Method and a device for assisting the piloting of an aircraft, and an aircraft
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
B64D-043/00
B64C-027/00
B64C-027/54
B64C-027/04
출원번호
US-0607939
(2017-05-30)
등록번호
US-10252813
(2019-04-09)
우선권정보
FR-16 00871 (2016-05-30)
발명자
/ 주소
Casolaro, Didier
Abbas, Gregory
출원인 / 주소
AIRBUS HELICOPTERS
대리인 / 주소
Brooks Kushman P.C.
인용정보
피인용 횟수 :
0인용 특허 :
6
초록▼
A method of assisting the piloting of an aircraft, such as a helicopter, includes determining a limiting power margin of a power plant of the aircraft relative to a power limit at an operating rating of an engine of the power plant. The limiting power margin is transformed into a collective pitch ma
A method of assisting the piloting of an aircraft, such as a helicopter, includes determining a limiting power margin of a power plant of the aircraft relative to a power limit at an operating rating of an engine of the power plant. The limiting power margin is transformed into a collective pitch margin for the operating rating. The collective pitch margin represents the margin between a current collective pitch of blades of a main rotor of the aircraft and a collective pitch limit of the blades of the main rotor. The collective pitch limit is determined and then displayed on a display of the aircraft for a pilot to view.
대표청구항▼
1. A piloting assistance method for assisting the piloting of an aircraft having a power plant including at least one engine and a main rotor contributing to at least part of the lift and/or propulsion of the aircraft, the main rotor having blades, the aircraft being a rotorcraft, each engine being
1. A piloting assistance method for assisting the piloting of an aircraft having a power plant including at least one engine and a main rotor contributing to at least part of the lift and/or propulsion of the aircraft, the main rotor having blades, the aircraft being a rotorcraft, each engine being controlled by regulator means of the aircraft as a function of a setpoint, the power plant being monitored by at least one sensor determining values for a plurality of predetermined monitoring parameters, the method comprising the following steps for at least one operating rating of the at least one engine: determining, by a processor of the aircraft in communication with the regulator means, the at least one sensor, and a display of the aircraft, a power margin referred to as the “limiting” power margin of the power plant relative to a power limit at the at least one operating rating;transforming, by the processor, the limiting power margin into a collective pitch margin for the at least one operating rating, the collective pitch margin representing a margin between a current collective pitch of the blades of the main rotor and a collective pitch limit of the blades of the main rotor; anddetermining, by the processor, the collective pitch limit and displaying, by the processor, the collective pitch limit on the display for a pilot of the aircraft to view while operating the aircraft;wherein transforming, by the processor, the limiting power margin into the collective pitch margin includes reducing the collective pitch margin relative to a real collective pitch margin proportional to the limiting power margin when the power margin is not zero in order for the processor to anticipate the regulator means overshooting the setpoint, due to the pilot changing the collective pitch of the blades of the main rotor rapidly during a transient stage of flight, so that the collective pitch limit displayed by the processor on the display for the pilot to view while operating the aircraft does not otherwise become erroneous, the collective pitch margin being zero when the limiting power margin is zero. 2. The piloting assistance method according to claim 1, wherein the processor uses a recursive algorithm in transforming the limiting power margin into the collective pitch margin, the recursive algorithm using a main relationship supplying the collective pitch margin at each current calculation instant as a function of a quotient of the limiting power margin divided by a denominator, the denominator being equal to the product of a first term multiplied by a second term, the first term being a function of the current collective pitch of the blades of the main rotor at the current calculation instant, and of a collective pitch limit at a previous calculation instant prior to the current calculation instant, the second term being a function of a predetermined coefficient reducing the power margin of the power plant. 3. The piloting assistance method according to claim 2, wherein, in order to determine the limiting power margin, the method comprises the following steps: determining a margin referred to as the “individual” margin for each monitoring parameter; andtransforming each individual margin into a power margin referred to as the “individual” power margin, the limiting power margin being equal to the smallest individual power margin. 4. The piloting assistance method according to claim 2, wherein the first term is determined using the following relationship: A1=θlimitn−1+θn−2*θ0 where “A1” represents the first term, “θlimitn−1” represents the limit collective pitch limit at the previous calculation instant prior to the current calculation instant, “θn” represents the current collective pitch, “θ0” represents a constant relating to a reference collective pitch, “=” represents the equals sign, “+” represents the addition sign, “−” represents the subtraction sign, and “*” represents the multiplication sign. 5. The piloting assistance method according to claim 2, wherein the second term is determined using the following relationship: A2=B*σ*Nr3 where “A2” represents the second term, “B” represents the predetermined coefficient, “σ” represents an air density, “Nr” represents a parameter relating to the speed of rotation of the main rotor, and “*” represents the multiplication sign. 6. The piloting assistance method according to claim 2, wherein the predetermined coefficient is a variable that varies as a function of the speed of advance of the aircraft. 7. The method according to claim 2, wherein prior to transforming the limiting power margin into the collective pitch margin, the limiting power margin is reduced by a predetermined percentage if a speed of rotation of the main rotor decreases at a predetermined rate during a predetermined time. 8. The method according to claim 7, wherein the percentage decreases from a maximum to a zero value over a predetermined period. 9. The method according to claim 1, wherein during a predetermined aggressive stage of flight of the aircraft, the method includes a freezing step during which the collective pitch limit is kept equal to the value of the collective pitch limit as reached before the aggressive stage of flight. 10. The method according to claim 9, wherein the aggressive stage of flight is detected: if the collective pitch of the blades of the main rotor varies at a rate greater than a predetermined high rate of variation threshold; orif the collective pitch of the blades of the main rotor varies at a rate lying between a predetermined low rate of variation threshold and the high rate of variation threshold during a duration threshold; orif a variation in a speed of rotation of the main rotor is greater than a low threshold and if a control member controlling a pitch of blades of an auxiliary rotor is not operated; orif the variation in the speed of rotation of the main rotor is greater than a high threshold and if the control member is operated. 11. The method according to claim 9, wherein the freezing step is inhibited if a position of a control member controlling a pitch of blades of an auxiliary rotor varies at a travel speed greater than a threshold travel speed. 12. The method according to claim 9, wherein the freezing step is not inhibited if a position of a control member controlling a pitch of blades of an auxiliary rotor varies at a travel speed greater than a travel threshold and if the collective pitch of the blades of the main rotor varies at a rate greater than a predetermined high rate of variation threshold. 13. The method according to claim 1, wherein prior to displaying the collective pitch limit, the method includes a filtering step, the collective pitch limit being determined at a current calculation instant by applying the following filter: θnlimdef=(1−f)*θlimitdefn−1+f*θlimitn where “θnlimdef” represents the collective pitch limit at the end of the filtering step, “θlimitdefn−1” represents the filtered collective pitch limit at the previous calculation instant prior to the current calculation instant, “θlimitn” represents the collective pitch limit determined before the filtering step, “f” represents a filtering constant, “=” represents the equals sign, “+” represents the addition sign, “−” represents the subtraction sign, and “*” represents the multiplication sign. 14. The method according to claim 13 wherein a freezing step is performed by giving the filtering constant a value of zero. 15. The method according to claim 13, wherein on passing from an “aggressive” stage of flight to a predetermined stabilized stage of flight of the aircraft, the filter is applied for a predetermined duration with a filtering constant equal to a predetermined filtering constant for application during the stabilized stage of flight divided by four. 16. The method according to claim 13, wherein the value of the filtering constant is a function of a value of a variable referred to as the “control member” variable, the control member variable varying as a function of a travel speed of a control member controlling a pitch of blades of an auxiliary rotor. 17. The method according to claim 13, wherein the value of the filtering constant is a function of a value of a variable referred to as the “advance” variable, the advance variable varying as a function of a speed of advance of the aircraft. 18. The method according to claim 16, wherein the value of the filtering constant is a function of a value of a variable referred to as the “advance” variable, the advance variable varying as a function of a speed of advance of the aircraft and wherein the value of the filtering constant is equal to the product of a predetermined constant multiplied by the greater of the advance variable and the control member variable. 19. A piloting assistance device for assisting the piloting of an aircraft having a power plant including at least one engine and a main rotor contributing to at least part of the lift and/or propulsion of the aircraft, the main rotor having blades, the aircraft being a rotorcraft, each engine being controlled by regulator means of the aircraft as a function of a setpoint, the power plant being monitored by at least one sensor determining values for a plurality of predetermined monitoring parameters, the piloting assistance device comprising: a display; anda processor in communication with the regulator means, the at least one sensor, and the display;the processor for at least one operating rating of the at least one engine being configured to: determine a power margin referred to as the “limiting” power margin of the power plant relative to a power limit at the at least one operating rating;transform the limiting power margin into a collective pitch margin for the at least one operating rating, the collective pitch margin representing a margin between a current collective pitch of the blades of the main rotor and a collective pitch limit of the blades of the main rotor; anddetermine the collective pitch limit and display the collective pitch limit on the display for a pilot of the aircraft to view while operating the aircraft;wherein to transform the limiting power margin into the collective pitch margin the processor is further configured to reduce the collective pitch margin relative to a real collective pitch margin proportional to the limiting power margin when the power margin is not zero in order for the processor to anticipate the regulator means overshooting the setpoint, due to the pilot changing the collective pitch of the blades of the main rotor rapidly during a transient stage of flight, so that the collective pitch limit displayed by the processor on the display for the pilot to view while operating the aircraft does not otherwise become erroneous, the collective pitch margin being zero when the limiting power margin is zero. 20. The piloting assistance device according to claim 19, wherein the piloting assistance device comprises at least one of the following members: a regulator system controlling each engine;a measurement system measuring a parameter relating to the collective pitch of the blades of the main rotor;a measurement system measuring a parameter relating to a current speed of rotation of the main rotor;a measurement system measuring a value relating to each monitoring parameter;a measurement system measuring a value relating to a pressure of ambient air present outside the aircraft;a measurement system measuring a value relating to a temperature of ambient air present outside the aircraft;a measurement system measuring a value relating to a speed of advance of the aircraft; anda measurement system measuring a value relating to a position of a control member controlling a pitch of blades of an auxiliary rotor of the aircraft. 21. An aircraft comprising: a power plant including at least one engine and a main rotor contributing at least in part to providing the aircraft with lift and/or propulsion, the main rotor having blades;regulator means which control each engine as a function of a setpoint;at least one sensor determining values for a plurality of predetermined monitoring parameters of the power plant;a display; anda processor in communication with the regulator means, the at least one sensor, and the display;the processor for at least one operating rating of the at least one engine being configured to: determine a power margin referred to as the “limiting” power margin of the power plant relative to a power limit at the at least one operating rating;transform the limiting power margin into a collective pitch margin for the at least one operating rating, the collective pitch margin representing a margin between a current collective pitch of the blades of the main rotor and a collective pitch limit of the blades of the main rotor; anddetermine the collective pitch limit and display the collective pitch limit on the display for a pilot of the aircraft to view while operating the aircraft;wherein to transform the limiting power margin into the collective pitch margin the processor is further configured to reduce the collective pitch margin relative to a real collective pitch margin proportional to the limiting power margin when the power margin is not zero in order for the processor to anticipate the regulator means overshooting the setpoint, due to the pilot changing the collective pitch of the blades of the main rotor rapidly during a transient stage of flight, so that the collective pitch limit displayed by the processor on the display for the pilot to view while operating the aircraft does not otherwise become erroneous, the collective pitch margin being zero when the limiting power margin is zero.
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이 특허에 인용된 특허 (6)
Germanetti Serge Alexandre Marc,FRX, Flight indicator for a helicopter.
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