• 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 method for controlling the thrust of the reactors of a multi-jet aircraft (1), during the take-off phase of the aircraft, which successively comprises a first step of controlling the reactors at a first thrust level P1, until the aircraft (1) reaches a first predetermined speed VA, and a second step of controlling the reactors at a second thrust level P2, lower than the first thrust level P1, when the aircraft (1 ) has a speed greater than the first predetermined speed VA, the first predetermined speed VA being chosen lower than the minimum ground control speed VMCG of said aircraft (1) when the reactors are at the second thrust level P2.
    公开号:FR3044358A1
    申请号:FR1561488
    申请日:2015-11-27
    公开日:2017-06-02
    发明作者:Cedric Consola；Jean-Philippe Sabathier；Olivier Blusson
    申请人:Airbus Operations SAS；Airbus SAS；
    IPC主号:
    专利说明:

    Method of controlling the thrust of aircraft engines during the take-off phase, control device and corresponding aircraft
    FIELD OF THE INVENTION
    The present invention relates to a method for controlling the thrust of the engines of an aircraft making it possible to optimize the performance of the aircraft at takeoff, to a control device enabling the implementation of this method, and to an airplane comprising such a control device.
    PRIOR ART
    To take off, a multi-jet commercial aircraft accelerates, rolling on the ground, from a stopped position to take off from the ground.
    During this acceleration, the aircraft first reaches its minimum ground control speed VMcg, which is the minimum speed necessary for the aircraft to remain controllably controllable by the pilot, in the event of failure of one of his reactors. By continuing its acceleration, the aircraft reaches its decision speed, or critical speed Vi, below which the pilot can decide to interrupt the take-off, and over which he is obliged to continue the take-off. This critical speed Vi is necessarily higher than the minimum ground control speed Vmcg but it can be, in some cases, very close to it. To avoid a runway excursion in the event of an interruption of take-off, the airplane must be able to accelerate to its critical speed Vi, then to brake until it stops completely, by traveling a distance, designated by the 'Accelerate-Stop Distance' or by the acronym 'ASD', which must be less than the length of the available runway. This available runway length is sometimes referred to as "Accelerate-Stop Distance Available" or by the acronym "ASDA". It may in some cases be greater than the length of the runway itself, when the runway is followed by an extension on which the aircraft can ride in exceptional conditions.
    Continuing its acceleration after exceeding the critical speed Vi, the aircraft reaches its rotational speed VR. When the plane reaches this speed, the pilot acts on the control surfaces to make the plane take off.
    The minimum ground control speed Vmcg, the critical speed Vi and the rotational speed VR are determined, in accordance with the regulatory requirements, as a function of measurements made during airplane tests and parameters such as the maximum mass of the aircraft. take-off plane (often referred to as "Maximum Take Off Weight" or "MTOW"), the thrust power of the aircraft's reactors, the length of the runway and atmospheric conditions of the day (temperature, pressure).
    When the take-off run is relatively short, the ASD distance must be reduced, relative to the ASD distance used on a long runway, to remain less than the available runway length. This reduction of the ASD distance can be obtained by decreasing the maximum mass of the aircraft at take-off MTOW or by decreasing the critical speed Vi.
    Decreasing the MTOW maximum take-off weight requires reducing the amount of fuel or reducing the payload. This decrease affects the profitability of the flight and is therefore avoided as much as possible. On the contrary, it is generally sought to increase this mass
    Decreasing the critical speed Vi often requires, when the runway is short, to reduce the minimum ground control speed VMcg- This reduction can be achieved by reducing the level of thrust of the reactors. Indeed, with a reduced thrust value (called by the English expression "dératé thrust"), the minimum ground control speed VMcg is reduced, and the aircraft is more easily controllable in case of failure of one of its reactors. The thrust control lever of the aircraft engines thus comprises a control to reduce the thrust, according to a desired reduction rate.
    On some short take-off runways, the MTOW maximum take-off weight may therefore be greater with reduced reactor thrust than with the nominal thrust of the reactors. However, there are still some configurations, on short take-off runways, in which the use of the reduced thrust of the reactors is not sufficient to avoid limitations of MTOW maximum take-off weight, and therefore the performance of the aircraft. the plane taking off.
    OBJECTIVES OF THE INVENTION
    The following description presents a control method, and a device making it possible to implement it, which remedy at least some of the drawbacks of the prior art.
    In particular, this method aims to allow an increase in the maximum take-off weight of a commercial aircraft, when the too short length of the runway limits this mass.
    SUMMARY OF THE INVENTION
    These objectives, as well as others that will become more apparent later, are achieved by a jet engine thrust control process during a take-off phase of the aircraft. , which is characterized in that it comprises the following successive steps: a first step of controlling the reactors at a first thrust level P1, until the aircraft reaches a first predetermined speed VA; a second step of controlling the reactors at a second thrust level P2, lower than the first thrust level P1, when the airplane has a speed greater than the first predetermined speed VA; the first predetermined speed VA being chosen lower than the minimum ground control speed VMcg of said aircraft when the reactors are at the second thrust level P2.
    According to a preferred embodiment, the control method comprises a third step of controlling the reactors at a third thrust level P3, greater than the second thrust level P2, when the aircraft has a speed greater than a second predetermined speed VB, said second predetermined speed VB being chosen greater than the minimum ground control speed Vmcg of said aircraft when the reactors are at the third thrust level P3.
    Advantageously, the third thrust level P3 is equal to said first thrust level P1.
    Preferably, the first thrust level P1 is equal to the maximum thrust level that can be obtained by the pilot.
    Preferably, the second thrust level P2 is between 80% and 95% of the first thrust level P1.
    The present invention also relates to a device for controlling the thrust of the reactors of a multi-jet aircraft, during the take-off phase of the aircraft, comprising a computer embedded in the aircraft and able to control the thrust level of the reactors. of the aircraft, which is characterized in that it comprises a computer program, implemented by said computer, and adapted to control the thrust level of the jet engines of the aircraft according to the method described above.
    The present invention also relates to a multi-jet aircraft comprising a device as described above.
    LIST OF FIGURES Other features and advantages will emerge from the following description of the invention, a description given by way of example only, with reference to the appended drawings in which: FIG. 1 is a diagrammatic representation of an airplane experiencing a failure of a reactor during its acceleration for take-off; FIG. 2 is a schematic representation of an aircraft accelerating on a take-off runway and associated speeds, for two thrust levels of the reactors; FIG. 3 is a diagrammatic representation of an aircraft accelerating on a take-off runway and associated speeds, when implementing a thrust control method of the reactors according to one embodiment of the invention; FIG. 4 is a graph illustrating, for a given aircraft, the maximum takeoff weight as a function of the available runway length, for several configurations; FIG. 5 diagrammatically represents the thrust level of the reactors as a function of the speed of the aircraft, during the implementation of the control method illustrated in FIG. 3; FIG. 6 schematically represents the steps of the thrust control method of the reactors illustrated in FIG. 3.
    DETAILED DESCRIPTION OF EMBODIMENTS
    Figure 1 schematically shows an aircraft 1 equipped with two reactors 11 and 12 and rolling on a track 2, when its reactor 11 stops unexpectedly. The thrust of the reactor 12, represented by the arrow 120, generates a moment M1 which then tends to rotate the aircraft as represented by the arrow 21, and thus to deflect it from the runway 2. The pilot then compensates for this rotation by acting on the rudder 13 of the aircraft to generate a force represented by the arrow 130, which generates a moment M2 tending to rotate the aircraft as represented by the arrow 22. The drift generated by the rudder 13 is a function of the speed of movement of the aircraft 1.
    The lateral movement of the aircraft can then be controlled by the pilot only if the moment M2 is at least equal to the moment M1, which implies that the speed of movement of the aircraft 1 is greater than a minimum ground control speed. , noted VMcg, which is determined in particular based on test results of the aircraft, and the thrust of each reactor 11 and 12.
    Indeed, when the reactor 12, operating during the failure of the reactor 11, exerts a lower thrust, this thrust generates a lower MT moment. The minimum ground control speed VMcg necessary for the drift to generate a moment compensating for this moment MT is then lower.
    Figure 2 shows schematically the aircraft 1 in several positions on the runway 2, and the speeds of this aircraft during its progression on the runway, when its two reactors operate normally. The distance traveled by the aircraft 1 on the runway is represented on the abscissa, and its speed is represented on the ordinate. In position 20, the plane 1 is stationary. It accelerates thereafter, thanks to the thrust of its reactors.
    When the thrust of its reactors is the nominal thrust (usually referred to as "Take Off / Go Around" or by the acronym ΤΟ / GA), the speed of the aircraft increases, as its speed increases. displacement, according to the curve 31. It reaches the critical speed A, necessarily higher than the minimum ground control speed VMcg, when the aircraft is in position 201, then reaches the rotation speed Vr, at which the pilot makes take off the plane, when the plane reaches position 202.
    When the thrust of the engines is reduced relative to the nominal thrust, the speed of the aircraft increases, as it moves, according to the curve 32. Due to the lower thrust of the engines, the minimum speed of ground control is reduced to the value noted Vmcg ', which makes it possible to reduce the critical speed to the value denoted Vi', less than Vi. The aircraft reaches this critical speed Vi ', when the aircraft is in the position 201', then reaches the rotational speed VR when the aircraft reaches the position 202 '. Since the track distance traveled to reach the critical speed is lower when the thrust is reduced, the distance ASD is reduced. In the case where this ASD distance conditions the necessary runway length, the length of the runway can be reduced. On a short runway, which needs to reduce the ASD distance, the use of a reduced thrust increases the MTOW maximum takeoff weight.
    FIG. 4 represents curves illustrating this increase, for given conditions, in particular altitude and temperature, and for a given aircraft. The graph of this figure shows, on the abscissa, the runway length available, denoted by the expression "Runway Length" and expressed in meters, and on the ordinate the maximum takeoff weight, denoted MTOW and expressed in tonnes. Curve 401 represents the MTOW maximum take-off weight of a commercial airplane, as a function of the length of the take-off runway, when the thrust of the reactors is nominal (ΤΟ / GA). The curve 402 represents the MTOW maximum takeoff weight of this aircraft, as a function of the runway length, when the thrust of the reactors is reduced relative to the nominal thrust.
    According to these curves, when the runway length is less than a length L1, the MTOW maximum takeoff weight is greater with the reduced thrust than with the nominal thrust. On the other hand, for a longer runway length, the maximum takeoff weight is greater with the nominal thrust. Indeed, for a short runway, the MTOW maximum take-off weight is limited mainly by constraints related to the minimum ground control speed VMcg- For a longer runway, the MTOW maximum take-off weight is limited by other factors , and the decrease in the VMcg minimum control speed does not make it possible to increase it.
    In order to optimize the maximum mass of the airplane at MTOW take-off, it is provided, according to one embodiment of the invention, to control the thrust of the reactors according to a method that modifies the thrust level during the acceleration phase. of the plane for takeoff.
    3 schematically represents the aircraft 1, equipped with a thrust control device for the implementation of this method, in several positions on the runway 2, and the speeds of this aircraft during its progression on the track. The distance traveled by the aircraft on the runway is represented on the abscissa, and its speed is represented on the ordinate. In position 20, the plane 1 is stationary. It accelerates thereafter, thanks to the thrust of its reactors.
    At the beginning of the acceleration, the control device maintains the thrust of the reactors at a high level P1, preferably at the nominal thrust ΤΟ / GA. The speed of the aircraft increases, according to the curve 33, to reach a speed VA. When the aircraft reaches this speed, the thrust control device reduces the thrust to a reduced level P2, lower than the level P1.
    A minimum ground control speed VMcg 'is associated with the thrust level P2. Since P2 is less than P1, this speed VMcg 'is less than the minimum ground control speed Vmcg associated with the thrust level P1. The speed VA is, according to the invention, chosen lower than the speed VMcg 'associated with the thrust level P2. Specifically, the speed VA is chosen such that the thrust level of the engines is equal to P2 before the aircraft has reached the speed Vmcg ', or at the same time. Thus, the thrust P1 (in practice, the nominal thrust ΤΟ / GA) is used at the beginning of the acceleration of the aircraft, so that this acceleration is stronger. At the approach of the minimum ground control speed of the aircraft, the thrust decreases, in order to decrease the value of the minimum ground control speed. The aircraft thus reaches its minimum ground control speed for a shorter distance than in the prior art, since its acceleration can be maximum over almost all of this distance, and the speed to be achieved is reduced. as in the solutions of the prior art implementing a reduced thrust.
    The minimum speed of ground control being reduced, it is possible to choose a value of the critical speed V1 'which is reduced. Thus, the distance traveled by the aircraft to the position 201 "where it reaches its critical speed V1 'is shorter, in the embodiment illustrated in FIG. 3, than in the solutions of the prior art illustrated. in FIG. 2, which makes it possible to reduce the ASD distance without modifying the MTOW maximum take-off weight. In FIG. 4, the curve 403 represents the MTOW maximum takeoff weight of the aircraft, as a function of the runway length, when the thrust of the reactors is controlled according to the control method according to the invention. As this curve shows, the use of such a method of controlling the thrust of the reactors makes it possible to increase the MTOW maximum takeoff weight, compared to the solutions used in the prior art, when the track is relatively short, here less than a length L2.
    According to a possible embodiment, the reactor control device maintains the thrust of the reactors at a reduced level with respect to their nominal thrust, during the subsequent takeoff procedure.
    According to another particularly advantageous embodiment, which is represented in FIG. 3, the reactor control device again increases the thrust of the reactors to a level P3 when the airplane reaches a speed VB greater than the minimum speed of the engine. VMcg control associated with this P3 thrust level of the reactors. This thrust level P3 is greater than the level P2 and can be, in the embodiment represented by FIG. 3, equal to the thrust level P1 and preferably equal to the thrust rating level ΤΟ / GA. Thus, in this case, the reduction of the thrust of the reactors intervenes only when the speed of the aircraft is close to the critical speed V1. In this case, during most of the take-off phase, the aircraft benefits from the nominal thrust ΤΟ / GA, and the rotational speed VR is reached at a position 202 ", for a shorter distance than when the thrust is reduced during the entire take-off phase.
    In the description presented above, the reactors apply a constant thrust level P1 from the stopped position of the aircraft until it reaches the predetermined speed VA, and a constant thrust level P2 above this level. predetermined speed Va until reaching a third predetermined speed VB. In the actual application of these embodiments, however, it is possible, without departing from the scope of the invention, that the thrust level varies slightly around this value P1, below the speed VA, or around the speed P2, above the speed VB.
    In addition, the transition between two thrust levels of the reactors, for example between the thrust level P1 and P2 is necessarily progressive, the dynamics of the reactor not allowing instantaneous change. Thus, in practice, the passage of the P1 thrust level P2 level is done gradually in a few seconds, between the moment when the aircraft reaches the speed VA and the moment when it reaches the speed VMcg 'associated with the P2 thrust level . Likewise, the transition from the P2 thrust level to the P3 level is done gradually in a few seconds, after the moment when the airplane reaches the speed VB. This evolution of the thrust level is represented schematically by the curve of FIG. 5, which represents the level P of thrust of the reactors as a function of the speed V of the aircraft, during the implementation of this method.
    FIG. 6 represents the various steps of the thrust control method of the reactors, in the embodiment represented by FIG. 3. During a first step 601 of the method, the thrust level is brought to the value P1, preferably equal to the nominal thrust level ΤΟ / GA, to accelerate the aircraft up to the speed VA. When the aircraft reaches the speed VA, the thrust level decreases, during the second step 602 of the method, to the value P2, before the aircraft reaches the speed VMcg 'associated with this thrust level P2. When the speed of the aircraft has exceeded the speed Vmcg associated with the thrust level P3 (which here is equal to P1) and reaches the speed VB, the thrust level P is increased to the value P3, during the third step 603 of the method. As indicated above, it is possible in another embodiment of the invention not to implement this third step 603.
    Preferably, in order to obtain a sensible optimization of the MTOW maximum take-off weight, the thrust level P2 is between 80% and 95% of the thrust level P1.
    Advantageously, the thrust control device according to one embodiment of the invention is constituted by a computer embedded in the aircraft, and adapted to control the power of the aircraft engines. This device also comprises a computer program implemented by this computer, and adapted to control the thrust of the aircraft engines according to a control method according to one embodiment of the invention. A suitable control in the cockpit allows the pilot to choose whether he wants to control the thrust of the reactors, for take-off, according to a control method according to an embodiment of the invention, or with a control method of the prior art.
    权利要求:
    Claims (7)
    [1" id="c-fr-0001]
    1. A method for controlling the thrust of the reactors of a multi-jet aircraft (1), during the take-off phase of the aircraft, characterized in that it comprises the following successive steps: a first step of controlling the reactors at a first thrust level P1, until the aircraft (1) reaches a first predetermined speed VA; a second step of controlling the reactors at a second thrust level P2, lower than said first thrust level P1, when the airplane (1) has a speed greater than the first predetermined speed VA; said first predetermined speed VA being chosen lower than the ground control minimum speed VMcg of said aircraft (1) when the reactors (11, 12) are at the second thrust level P2.
    [2" id="c-fr-0002]
    2. Control method according to claim 1, characterized in that it comprises a third step of controlling the reactors at a third thrust level P3, greater than the second thrust level P2, when the aircraft (1) has a speed greater than a second predetermined speed VB, said second predetermined speed VB being chosen greater than the minimum ground control speed VMcg of said aircraft (1) when the reactors (11, 12) are at the third thrust level P3.
    [3" id="c-fr-0003]
    3. Control method according to claim 2, characterized in that said third thrust level P3 is equal to said first thrust level P1.
    [4" id="c-fr-0004]
    4. Control method according to any one of the preceding claims, characterized in that said first thrust level P1 is equal to the maximum thrust level obtainable by the pilot.
    [5" id="c-fr-0005]
    5. Control method according to any one of the preceding claims characterized in that the P2 thrust level is between 80% and 95% of the thrust level P1.
    [6" id="c-fr-0006]
    6. Device for controlling the thrust of the reactors of a multi-jet aircraft (1), during the take-off phase of the aircraft, comprising a computer embedded in the aircraft and able to control the thrust level of the jet engines. the aircraft, characterized in that it comprises a computer program, implemented by said computer, and adapted to control the thrust level of the aircraft engines according to the method of any one of claims 1 to 5.
    [7" id="c-fr-0007]
    7. Multi-jet aircraft (1), characterized in that it comprises a device according to claim 6.
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    同族专利:
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    EP3173603B1|2018-06-20|
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    CN107054672B|2021-01-26|
    US20170152054A1|2017-06-01|
    FR3044358B1|2017-11-24|
    CN107054672A|2017-08-18|
    US10118711B2|2018-11-06|
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    法律状态:
    2016-11-18| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-02| PLSC| Publication of the preliminary search report|Effective date: 20170602 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 3 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1561488A|FR3044358B1|2015-11-27|2015-11-27|METHOD FOR CONTROLLING THE PUSH OF REACTORS OF AN AIRCRAFT DURING THE TAKE-OFF PHASE, CONTROL DEVICE AND AIRCRAFT|FR1561488A| FR3044358B1|2015-11-27|2015-11-27|METHOD FOR CONTROLLING THE PUSH OF REACTORS OF AN AIRCRAFT DURING THE TAKE-OFF PHASE, CONTROL DEVICE AND AIRCRAFT|
    US15/359,528| US10118711B2|2015-11-27|2016-11-22|Method of controlling the thrust of the jets of an aircraft during the takeoff phase, control device and aircraft corresponding thereto|
    EP16200388.3A| EP3173603B1|2015-11-27|2016-11-24|Method for controlling the thrust of the jet engines of an aircraft during the take-off phase, controlling device and corresponding aircraft|
    CN201611053760.4A| CN107054672B|2015-11-27|2016-11-25|Method for controlling thrust of a jet engine of an aircraft during a takeoff phase, control device and aircraft corresponding thereto|
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