Method and system for regulating power in the event of at least one aircraft engine failure
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
G06F-019/00
G06G-007/70
B64D-031/00
B64D-041/00
B64D-031/06
F02C-009/00
출원번호
US-0354376
(2012-11-23)
등록번호
US-9315274
(2016-04-19)
우선권정보
FR-11 60785 (2011-11-25)
국제출원번호
PCT/FR2012/052715
(2012-11-23)
국제공개번호
WO2013/076434
(2013-05-30)
발명자
/ 주소
Presse, Jean-Michel
출원인 / 주소
TURBOMECA
대리인 / 주소
Oblon, McClelland, Maier & Neustadt, L.L.P.
인용정보
피인용 횟수 :
0인용 특허 :
6
초록▼
A method to optimize resources needed to continue flight if at least one main engine is lost, by relieving a propulsion system that has remained operative of all or some of non-propulsive energy demands, by additional generation of non-propulsive power, operating continuously. The method uses a GPP
A method to optimize resources needed to continue flight if at least one main engine is lost, by relieving a propulsion system that has remained operative of all or some of non-propulsive energy demands, by additional generation of non-propulsive power, operating continuously. The method uses a GPP unit that operates constantly in flight while taking up some of nominal total non-propulsive power of the aircraft, to supply increased non-propulsive power almost instantaneously, based on at least three respective emergency regimes at a time of engine failure. A control and monitoring function of the GPP calculates elapsed time for each emergency regime, and informs a data processing unit thereof, while emitting an alarm if operating periods allocated to each emergency regime are exceeded, and the emergency function adjusts non-propulsive power demands made by the aircraft between main engines and the unit GPP either automatically or on orders of a pilot.
대표청구항▼
1. A method for regulating power in event of failure of at least one aircraft engine including a central digital data processing unit providing an emergency function capable of triggering an emergency signal, the method comprising: using an engine-class main power unit, as a GPP, managed by a contro
1. A method for regulating power in event of failure of at least one aircraft engine including a central digital data processing unit providing an emergency function capable of triggering an emergency signal, the method comprising: using an engine-class main power unit, as a GPP, managed by a control and monitoring function and operating constantly in flight, while taking up some of nominal total non-propulsive power of an aircraft, to extend its operational limits on receipt of the emergency signal to be able to supply increased non-propulsive power instantaneously, based on at least three emergency regimes at a time of an engine failure in response to increased consumption demands on the GPP, each emergency regime having a maximum activation period, which is carried over from one regime to another regime and is distributed over plural alternate sequences,wherein the regimes comprise, classified in order of decreasing power level, a super-emergency regime, in which all or some of the non-propulsive power, plus additional power, is taken over to attempt to restart the failed engine, a maximum emergency regime, in which all or some of the non-propulsive power is taken over, and an intermediate emergency regime, in which a fraction of non-propulsive power is taken over, corresponding to power remaining constantly available up to an end of the flight,wherein the control and monitoring function of the GPP calculates an elapsed time for each emergency regime and informs the central processing unit thereof, while emitting an alarm when maximum operating periods allocated to each emergency regime are exceeded, andwherein the emergency function adjusts the non-propulsive power demands made by the aircraft between main engines and the GPP, either automatically or on orders of a pilot, based on information about elapsed time in a regime and a warning that a limit for using one of the at least three emergency regimes has been exceeded. 2. The regulation method according to claim 1, wherein the super-emergency regime is reached only in a phase of attempting to restart an engine while simultaneously supplying all or some of the non-propulsive power of the aircraft, the maximum emergency regime is reached when one or more engines has failed, while simultaneously supplying all or some of the non-propulsive power of the aircraft, and the intermediate emergency regime is activated only in a phase of maintaining a fraction of the total non-propulsive power, in event that at least one engine fails completely during an end-of-flight period, by relieving demands on remaining operational engines. 3. The regulation method according to claim 1, wherein, in event of a failure of just one of the at least one aircraft engine that supplies non-propulsive power when operational, a regulation mode comprises calling upon only an intermediate emergency regime of the GPP, to compensate for lack of contribution from the failed engine while any operational engine is not relieved of its contribution to total non-propulsive power. 4. The regulation method according to claim 1, wherein, in event of a failure of just one of the at least one aircraft engine that provides non-propulsive power when operational, a regulation mode comprises calling upon three regimes successively and alternately, with any operational engine being relieved of its contribution to the non-propulsive power until the failed engine has restarted for an alternative sequence of maximum emergency regime in which at least some of the non-propulsive power is taken over, followed by a demand for power corresponding to the super-emergency regime when an attempt is made to restart the failed engine for no longer than a whole available period allocated to that regime, before reverting to the maximum emergency regime with the total non-propulsive power being taken over as before, it being possible for the maximum emergency regime to last until an available period allocated to that regime has elapsed. 5. The regulation method according to claim 4, wherein, when the failed engine is restarted, the emergency function adjusts the non-propulsive power between two engines and the GPP, which operate again in the restored nominal non-propulsive power regime until an end of the flight, with a given portion of that power supplied by the GPP and the additional portion supplied by the two engines. 6. The regulation method according to claim 4, wherein, when the failed engine does not restart, the emergency function stops relieving demands on the operational engine, restoring its contribution to the non-propulsive power at that time, either automatically based on the flight data or on orders of the pilot when the pilot considers that the flight regimes so permit, and calls upon the GPP unit in the intermediate emergency regime until the end of the flight. 7. The regulation method according to claim 4, wherein, when two engines have failed, a regulation mode of the emergency function comprises calling upon the alternative sequence, activating the maximum emergency regime, followed by the super-emergency regime while an attempt is made to restart the engine, before returning to the maximum emergency regime. 8. The regulation method according to claim 7, wherein, when the engine is restarted, and either on orders of the pilot when the pilot considers that the flight regimes so permit, or automatically on the basis of the flight data, the emergency function diverts some consumers to the restarted engine, which supplies its share of non-propulsive power, and other consumers to the GPP, which operates in the intermediate emergency regime until the end of the flight. 9. The regulation method according to claim 7, wherein, when the engine does not restart after the attempt, the maximum emergency regime is called upon until its activation period has elapsed, then the demand for non-propulsive power is reduced by the emergency function so as to switch to the intermediate emergency regime. 10. A system for regulating power in event of failure of at least one aircraft engine, comprising: an aircraft flight control including a digital data processing unit, an aircraft maintenance module, and control and monitoring modules as FADECs for the GPP and for the engines,wherein the FADEC of the GPP includes elapsed time counters for emergency regimes triggered by an emergency function of the digital data processing unit, which adjusts a supply of non-propulsive power by the GPP and engines via their FADECs,wherein bidirectional links connect an aircraft control center to the FADECs and the FADECs to the GPP and to the engines, so that they can manage demand from consumers based on the elapsed times and information on a state of the engines and the GPP, supplied by the FADECs to the aircraft a maintenance module and to the pilot via the digital data processing unit, by implementing the method according to claim 1.
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이 특허에 인용된 특허 (6)
Casado Abarquero, Hugo; Casado Montero, Carlos, Auxiliary power unit (APU) of an aircraft.
Klaass Reinhard M. (Phoenix AZ) Minshall Bert J. (Scottsdale AZ) Suriano Francis J. (Scottsdale AZ) Caan William (Scottsdale AZ), Integrated power unit.
Romero Daniel (Mesa AZ) Kubinski Ronald J. (Tempe AZ) Benham ; Jr. Durward S. (Phoenix AZ) Koerner Michael S. (Harbor City CA) Goldberg Scott J. (West Minster CA) Kingery Barry J. (Phoenix AZ), Multifunction secondary power system.
Romero Daniel (Mesa AZ) Kubinski Ronald J. (Tempe AZ) Benham ; Jr. Durward S. (Phoenix AZ) Koerner Michael S. (Harbor City CA) Goldberg Scott J. (West Minster CA) Kingery Barry J. (Phoenix AZ), Multifunction secondary power system starting method.
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