unit. In this case, the rotorcraft remains static with respect to the ground and can not take off.
    Such a regulating device then makes it possible to perform automatically, that is to say without any intervention by the pilot other than the modification of the collective pitch level of the main rotor blades in accordance with the take-off / landing maneuver that he will carry out. , a reduction of the speed NR and consequently of the sound level of a rotorcraft when this one is on the ground.
    The speed NR then passes at a speed NR3 of, for example, between 90% and 95% of the nominal speed NR1 and may more particularly be equal to 92% of the nominal speed NR1.
    Advantageously, the rotorcraft may comprise a selection member allowing, when actuated by a pilot of the rotorcraft, to manually provide an instruction to the management means for controlling, at least temporarily, the speed NR at a fourth speed NR4 greater than the first gear NR1.
    Such a selection member may consist of a switch or a push button, commonly called "NR_HIGH button", and being arranged on an upper panel of the cockpit of the rotorcraft. A manual action performed by the pilot on this switch then makes it possible to increase the rotational speed NR for example for complex takeoff or landing procedures which are commonly referred to as the "CAT A procedures". The speed NR then passes to a value NR4 comprised for example between 102% and 108% of the nominal speed NR1 and may more particularly be equal to 105% of the nominal speed NR1.
    Such an arrangement then allows to have a significant NR speed only when the type of take-off or landing justifies it. The use of the switch, however, has the consequence of occasionally inhibiting the noise reduction function when the rotorcraft is on the ground in order to guarantee maximum available power for takeoff under critical dynamic conditions.
    In addition, it is advantageous to guard against possible sources of risk of accidents for the rotorcraft. Such accidents could indeed be caused by the management means in the event of a rotorcraft engine failure or even an error in detecting the current state of the rotorcraft by the detection means.
    Thus, according to a particular embodiment, the device may comprise verification means for checking, at regular intervals of time, an operating state of a rotorcraft engine making it possible to drive the main rotor in rotation. Thus, the verification means can transmit to the management means information representative of a failure of the engine to enable the management means to inhibit NR speed reduction when the detected current state corresponds to the "ground" state.
    The verification means are for example formed by the control unit (FADEC) of the rotorcraft and may include in particular: • at least one sensor making it possible to measure, for example, the rotational speed, the temperature or the torque of a rotorcraft engine, at least one actuator making it possible, for example, to modify the flow rate of fuel injected into the combustion chamber of the engine considered for the rotorcraft, and at least one computer or calculator making it possible to process information from the at least one sensor of the rotorcraft; FADEC then generate a control signal to drive the at least one actuator FADEC.
    In this way, regardless of the position of the control member and therefore the level of the setpoint from this control member, in the event of engine failure, the management means control the speed NR according to the first speed NR1.
    In practice, the device may comprise calculation means for calculating, at a regular time interval, an absolute speed of movement of the rotorcraft, the management means for controlling the speed NR according to: the first speed NR1 when the two following conditions are checked: - the current state detected of the rotorcraft corresponds to the "ground" state, - the absolute speed of movement of the rotorcraft is greater than a predetermined absolute speed of displacement V1, • the second speed NR2 when the following three conditions are checked: - the command setpoint C supplied by the control member is less than or equal to the first predetermined threshold value C1, - the detected current state of the rotorcraft corresponds to the "ground" state, and - the absolute speed of movement of the rotorcraft is less than or equal to the predetermined absolute speed of displacement V1.
    In this way, irrespective of the position of the control member and therefore the level of the setpoint resulting from this control member, it is possible to guard against erroneous information detected by the detection means by coming to consolidate the detection. of the current state by other parameters such as in particular the absolute speed of movement of the rotorcraft which, when measured greater than a predetermined absolute speed of travel V1 equal to 40 kts for example, the management means control the speed NR according to the first speed NR1. Such an absolute speed of movement of the rotorcraft is generally calculated by the calculation means from anemometric data.
    These anemometric data are derived from sensors such as unidirectional anemometers such as probes or pitot tubes or omnidirectional anemometers positioned on the rotorcraft.
    Thus, such calculating means may in particular comprise: at least one anemometer making it possible to measure the speed of the rotorcraft which according to a particular example may be confused with the at least one sensor of the AFCS, and at least one computer or computer for processing the information from the at least one anemometer which according to a particular example can also be confused with the at least one computer or computer AFCS.
    Advantageously, the device may comprise measurement means for measuring, at regular intervals of time, an altitude of the rotorcraft with respect to the ground, the management means making it possible to control the speed NR according to: • the first speed NR1 when the two following conditions are checked: - the current state detected of the rotorcraft corresponds to the "ground" state, - the altitude of the rotorcraft relative to the ground is greater than a predetermined altitude A1, • the second speed NR2 when the following three conditions are verified the control command C supplied by the control member is less than or equal to the first predetermined threshold value C1, the detected current state of the rotorcraft corresponds to the ground state, and the altitude of the rotorcraft relative to the ground is less than or equal to the predetermined altitude A1.
    In this way, irrespective of the position of the control member and therefore the level of the setpoint resulting from this control member, it is possible to guard against erroneous information detected by the detection means by coming to consolidate the detection of the current state by other parameters such as in particular the altitude of the rotorcraft which, when it is measured higher than a predetermined altitude A1 equal to 10 ft for example, the management means control the speed NR according to the first speed NR1 . Such an altitude of the rotorcraft with respect to the ground is generally calculated by measuring means comprising in particular altitude sensors, such as radiosondes, positioned at the level of the tail boom of the rotorcraft and oriented towards the ground.
    As before, such measuring means may notably comprise: at least one altitude sensor making it possible to make an altitude measurement of the rotorcraft which according to a particular example may be confused with the at least one sensor of the AFCS, and at least one computer or computer for processing the information from the at least one altitude sensor which according to a particular example can also be confused with the at least one computer or calculator of the AFCS.
    According to a particular embodiment, the first predetermined threshold value C1 may be entered in a range of values between 30 and 60% of a maximum setpoint corresponding to an extreme position of the control member.
    In other words, such a range of values for the first predetermined threshold value C1 thus corresponds to a substantially central or central position on the displacement path of the control member.
    In practice, the second predetermined threshold value C2 may be entered in a range of values between 15 and 40% of a maximum setpoint corresponding to an extreme position of the control member.
    In other words, such a range of values for the second predetermined threshold value C2 corresponds in this case to a substantially extreme or minimum position on the displacement path of the control member.
    As already mentioned, the invention also relates to a rotorcraft comprising: at least one main rotor driven by at least one engine, at least one manual flight control member to provide a command setpoint C of the collective pitch of the blades. the main rotor, such control set C being a function of a current position of the control member, and • detection means for detecting a current state among at least two distinct states of the rotorcraft, namely a state " ground "in which the rotorcraft is in contact at least partially with the ground and a state" flight "in which the rotorcraft is at least in lift in the air.
    According to the invention, such a rotorcraft is remarkable in that it comprises a device for regulating the speed NR as described above.
    In other words, the rotorcraft is equipped with a regulation device for regulating the rotational speed NR of a rotor when the rotorcraft is on the ground and when the pilot does not wish to take off immediately but only wishes, for example, to move in rolling on the track. Such a wish is then identified by virtue of the position of the control member representative of a command setpoint C of collective pitch of the blades less than or equal to the first predetermined threshold value C1.
    Finally, the invention also relates to a method for regulating the speed of rotation, called the NR speed, of at least one main rotor of a rotorcraft, such a method comprising at least the following steps: a step of manual control of flight to provide a command setpoint C of the collective pitch of the main rotor blades, the control setpoint C is in turn a function of a current position of a control member; • a detection step of detecting a current state among at least two distinct states of the rotorcraft, namely a "ground" state in which the rotorcraft is in at least partial contact with the ground and a "flight" state in which the rotorcraft is at least in flight in the air.
    According to the invention, the method is remarkable in that, after the manual control step and after the detection step, the method comprises a management step of automatically controlling the speed NR according to at least two predetermined speeds NR1, NR2 are distinct from one another, these two predetermined speeds NR1, NR2 being alternately selected as a function, on the one hand, of the command setpoint C supplied by the control member and, on the other hand, of the detected current state of the rotorcraft. Such a management step thus makes it possible to control the speed NR according to: a first speed NR1 when the command setpoint C supplied by the control member is greater than a first predetermined threshold value C1, a second speed NR2 less than the first speed NR1 when the following two conditions are satisfied: the command setpoint C supplied by the control member is less than or equal to the first predetermined threshold value C1, and the detected current state of the rotorcraft corresponds to the 'state' ground.
    In other words, the management step makes it possible to control the speed NR automatically between a first speed NR1 and a second speed NR2 or inversely as a function of the position of the control member and the detected current state of the rotorcraft. during the detection step.
    Such a method is thus adapted to automatically reduce the noise level generated by a rotorcraft and more specifically by the rotation of its main rotor for certain ground operations including taxiing on a runway before takeoff or after landing.
    Advantageously, the management step can control the speed NR at a third speed NR3 lower than the second speed NR2 when the command setpoint C supplied by the control member is less than or equal to a second predetermined threshold value C2 and when the detected current state of the rotorcraft corresponds to the "ground" state, the second predetermined threshold value C2 being less than the first predetermined threshold value C1.
    In this case, the management step further reduces the control of the speed NR at a speed NR3 lower than the nominal speed NR1. Such a speed NR3 may, for example, be representative of a continuous minimum regulated speed of the power unit in which the rotorcraft is static with respect to the ground.
    According to a particular embodiment, the management step can control the speed NR, at least temporarily, according to a fourth speed NR4 greater than the first speed NR1 when a selection member is manually actuated by a pilot, such a member selection being arranged at an upper panel of the cockpit of the rotorcraft.
    In this way, the management step makes it possible to temporarily increase the speed NR at a speed NR4 greater than the nominal speed NR1 and to inhibit the control law corresponding to the state "ground" to ensure the performances to the stationary independently of the take-off dynamics controlled by the pilot.
    In practice, the method may include a verification step for checking, at regular intervals, an operating state of a rotorcraft engine for rotating the main rotor. The verification step then transmits to the management step information representative of an engine failure to enable the management step to inhibit NR speed reduction when the detected current state corresponds to the "ground" state. ".
    Thus, such a control method makes it possible to avoid a reduction in NR speed control during a rotorcraft engine failure. In this case, regardless of the position of the control member or even the detected current state of the rotorcraft, the management step controls the speed NR at the nominal speed NR1.
    Advantageously, the method may comprise a calculation step for calculating, at a regular time interval, an absolute speed of movement of the rotorcraft. The management step then makes it possible to control the speed NR according to: the first speed NR1 when the two following conditions are satisfied: the current detected state of the rotorcraft corresponds to the "ground" state, the absolute speed of displacement of the rotorcraft is greater than a first predetermined absolute speed of movement V1, • the second speed NR2 when the following three conditions are satisfied: - the command setpoint C supplied by the control member is less than or equal to the first threshold value predetermined C1, the detected current state of the rotorcraft corresponds to the "ground" state, and the absolute speed of movement of the rotorcraft is less than or equal to the predetermined absolute speed of displacement V1.
    In other words, such a step of calculating the absolute speed of the rotorcraft is able to avoid a servocontrol of the speed NR at the second speed NR2 if the speed of movement of the rotorcraft is greater than the predetermined absolute speed of displacement V1. This movement speed is then representative of a flight speed in flight and can therefore inhibit a detection error of a current state of the rotorcraft corresponding to the "ground" state.
    Moreover, the method may comprise a measurement step for measuring, at regular time interval, a rotorcraft altitude relative to the ground, the management step for controlling the speed NR according to: • the first speed NR1 when both following conditions are satisfied: - the current detected state of the rotorcraft corresponds to the "ground" state, - the altitude of the rotorcraft relative to the ground is higher than a predetermined altitude A1, • the second speed NR2 when the following three conditions are checked: the command setpoint C supplied by the control member is less than or equal to said first predetermined threshold value C1, the detected current state of said rotorcraft corresponds to the "ground" state, and The altitude of the rotorcraft relative to the ground is less than or equal to the predetermined altitude A1.
    As a result, such a step of measuring the altitude of the rotorcraft is able to avoid a command of the speed NR at the second speed NR2 if the altitude of the rotorcraft relative to the ground is / higher than the predetermined altitude A1. This altitude of the rotorcraft is then representative of an in-flight position of the rotorcraft and can therefore inhibit a detection error of a current state of the rotorcraft corresponding to the "ground" state. The invention and its advantages will appear in more detail in the context of the description which follows with examples given by way of indication but not limitation in support of the appended figures in which: - Figure 1 is a schematic representation for the purpose of next to a rotorcraft according to the invention, - Figure 2 is a block diagram of a control device according to the invention, - Figure 3 to 5 are curves illustrating the different phases of speed regulation of rotation NR of a main rotorcraft rotor, according to the invention and - Figure 6 is a schematic representation of a control method according to the invention.
    The elements present in several separate figures are assigned a single reference.
    As already mentioned above, the invention relates to the field of rotorcraft comprising at least one main rotor for achieving at least the lift of the rotorcraft.
    As represented in FIG. 1, such a rotorcraft 3 comprises a device 1 for regulating the speed NR of rotation of the main rotor 2. Such a regulating device 1 is therefore able to generate and transmit a command setpoint C to an engine 9 rotating the main rotor 2.
    Furthermore, such a regulating device 1 is connected, for example electrically by wire or by a wireless communication means, to a manual flight control member 4. Such a control member 4 then makes it possible to supply the regulating device 1 with at least one command setpoint C of the collective pitch of the rotor blades 5. This control setpoint C is then a function of a current position of the control member. control 4 moved according to a rotational movement such as a collective step lever of a rotorcraft by a pilot of it.
    In addition, such a rotorcraft 3 may include, at an upper cockpit panel, a selection member 14 for temporarily inhibiting the control setpoint C supplied by the control member 4 to manually control the control of the control unit. NR speed at a predetermined level associated with specific operational procedures.
    Moreover, such a rotorcraft 3 comprises detection means 8 for detecting a current state of the rotorcraft 3 among two possible states, namely a "flight" state in which the rotorcraft is at least levitated in the air 7 and a state " ground "in which the rotorcraft 3 is in at least partial contact with the ground.
    Such detection means 8 may thus consist in particular of force sensors for measuring any mechanical stress on at least one landing gear of the rotorcraft 3. These force sensors are thus also electrically connected to the control device. 1 to provide information on the current state "ground" or "flight" of the rotorcraft 3.
    As already mentioned, the detection means 8 may, according to other particular embodiments, such as for example when the rotorcraft 3 comprises landing pads, be chosen from the group comprising anemometers, position sensors adapted to measure a position of a collective pitch lever or altitude sensors.
    As represented in FIG. 2 and as already indicated above in FIG. 1, the regulation device 1 is thus connected to the control member 4 and to the detection means 8 in order to regulate the speed NR of the rotor 2 and therefore the rotation speed of the engine 9.
    Thus, such a regulating device 1 comprises management means 10 making it possible to automatically control the speed NR according to at least two predetermined speeds NR1 and NR2 that are distinct from one another in order to modify and reduce the speed of rotation of the rotor 2 when the power required is not maximum, that is to say in particular during the ground movements of the rotorcraft 3.
    In addition, and in order to avoid certain risks of accident, such a regulating device 1 may also include verification means 11 making it possible to check the correct operation of the engine 9. Such verification means 11 are thus connected to the means of control. management 10 for controlling the speed NR at the first speed NR1 in the event of engine failure 9.
    Thus, in the event of a failure of the motor 9, the management means 10 make it possible to inhibit a reduction in the speed NR when the detected current state corresponds to the "ground" state.
    In addition, the regulating device 1 also comprises calculation means 12 making it possible in particular to calculate an absolute speed of movement of the rotorcraft 3. As a function of the calculated speed, the regulating device 1 can then adapt the control of the speed NR and to prevent the management means 10 from controlling the speed NR by the second speed NR2 beyond a predetermined absolute speed of movement V1, for example equal to 40 kts.
    To do this, at least one anemometer 13 can transmit to the regulating device 1 information representative of a speed of the airflow circulating in the immediate environment of the rotorcraft 3.
    Furthermore, the regulating device 1 also comprises measuring means 15 making it possible to measure an altitude of the rotorcraft 3 and to compare this current altitude of the rotorcraft with a predetermined altitude A1. As a function of the altitude measured, the regulating device 1 can then adapt the control of the speed NR and prevent the management means 10 from controlling the speed NR according to the second speed NR2 beyond the predetermined altitude A1, for example equal to at 10 ft.
    To do this, at least one radiosonde 16 can transmit to the regulating device 1 information representative of an altitude of the rotorcraft 3 relative to the ground.
    As already mentioned and as represented in FIG. 3, the command setpoint C supplied by the control member 4 and the current state "ground" make it possible to automatically modify the setpoint of the speed NR according to different predetermined speeds NR1, NR2. or NR3. The curve S is thus representative of the current state "ground" and has the value S1 equal to 1 when the current state "ground" of the rotorcraft 3 is identified or the value S2 equal to 0 when the current state "flight" of the rotorcraft 3 is identified.
    Thus, when the control setpoint C is greater than a first predetermined threshold value C1, the management means 10 control the speed NR according to the first speed NR1 corresponding to the nominal speed NR of the rotor 2 of the rotorcraft 3 to allow its flight or his flight.
    However, if the control set point C is less than or equal to this first predetermined threshold value C1 and the current state of the rotorcraft 3 corresponds to the "ground" state represented by the value S1 on the curve S representative of a confirmation of the "ground" state, the management means 10 control the speed NR at the second speed NR2 lower than the first speed NR1.
    In this way, when the pilot of the rotorcraft 3 wishes for example to make a displacement of the rotorcraft 3 on a runway and not a take-off, the speed NR can remain at the level NR2 thus limiting the noise generated by the rotation of the rotor 2. For this reason, the driver can then position the control member 4 such that it provides a command setpoint C less than the first predetermined threshold value C1.
    Similarly, when the command setpoint C is further reduced and becomes less than or equal to a second predetermined threshold value C2 and the current state of the rotorcraft 3 corresponds to the "ground" state represented by the value S1 on the curve S representing a confirmation of the "ground" state, the management means 10 then automatically control the speed NR at a third speed NR3 lower than the first speed NR1 and the second speed NR2.
    Such a case may for example occur when the pilot wishes to remain stationary on a runway, especially during a waiting phase of the rotorcraft 3. Such a speed NR3 can thus correspond to a continuous minimum regulated speed of the engine 9.
    Moreover, as shown in FIG. 4, the calculation means 12 transmit the absolute speed V of movement of the rotorcraft 3 to the management means 10 as a function of the power P required for the flight case.
    As already mentioned above, the second and third speeds NR2, NR3 are controlled by the management means 10 when the rotorcraft 3 is on the ground. The absolute speed V of displacement of the rotorcraft 3 is then lower than a speed VD which can only be reached when after taking off the rotorcraft 3.
    Thus, the second speed NR2 makes it possible to execute rolling operations on the track at an absolute running speed greater than VR. The third gear NR3 only makes it possible to turn the rotor 2 at a minimum regulated speed without any possible displacement for the rotorcraft 3 with respect to the ground and thus its minimum speed of displacement V.
    The first speed NR1 makes it possible for the rotorcraft 3 to take off. At this first speed NR1, the rotor then provides a power PD making it possible to take off the rotorcraft 3 and thus to reach the take-off speed VD greater than the running speed. VR
    As shown in FIG. 5, and as already mentioned in FIG. 1, the rotorcraft 3 may comprise a selection member 14 making it possible to supply a signal NR_HIGH to the regulating device 1. The representative curve of this signal NR_HIGH is then equal to 1 when activated
    Thus, if the pilot of the rotorcraft 3 actuates the selection member 14, then the management means 10 inhibit the control laws specific to the "ground" state and control, at least temporarily, the speed NR at a fourth speed NR4 greater than the first speed NR1. The use of such a selection member 14 may be necessary for certain types of take-off or landing requiring in particular a maximum power of the main rotor 2. The signal NR_HIGH can also be actuated when the curve S representative of a confirmation of the state "ground" is worth S1 equal to 1.
    As shown in FIG. 6, the invention also relates to a method for regulating the rotational speed NR of the rotorcraft rotor 2.
    Such a control method 20 thus comprises at least one control step 21 making it possible to provide a command setpoint C representative of a current position of the control member 4. The method also comprises at least one detection step 22 consisting in detecting a current state of the rotorcraft among at least two states, namely a "ground" state and a "flight" state.
    Moreover, such a method 20 also comprises a management step 26 for controlling the speed NR following at least two predetermined speeds NR1 and NR2 as already explained in FIG.
    In addition, the control method 20 may also comprise, as auxiliary, other steps aimed in particular at reducing the risk of an accident of such a rotorcraft in the event of a malfunctioning of the detection means 8 implemented during the step of detection 22.
    Thus, a verification step 23 can make it possible to check the current operating state of the motor 9 and then makes it possible to inhibit a reduction of the speed NR in the event of a failure of the motor 9 with a detected current state corresponding to the state " ground".
    Similarly, a calculation step 24 makes it possible to calculate the absolute speed of movement of the rotorcraft 3. In this way, it can be ensured that when the detected current state corresponds to a "ground" state, the rotorcraft is not in motion in the air at a speed greater than a predetermined absolute speed of displacement V1. Such a security thus makes it possible to avoid, during the management step 26, a reduction of the speed NR at the second speed NR2 in the event of malfunction of a detection means 8.
    Naturally, the present invention is subject to many variations as to its implementation. Although several embodiments have been described, it is well understood that it is not conceivable to exhaustively identify all the possible modes. It is of course conceivable to replace a means described by equivalent means without departing from the scope of the present invention.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    1. Device for regulating (1) the rotational speed, called the NR speed, of at least one main rotor (2) of a rotorcraft (3), said rotorcraft (3) comprising: • at least one control member flight manual (4) for providing a command setpoint C of the collective pitch of the blades (5) of said at least one main rotor (2), said control setpoint C being a function of a current position of said at least one control member (4), and • detection means (8) for detecting a current state among at least two distinct states of said rotorcraft (3), namely a "ground" state in which said rotorcraft (3) is in contact at least partially with the ground (6) and a "flight" state in which said rotorcraft (3) is at least levitated in the air (7), characterized in that said speed regulating device NR comprises management means ( 10) for automatically controlling the speed NR according to at least two predetermined speeds NR1, NR2 dist the two at least two predetermined speeds NR1, NR2 being alternately selected as a function, on the one hand, of said control setpoint C supplied by the control member (4) and, on the other hand, on the other hand, of the current state of said rotorcraft (3) detected by said detection means (8), said management means (10) making it possible to control the speed NR according to: • a first speed NR1 when the command setpoint C supplied by the control member (4) is greater than a first predetermined threshold value C1, • a second speed NR2 lower than said first speed NR1 when the following two conditions are satisfied: - the command setpoint C supplied by the control member control (4) is less than or equal to said first predetermined threshold value C1, and - the detected current state of said rotorcraft (3) corresponds to said "ground" state.
    [2" id="c-fr-0002]
    2. Device according to claim 1, characterized in that said management means (10) control the speed NR at a third speed NR3 lower than said second speed NR2 when the command setpoint C provided by the control member (4) is less than or equal to a second predetermined threshold value C2 and when the detected current state of said rotorcraft (3) corresponds to said "ground" state, said second predetermined threshold value C2 being lower than said first predetermined threshold value C1.
    [3" id="c-fr-0003]
    3. Device according to any one of claims 1 to 2, characterized in that said rotorcraft (3) comprises a selection member (14) allowing, when said selection member (14) is actuated by a pilot of said rotorcraft, to manually providing an instruction to said management means (10) for controlling, at least temporarily, said NR speed at a fourth NR4 speed greater than said first NR1 speed.
    [4" id="c-fr-0004]
    4. Device according to any one of claims 1 to 3, characterized in that said device (1) comprises verification means (11) for checking, at regular time interval, an operating state of an engine (9). ) of said rotorcraft (3) for driving in rotation said at least one main rotor (2), said verification means (11) being able to transmit to said management means (10) information representative of a failure of the engine for allowing said management means (10) to inhibit NR speed reduction when the detected current state corresponds to the "ground" state.
    [5" id="c-fr-0005]
    5. Device according to any one of claims 1 to 4, characterized in that said device comprises calculation means (12) for calculating, at regular time interval, an absolute speed of movement of said rotorcraft (3), said means management system (10) for controlling the speed NR according to: • said first speed NR1 when the following two conditions are satisfied: - the detected current state of the rotorcraft corresponds to the "ground" state, - the absolute speed of movement of the rotorcraft (3) is greater than an absolute predetermined displacement speed V1, • said second speed NR2 when the following three conditions are satisfied: - the control setpoint C supplied by the control member (4) is less than or equal to said first predetermined threshold value C1, the detected current state of said rotorcraft (3) corresponds to said "ground" state, and the absolute speed of movement of the rotorcraft (3) is less than is equal to or equal to said predetermined absolute speed of movement V1.
    [6" id="c-fr-0006]
    6. Device according to any one of claims 1 to 5, characterized in that said device comprises measuring means (15) for measuring, at regular time interval, an altitude of said rotorcraft (3) relative to the ground, said management means (10) for controlling the speed NR according to: • said first speed NR1 when the two following conditions are satisfied: - the current detected state of the rotorcraft corresponds to the "ground" state, - the altitude of the rotorcraft (3) relative to the ground is greater than a predetermined altitude A1, • said second speed NR2 when the following three conditions are satisfied: - the command setpoint C supplied by the control member (4) is less than or equal to said first predetermined threshold value C1, the detected current state of said rotorcraft (3) corresponds to said "ground" state, and the altitude of the rotorcraft (3) relative to the ground is less than or equal to said altitude predetermined A1.
    [7" id="c-fr-0007]
    7. Device according to any one of claims 1 to 6, characterized in that said first predetermined threshold value C1 is inscribed in a range of values between 30 and 60% of a maximum setpoint corresponding to an extreme position of the control member (4).
    [8" id="c-fr-0008]
    8. Device according to any one of claims 1 to 7, characterized in that said second predetermined threshold value C2 is in a range of values between 15 and 40% of a maximum setpoint corresponding to an extreme position of the control member (4).
    [9" id="c-fr-0009]
    9. Giravion (3) comprising: • at least one main rotor (2) driven by at least one motor (9), • at least one manual flight control member (4) to provide a control instruction C of the collective pitch blades (5) of said at least one main rotor (2), said control setpoint C being a function of a current position of said at least one control member (4), and • detection means (8) for detecting a current state among at least two distinct states of said rotorcraft (3), namely a "ground" state in which said rotorcraft (3) is in at least partial contact with the ground (6) and a "flight" state in which said rotorcraft (3) is at least levitated in the air (7), characterized in that said rotorcraft (3) comprises a device (1) for regulating (1) the speed NR according to any one of claims 1 to 8
    [10" id="c-fr-0010]
    A method of regulating (20) the speed of rotation, called the NR speed, of at least one main rotor (2) of a rotorcraft (3), said method (20) comprising at least the steps of: a manual flight control step (21) for supplying a control setpoint C of the collective pitch of the blades (5) of said at least one main rotor (2), said control setpoint C being a function of a current position from to least one control member (4), • a detection step (22) of detecting a current state among at least two distinct states of said rotorcraft (3), namely a "ground" state in which said rotorcraft (3) is at least partially in contact with the ground (6) and a "flight" state in which said rotorcraft (3) is at least in lift in the air (7), characterized in that, after said manual control step (21) and after said detecting step (22), said method (20) comprises a management step (26) consisting of automatically controlling the speed NR according to at least two predetermined speeds NR1, NR2 that are distinct from each other, said at least two predetermined speeds NR1, NR2 being alternately selected as a function, on the one hand, of said control command setpoint C provided by the control member (4) and, on the other hand, from the detected current state of said rotorcraft (3), said management step (26) making it possible to control the speed NR according to: • a first speed NR1 when the control setpoint C supplied by the control member (4) is greater than a first predetermined threshold value C1, • a second speed NR2 lower than said first speed NR1 when the following two conditions are satisfied: - the control setpoint C provided by the control member (4) is less than or equal to said first predetermined threshold value C1, and - the detected current state of said rotorcraft (3) corresponds to said t "ground".
    [11" id="c-fr-0011]
    11. Method according to claim 10, characterized in that said management step (26) controls the speed NR at a third speed NR3 lower than said second speed NR2 when the command setpoint C supplied by the control member (4). is less than or equal to a second predetermined threshold value C2 and when the detected current state of said rotorcraft (3) corresponds to said "ground" state, said second predetermined threshold value C2 being lower than said first predetermined threshold value C1.
    [12" id="c-fr-0012]
    12. Method according to any one of claims 10 to 11, characterized in that said management step (26) controls the speed NR, at least temporarily, at a fourth speed NR4 greater than said first speed NR1 when selection (14) is manually operated by a pilot, said selection member (14) being arranged at an upper panel of a cockpit of said rotorcraft.
    [13" id="c-fr-0013]
    13. Method according to any one of claims 10 to 12, characterized in that said method (20) comprises a verification step (23) for checking, at regular time interval, an operating state of an engine (9). ) of said rotorcraft (3) for driving in rotation said at least one main rotor (2), said verification step (23) being able to transmit to the management step (26) information representative of a failure of the engine to enable said management step (26) to inhibit NR speed reduction when the detected current state corresponds to the "ground" state.
    [14" id="c-fr-0014]
    14. Method according to any one of claims 10 to 13, characterized in that said method (20) comprises a calculation step (24) for calculating, at regular time interval, an absolute speed of displacement of said rotorcraft (3) said management step (26) for controlling the speed NR according to: • said first speed NR1 when the following two conditions are satisfied: - the detected current state of the rotorcraft corresponds to the "ground" state, - the absolute speed of movement of the rotorcraft (3) is greater than a predetermined absolute speed of displacement V1, • said second speed NR2 when the following three conditions are satisfied: - the control setpoint C supplied by the control member (4) is lower or equal to said first predetermined threshold value C1, the detected current state of said rotorcraft (3) corresponds to said "ground" state, and the absolute speed of movement of the rotorcraft (3) is less than or equal to said predetermined absolute speed of movement V1.
    [15" id="c-fr-0015]
    15. Method according to any one of claims 10 to 14, characterized in that said method (20) comprises a measuring step (25) for measuring, at regular time interval, an altitude of said rotorcraft (3) relative to the sol, said management step (26) for controlling the speed NR according to: • said first speed NR1 when the following two conditions are satisfied: - the detected current state of the rotorcraft corresponds to the "ground" state, - the altitude of the rotorcraft (3) relative to the ground is greater than a predetermined altitude A1, • said second speed NR2 when the following three conditions are satisfied: - the command setpoint C supplied by the control member (4) is less than or equal to said first predetermined threshold value C1, the detected current state of said rotorcraft (3) corresponds to said "ground" state, and the altitude of the rotorcraft (3) relative to the ground is less than or equal to said predetermined status A1.
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    同族专利:
    公开号 | 公开日
    EP3147212A1|2017-03-29|
    FR3041606B1|2017-09-29|
    US20170088281A1|2017-03-30|
    CA2941295C|2018-01-09|
    CA2941295A1|2017-03-25|
    US9815561B2|2017-11-14|
    KR101906360B1|2018-10-10|
    KR20170037552A|2017-04-04|
    EP3147212B1|2018-03-21|
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    法律状态:
    2016-09-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-03-31| PLSC| Search report ready|Effective date: 20170331 |
    2017-09-28| PLFP| Fee payment|Year of fee payment: 3 |
    2018-09-24| PLFP| Fee payment|Year of fee payment: 4 |
    2020-10-16| ST| Notification of lapse|Effective date: 20200914 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1501994A|FR3041606B1|2015-09-25|2015-09-25|DEVICE FOR REGULATING THE ROTATION SPEED OF A ROTOR OF GIRAVION, GIRAVION EQUIPPED WITH SUCH A DEVICE AND METHOD OF REGULATING THE SAME|FR1501994A| FR3041606B1|2015-09-25|2015-09-25|DEVICE FOR REGULATING THE ROTATION SPEED OF A ROTOR OF GIRAVION, GIRAVION EQUIPPED WITH SUCH A DEVICE AND METHOD OF REGULATING THE SAME|
    EP16186504.3A| EP3147212B1|2015-09-25|2016-08-31|A device for regulating the speed of rotation of a rotorcraft rotor, a rotorcraft fitted with such a device, and an associated regulation method|
    CA2941295A| CA2941295C|2015-09-25|2016-09-07|Rotation speed regulation device for the rotor of a rotorcraft, rotorcraft equipped with such a device and associated regulation method|
    US15/272,898| US9815561B2|2015-09-25|2016-09-22|Device for regulating the speed of rotation of a rotorcraft rotor, a rotorcraft fitted with such a device, and an associated regulation method|
    KR1020160122299A| KR101906360B1|2015-09-25|2016-09-23|A device for regulating the speed of rotation of a rotorcraft rotor, a rotorcraft fitted with such a device, and an associated regulation method|
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