CONTROL SYSTEM FOR CONTROLLING A SHUT-OFF VALVE OF AN AIRCRAFT, AN AIRCRAFT EQUIPPED WITH SUCH A CONTROL SYSTEM, AND AN ASSOCIATED CONTROL METHOD

Abstract

A control system for controlling a shut-off valve of an aircraft. The shut-off valve is configured to open a bypass circuit that is initially closed. This circuit makes it possible to feed air to an aircraft engine without going via an air filter associated with an air intake. The control system comprises: a manual control member for controlling the shut-off valve, this member being actuatable manually so as to cause the bypass circuit to open; and a computer configured to compute a current value of a level of clogging TC of an air filter. The control system further comprises a comparator for comparing the current value of the level of clogging TC with a first threshold value TC1 and with a second threshold value TC2, and an alerter for generating a first sensory signal and a second sensory signal.

Claims

1. A control system for controlling a shut-off valve of an aircraft, the shut-off valve being configured to open a bypass circuit, the bypass circuit being initially closed, once opened the bypass circuit being suitable for feeding air to at least one engine of the aircraft without going via at least one air filter equipping an air intake, the control system comprising: a manual control member for controlling the shut-off valve, the manual control member being actuatable manually by a pilot of the aircraft so as to cause the bypass circuit to open; a first measurement member for taking a differential pressure measurement Δpt between a reference pressure and a pressure measured downstream from the at least one air filter in the air intake; a second measurement member suitable for determining a value for the operating power P of the at least one engine; and at least one computer configured to compute a current value of a level of clogging TC of the at least one air filter, the level of clogging TC being a function of the differential pressure measurement Δpt, and of a first predetermined limit Δpc and of a second predetermined limit Δpd to the value of the operating power P of the at least one engine, the first limit Δpc being a predetermined lower limit equal to a differential pressure value for a clean air filter at the value of the operating power P of the at least one engine, the second limit Δpd being a predetermined upper limit equal to a differential pressure value for a dirty air filter at the value of the operating power P of the at least engine, the first measurement member and the second measurement member being respectively connected to the at least one computers; wherein the control system further comprises: at least one comparator for comparing the current value of the level of clogging TC with a first threshold value TC.sub.a and with a second threshold value TC.sub.2, the second threshold value TC.sub.2 being greater than the first threshold value TC.sub.1; and at least one alerter for generating a first sensory signal, the first sensory signal being generated when the current value of the level of clogging TC reaches the first threshold value TC.sub.1, and a second sensory signal, the second sensory signal being generated when the current value of the level of clogging TC reaches the second threshold value TC.sub.2, the first sensory signal being distinct from the second sensory signal.

2. The control system according to claim 1; wherein the control system further comprises a processing unit for automatically generating a control signal for controlling a safety actuator, the safety actuator being suitable for actuating the shut-off valve so as to cause the bypass circuit to open automatically, the control signal being generated when the current value of the level of clogging TC is greater than or equal to a third threshold value TC.sub.3, the third threshold value TC.sub.3 being greater than the second threshold value TC.sub.2.

3. The control system according to claim 1; wherein the at least one alerter comprises a single alerter for generating the first sensory signal and the second sensory signal.

4. The control system according to claim 3; wherein the single alerter is chosen from among the group comprising screens, light sources, holographic devices, dials with needles, and displays worn by a pilot, such as spectacles, goggles, ophthalmological lenses and a helmet visor.

5. The control system according to claim 1; wherein the at least one alerter comprises a first alerter for generating the first sensory signal and a second alerter for generating the second sensory signal, the second alerter being distinct from the first alerter.

6. The control system according to claim 5; wherein the first and second alerters are chosen from among the group comprising screens, light sources, holographic devices, dials with needles, and displays worn by a pilot, such as spectacles, goggles, ophthalmological lenses and a helmet visor.

7. An aircraft having at least one engine for driving at least one lift rotor in rotation, the aircraft having an air intake equipped with at least one air filter for feeding air to the at least one engine, the aircraft having a bypass circuit for feeding air to the at least one engine without going via the at least one air filter, and a shut-off valve configured to open the bypass circuit, the bypass circuit being initially closed; wherein the aircraft includes the control system for controlling the shut-off valve according to claim 1.

8. A control method for controlling a shut-off valve of an aircraft, the shut-off valve being configured to open a bypass circuit, the bypass circuit being initially closed, the bypass circuit being suitable for feeding air to at least one engine of the aircraft without going via at least one air filter equipping an air intake, the control method comprising: a first measurement step for taking a differential pressure measurement Δpt between a reference pressure and a pressure measured downstream from the at least one air filter in the air intake; a second measurement step for determining a value for the operating power P of the at least one engine; and at least one computation step for computing a current value of a level of clogging TC of the at least one air filter, the level of clogging TC being a function of the differential pressure measurement Δpt, and of a first predetermined limit Δpc and of a second predetermined limit Δpd to the value of the operating power P of the at least one engine, the first limit Δpc being a predetermined lower limit equal to a differential pressure value for a clean air filter at the value of the operating power P of the at least one engine, and the second limit Δpd being a predetermined upper limit equal to a differential pressure value for a dirty air filter at the value of the operating power P of the at least one engine; wherein the control method further comprises: at least one comparison step for comparing the current value of the level of clogging TC with a first threshold value TC.sub.1 and with a second threshold value TC.sub.1; the second threshold value TC.sub.2 being greater than the first threshold value TC; and an alert step generating a first sensory signal when the current value of the level of clogging TC lies in the range extending from the first threshold value TC.sub.1 to the second threshold value TC.sub.2 and a second sensory signal when the current value of the level of clogging TC is greater than or equal to the second threshold value TC.sub.2.

9. The control method according to claim 8; wherein the method further comprises an actuation step during which a pilot of the aircraft actuates a manual control member for manually controlling the shut-off valve, the manual control member being suitable for causing the bypass circuit to open, provision being made so that the actuation step may be implemented when the first sensory signal is generated, and the actuation step must be implemented when the second sensory signal is generated.

10. The control method according to claim 8; wherein the method further comprises an automatic control step for automatically controlling the shut-off valve so as to cause the bypass circuit to open automatically when the current value of the level of clogging TC is greater than or equal to a third threshold value TC.sub.3, the third threshold value TC.sub.3 being greater than the second threshold value TC.sub.2.

11. The control method according to claim 8; wherein the alert step generates the first sensory signal and the second sensory signal on a single alerter.

12. The control method according to claim 8; wherein the alert step generates a first sensory signal on a first alerter and a second sensory signal on a second alerter that is distinct from the first alerter.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0075] The invention and its advantages appear in greater detail from the following description of examples given by way of illustration with reference to the accompanying figures, in which:

[0076] FIG. 1 is a side view diagrammatically showing an aircraft of the invention;

[0077] FIG. 2 is a view showing two alerters in another aspect of the invention;

[0078] FIG. 3 shows a curve representing the level of clogging of an air filter as a function of time;

[0079] FIG. 4 is a flow chart showing a first example of a method of controlling a shut-off valve of the invention; and

[0080] FIG. 5 is a flow chart showing a second example of a method of controlling a shut-off valve of the invention.

DETAILED DESCRIPTION OF THE INVENTION

[0081] Elements present in more than one of the figures are given the same references in each of them.

[0082] As mentioned above, the invention relates to a control system for controlling a shut-off valve of an aircraft.

[0083] As shown in FIG. 1, such a shut-off valve 2 is configured to open, if necessary, a bypass circuit 4 that is initially closed, which bypass circuit 4 makes it possible to feed air to at least one engine 5 of an aircraft 3 without going via at least one air filter 6 equipping an air intake 7.

[0084] In addition, a control system 1 for controlling the shut-off valve 2 then includes a manual control member 8 for manually controlling the shut-off valve 2. This manual control member 8 is thus actuatable manually by a pilot of the aircraft 3 to cause the bypass circuit 4 to open at the request of the pilot.

[0085] The control system 1 also includes a first measurement member 9 for taking a differential pressure measurement Δpt between a reference pressure and a pressure measured downstream from the air filter(s) 6 in the air intake 7.

[0086] A second measurement member 19 makes it possible to determine a value for the operating power P of the engine(s) 5.

[0087] Furthermore, at least one computer 10 is configured to compute a current value for a level of clogging TC of the air filters 6 under the dependence of the differential pressure measurement Δpt and of the value of the operating power P of the engine (s) 5. Thus, the first measurement member 9 and the second measurement member 19 are connected respectively to the computer(s) 10 in wired or wireless manner.

[0088] In addition, the control system 1 also includes at least one comparator 11 making it possible to compare the current value of the level of clogging TC with a first threshold value TC.sub.1 and with a second threshold value TC.sub.2 said second threshold value TC.sub.2 being greater than the first threshold value TC.sub.1.

[0089] In a first embodiment of the invention that is shown in FIG. 1, this control system 1 includes an alerter 12 comprising a single alerter 121 making it possible to generate at least two distinct sensory signals.

[0090] As shown in FIG. 3, these at least two distinct sensory signals comprise a first sensory signal that is generated as from the instant t1 when the current value of the level of clogging TC reaches the first threshold value TC.sub.1 and a second sensory signal that is generated as from the instant t2 when the current value of the level of clogging TC reaches the second threshold value TC.sub.2.

[0091] Advantageously the single alerter 121 may be chosen from among the group comprising screens, light sources, holographic devices, dials with needles, and displays worn by a pilot, such as spectacles, goggles, ophthalmological lenses and a helmet visor.

[0092] In a second embodiment of the invention that is shown in FIG. 2, the control system 1 may alternatively include at least one alerter 22 comprising a first alerter 221 making it possible to generate a first sensory signal and a second alerter 222 making it possible to generate a second sensory signal distinct from the first sensory signal.

[0093] As shown in this second embodiment, the first alerter 221 may be formed by a screen associated with an instrument panel of a cockpit of the aircraft 3, and the second alerter 222 may be formed by a display worn by the pilot, such as spectacles, goggles, ophthalmological lenses, and a helmet visor.

[0094] Furthermore, the manual control member 8 may then be actuated by the pilot when the first sensory signal is generated, but said manual control member 8 must be actuated by the pilot when the second sensory signal is generated.

[0095] In addition, the control system 1 may also include a processing unit 13 suitable for automatically generating a control signal for controlling a safety actuator 14 making it possible to actuate the shut-off valve 2 so as to cause the bypass circuit 4 to open automatically. At instant t3 shown in FIG. 3, this control signal is then generated automatically by the processing unit 13 when the current value of the level of clogging TC is greater than or equal to a third threshold value TC.sub.3, said third threshold value TC.sub.3 being greater than the second threshold value TC.sub.2.

[0096] In addition, the computer(s) 10, the comparator(s) 11, and the processing unit 13 may be members that are distinct from one another, or, alternatively be combined with one another. Furthermore, the computer(s) 10 or the comparator(s) 11 and the processing unit 13 may, for example, comprise at least one processor and at least one memory, at least one integrated circuit, at least one programmable system, and/or at least one logic circuit, these examples not limiting the scope given to the expressions “computer”, “comparator” and “processing unit”. The term processor may be used equally well to designate a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), a microcontroller, etc.

[0097] Furthermore, the aircraft 3 may include a control computer 16 making it possible to generate a control instruction for controlling the shut-off valve(s) 2.

[0098] In addition, before instant t1 of FIG. 3, when the bypass circuit 4 is closed and when the current value of the level of clogging TC is less than the first threshold TC.sub.1, the aircraft may be flown with a maximum level of available performance of the engine(s) 5 that may be equal to a first level of available performance, said first level of available performance being associated with the first threshold value TC.sub.1.

[0099] Furthermore, at any time and if the bypass circuit 4 is open, the maximum level of available performance of the engine(s) 5 may be equal to a second level of available performance, the second level of available performance being greater than the first level of available performance.

[0100] Conversely, between instant t1 and t2, if the bypass circuit 4 is still closed, the current value of the level of clogging TC then lies in the range extending from the first threshold value TC.sub.1 to the second threshold value TC.sub.2. In this situation, the maximum level of available performance of the engine(s) 5 may be equal to a third level of available performance, said third level of available performance being associated with the second threshold value TC and being less than the first level of available performance.

[0101] As shown in FIGS. 4 and 5, the invention also relates to a control method 30, 40 for controlling a shut-off valve 2 of an aircraft 3.

[0102] Such a control method 30, 40 then enables a pilot to implement steps for controlling a shut-off valve 2, such a shut-off valve 2 being configured to open a bypass circuit 4 that is initially closed, the bypass circuit 4 making it possible to feed air to at least one engine 5 of the aircraft 3 without going via an air filter 6 that equips an air intake 7.

[0103] Furthermore, the control method 30, 40 includes a first measurement step 31 for taking a differential pressure measurement Δpt between a reference pressure and a pressure measured downstream from the air filter(s) 6 in the air intake 7.

[0104] The control method 30, 40 then includes a second measurement step 32 for determining a value of the operating power P of the engine(s) 5 and at least one computation step 33 for computing a current value of a level of clogging TC of the air filter(s) 6 under the dependence of the differential pressure measurement Δpt and of the value of the operating power P of the engine(s) 5.

[0105] In addition, the control method 30, 40 also includes at least one comparison step 34 for comparing the current value of the level of clogging TC with a first threshold value TC.sub.1 and with a second threshold value TC.sub.2, the second threshold value TC being greater than the first threshold value TC.sub.1.

[0106] The control method 30, 40 may then include at least two alert steps 35 & 36, 45 & 46 generating at least two distinct sensory signals, a first alert step 35, 45 generating a first sensory signal when the current value of the level of clogging TC reaches the first threshold value TC.sub.1 and a second alert step 36, 46 generating a second sensory signal when the current value of the level of clogging TC reaches the second threshold value TC.sub.2.

[0107] As shown in FIG. 4, the at least two alert steps 35 and 36 generate the first sensory signal and the second sensory signal on a single alerter 121 as shown in FIG. 1.

[0108] In addition, such a first variant of the control method 30 may include an actuation step 37 in which a pilot of the aircraft 3 actuates a manual control member 8 for controlling the shut-off valve 2. Said manual control member 8 then makes it possible manually to cause the bypass circuit 4 to open as from instant t1 shown in FIG. 3. This actuation step 37 may thus be implemented when the first sensory signal is generated, and the actuation step 37 must be implemented when the second sensory signal is generated.

[0109] Alternatively, and as shown in FIG. 5, the alert steps 45 and 46 may include a first alert step 45 generating a first sensory signal on a first alerter 221 as shown in FIG. 2, and a second alert step 46 generating a second sensory signal on a second alerter 222 that is distinct from the first alerter 221.

[0110] In this second variant of the control method 40 that is shown in FIG. 5, the control method 40 may, if the pilot has not actuated the manual control member 8 for manually controlling the shut-off valve 2, include an automatic control step 38 for automatically controlling the shut-off valve 2 so as to cause the bypass circuit 4 to be opened automatically.

[0111] Such an automatic control step 38 may thus be implemented automatically at, or as from, instant t3 shown in FIG. 3 by means of a safety actuator 14.

[0112] As mentioned above, instant t3 corresponds to the instant at which the current value of the level of clogging TC exceeds the third threshold value TC.sub.3, this third threshold value TC.sub.3 being greater than said second threshold value TC.sub.2.

[0113] Naturally, the present invention may be subjected to numerous variations as to its implementation. Although several embodiments and implementations are described above, it should readily be understood that it is not conceivable to identify exhaustively all possible embodiments and implementations. It is naturally possible to envisage replacing any of the means described by equivalent means without going beyond the ambit of the present invention.