Method and a device for managing a loss of power on a three-engined power plant

Abstract

A method of managing a loss of power from a power plant having three engines. During a monitoring step, each engine is monitored in order to detect whether the engine is suffering a loss of power. During a verification step, it is determined whether the power plant is overpowered. During a signalling step, a first alert is generated when an engine has lost power but the power plant is in fact overpowered, and a second alert different from the first alert is generated when an engine has lost power and the power plant is not overpowered.

Claims

1. A method of managing a loss of power from a power plant of an aircraft, the aircraft having a management device including a processor unit and a signaling unit, the power plant having three engines, each engine being capable of developing a maximum power (Pmax1, Pmax2, Pmax3) referred to as a “reference power” when none of the engines has failed, wherein the method comprises successive calculation iterations, the aircraft requesting a power referred to as “useful power (Put)” on each iteration, the method performing the following steps on each iteration: a monitoring step (STP1) performed by the processor unit for detecting a loss of power, during which each engine is monitored to detect whether an engine has suffered a loss of power, an engine that has not suffered a loss of power being referred to as an engine “in nominal operation”, and an engine that has suffered a loss of power being referred to as an engine “in degraded operation”; a verification step (STP2) performed by the processor unit for detecting overpower, the power plant being “overpowered” when the power developed jointly by the engines in nominal operation is sufficient to reach the useful power (Put); and a signaling step (STP3) performed by the processor unit and the signaling unit for: generating a first alert by the processor unit when an engine has suffered a loss of power and when the power plant is overpowered, in order to signal by the signaling unit a degraded situation in which the power plant is capable of delivering the useful power (Put) on the basis of its reference powers; and generating a second alert by the processor unit when an engine has suffered a loss of power and when the power plant is not overpowered, so as to signal by the signaling unit a degraded situation in which the power plant is not capable of delivering the useful power (Put) on the basis of its reference powers, the second alert being different from the first alert.

2. The method according to claim 1, wherein the useful power (Put) is determined by applying a predetermined relationship, the predetermined relationship delivering the useful power as a function of at least one of the following parameters: a collective pitch of blades of a main rotor contributing at least to providing the aircraft with lift; a speed of rotation of the blades; a position of pedals controlling a secondary rotor contributing at least to controlling yaw movement of the aircraft; an atmospheric pressure; and an atmospheric temperature.

3. The method according to claim 1, wherein, for the aircraft flying in a stage of flight referred to as a “current” stage of flight at each iteration, during the monitoring step, there are determined for each engine both a power referred to as “current” power (P1, P2, P3) as developed by an engine and also a distribution coefficient (α, β, γ), the distribution coefficient (α, β, γ) being determined as a function of the current stage of flight, an engine being considered as an engine in degraded operation when its current power (P1, P2, P3) is less than the product of at least one distribution coefficient of the engine multiplied by the useful power (Put).

4. The method according to claim 3, wherein the current power (P1, P2, P3) of an engine is equal to a product of a torque developed by a drive shaft of the engine multiplied by a speed of rotation of the drive shaft.

5. The method according to claim 3, wherein the current power (P1, P2, P3) of an engine is determined as a function of a speed of rotation of a gas generator, of aging of the engine, and of a production margin.

6. The method according to claim 3, wherein an engine is considered as being an engine in degraded operation when its current power (P1, P2, P3) is less than the product of the distribution coefficients (α, β, γ) of that engine multiplied by the useful power (Put) and by a power coefficient (X, Y, Z) that is a function of the distribution coefficient (α, β, γ).

7. The method according to claim 6, wherein each power coefficient (X, Y, Z) is determined by applying an adjustment relationship that delivers the power coefficient (X, Y, Z) as a function of a predetermined power margin (K) and the product, for each engine, of the distribution coefficient (α, β, γ) associated with that engine multiplied by the useful power (Put).

8. The method according to claim 7, wherein on an aircraft having three engines, the adjustment relationship for a given engine is of the following form:
X*α*Put+β*Put+γ*Put=(1−K)*Put where “*” represents the multiplication sign, “Put” represents the useful power, “α” represents the distribution coefficient of the given engine, “β” represents the distribution coefficient of another engine, “γ” represents the distribution coefficient of another engine, “X” represents the power coefficient of the given engine, and “K” represents the predetermined power margin.

9. The method according to claim 1, wherein, during the verification step (STP2), overpower is detected when a sum of the reference powers (Pmax1, Pmax2, Pmax3) of the engines in nominal operation is greater than the useful power (Put).

10. The method according to claim 1, wherein during the verification step (STP2), overpower is not detected when a time derivative of the useful power (Put) is greater than a predetermined rate (tx) over a predetermined time interval.

11. A management device for managing a loss of power on a three-engined power plant of an aircraft, each engine being capable of developing a maximum power (Pmax1, Pmax2, Pmax3) referred to as a “reference power” when none of the engines has failed, the aircraft requesting a power referred to as “useful power (Put)” on each of successive iterations, the management device comprising: a processor unit; a signaling unit; and wherein the processor unit is configured to, on each iteration, detect whether an engine has suffered a loss of power, an engine that has not suffered a loss of power being referred to as an engine “in nominal operation”, and an engine that has suffered a loss of power being referred to as an engine “in degraded operation”; detect whether the power plant is overpowered, the power plant being “overpowered” when the power developed jointly by the engines in nominal operation is sufficient to reach the useful power (Put); generate a first alert when an engine has suffered a loss of power and when the power plant is overpowered, in order to signal by the signaling unit a degraded situation in which the power plant is capable of delivering the useful power (Put) on the basis of its reference powers; and generate a second alert when an engine has suffered a loss of power and when the power plant is not overpowered, so as to signal by the signaling unit a degraded situation in which the power plant is not capable of delivering the useful power (Put) on the basis of its reference powers, the second alert being different from the first alert.

12. The management device according to claim 11, wherein the processor unit communicates with at least one of the following measurement members: a member for measuring a collective pitch of blades of a main rotor contributing at least to providing the aircraft with lift; a member for measuring a speed of rotation of the blades; a member for measuring a position of pedals controlling a secondary rotor contributing at least to controlling yaw movement of the aircraft; a member for measuring atmospheric pressure; a member for measuring atmospheric temperature; a system for determining a stage of flight; a member for measuring torque developed by a drive shaft by each engine and a member for measuring a speed of rotation (N2) of the drive shaft, a member for measuring a speed of rotation (N1) of a gas generator of an engine; and a system for determining aging of each engine.

13. An aircraft comprising: a power plant having three engines, each engine being capable of developing a maximum power (Pmax1, Pmax2, Pmax3) referred to as a “reference power” when none of the engines has failed; wherein the power plant is to provide a requested power referred to as “useful power (Put)” on each of successive iterations; a management device for managing a loss of power on the power plant, the management device including a processor unit and a signaling unit; and wherein the processor unit is configured to, on each iteration, detect whether an engine has suffered a loss of power, an engine that has not suffered a loss of power being referred to as an engine “in nominal operation”, and an engine that has suffered a loss of power being referred to as an engine “in degraded operation”; detect whether the power plant is overpowered, the power plant being “overpowered” when the power developed jointly by the engines in nominal operation is sufficient to reach the useful power (Put); generate a first alert when an engine has suffered a loss of power and when the power plant is overpowered, in order to signal by the signaling unit a degraded situation in which the power plant is capable of delivering the useful power (Put) on the basis of its reference powers; and generate a second alert when an engine has suffered a loss of power and when the power plant is not overpowered, so as to signal by the signaling unit a degraded situation in which the power plant is not capable of delivering the useful power (Put) on the basis of its reference powers, the second alert being different from the first alert.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

(1) The invention and its advantages appear in greater detail from the following description of implementations given by way of illustration and with reference to the accompanying figures, in which:

(2) FIG. 1 is a diagram showing an aircraft of the invention; and

(3) FIG. 2 is a diagram showing the method of the invention.

(4) Elements present in more than one of the figures are given the same references in each of them.

DETAILED DESCRIPTION OF THE INVENTION

(5) FIG. 1 shows an aircraft 1 of the invention. This aircraft is provided with an airframe 2. A three-engined power plant 15 is received in the airframe 2.

(6) In particular, the aircraft 1 may be a rotorcraft. Under such circumstances, the airframe 2 has a front portion 3 that carries at least one “main” rotor 5. Each main rotor 5 is provided with a plurality of blades 6 for contributing at least to providing the aircraft with lift and possibly also propulsion.

(7) Under such circumstances, the aircraft may be provided with a member 8 for controlling the collective pitch of the blades of the main rotor, such as a “collective pitch” lever. The cyclic pitch of the blades 6 of the main rotor may be controlled by a “cyclic pitch stick” that is not shown. The collective pitch lever and the cyclic pitch stick control the pitch of the blades 6 of each main rotor via conventional members that are not shown and that are known to the person skilled in the art, such as servo-controls and a set of swashplates, for example.

(8) The airframe may also have a rear portion 4 that carries a rotor referred to as the “secondary rotor 7”, for convenience. The secondary rotor 7 may contribute to controlling the yaw movement of the aircraft.

(9) Under such circumstances, the aircraft may for example have pedals 9 for controlling the collective pitch of the blades of the secondary rotor 7. The pedals control the pitch of the blades 6 of the secondary rotor 7 via conventional members that are not shown and that are known to the person skilled in the art, such as a servo-control, for example.

(10) In order to drive at least one rotor in rotation, the aircraft 1 may also have at least one main power transmission gearbox 10 interposed between the rotor and the power plant 15.

(11) The main gearbox 10 is driven by a power plant 15.

(12) The power plant 15 has three engines 20. Thus, the power plant 15 has an engine 20 referred to as the “first engine 21”, and engine 20 referred to as the “second engine 22”, and an engine 20 referred to as the “third engine 23”.

(13) Each engine 20 has a drive shaft 27 suitable for driving at least one rotor, possibly via a power transmission gearbox 10. For example, each engine 20 drives a main gearbox 10 via a respective drive shaft 27, the main gearbox 10 then setting the main rotor 5 and the secondary rotor 7 into rotation.

(14) Furthermore, the three engines may be identical, or they may be different. For example, two engines may develop the same theoretical power that is greater than the theoretical power that can be developed by the last engine.

(15) At least one engine 20 may be a fuel-burning engine, such as a turboshaft engine, for example. By way of example, each engine 20 in the rotor of FIG. 1 is a turboshaft engine.

(16) An engine 20 of turboshaft type is thus provided with a gas generator 25 arranged upstream from an expansion assembly 26 that drives the drive shaft 27 in rotation.

(17) Each engine may also operate at at least one normal AEO rating. While applying their normal ratings, the first engine 21, the second engine 22, and the third engine 23 may then develop respective maximum reference powers Pmax1, Pmax2, and Pmax3.

(18) Furthermore, at least one engine may operate in at least one OEI contingency rating when an engine has failed in order to develop emergency power that is greater than the reference power.

(19) Conventionally, each engine 20 may be controlled by a management system 40, such as a system of the type known as a full authority digital engine control (FADEC). The term “management system” then refers to a system that controls the operation of an engine. The management systems of the various engines may communicate with one another.

(20) Each management system 40 shown has a management computer referred to more simply as the “computer 42”. By way of example, the computer may be of the type known as an engine control unit (ECU).

(21) Under such circumstances, the computer may be provided with at least one processor 43 or the equivalent and with at least one memory unit 44. For example, and for safety purposes, the computer may have two distinct calculation channels that communicate with each other.

(22) Furthermore, each management system 40 possesses a fuel metering unit 41. The fuel metering unit 41 controls the rate at which fuel is transmitted to the engine 20 under the control of the management system 40.

(23) Under such circumstances, the processor 43 of the computer 42 executes instructions that are stored in the memory unit in order to set the fuel metering unit 41 in the appropriate position.

(24) In order specifically to determine this appropriate position, each management system has a measurement system. The term “measurement system” is used to refer to a system that determines the values of parameters used for controlling an engine 20. These parameters include at least information about the operation of the aircraft, and in particular about the operation of the controlled engine.

(25) Thus, the computer 42 can communicate with a measurement member 85 for measuring torque developed by a drive shaft 27 of the controlled engine 20. Such a measurement member 85 may comprise a conventional torque meter.

(26) The computer 42 can also communicate with a measurement member 95 for measuring the speed of rotation N2 of the drive shaft 27, and a measurement member 90 for measuring a speed of rotation N1 of the gas generator 25 of the engine.

(27) Furthermore, each management system may be used to monitor the health of an engine. Under such circumstances, each management system represents a system for determining the aging of an engine.

(28) Furthermore, the aircraft has a management device 50 for managing a loss of power from an engine.

(29) This failure management device 50 possibly includes each management system, and possibly at least one piece of equipment of the avionics system.

(30) Under such circumstances, the management device 50 includes a processor unit 51.

(31) Each computer may form part of the processor unit 51.

(32) Nevertheless, and as shown in FIG. 1, the processor unit 51 may represent a unit of an avionics system communicating with each management system 40. Such a processor unit 51 may include a processor 52 or the equivalent, and a storage unit 53.

(33) In addition, the management device includes a signalling unit 55 connected to the processor unit 51. By way of example, the signalling unit 55 may be provided with a display 56 suitable for displaying at least one alert and/or at least one means for audibly issuing an audible alert.

(34) The signalling unit 55 and the processor unit 51 may form part of the same piece of avionics equipment.

(35) Furthermore, the processor unit is connected to various measurement members.

(36) For example, for each engine, the processor unit may be connected via the management system 40 of the engine to a measurement member 85 for measuring torque developed by a drive shaft 27 of the engine, a measurement member 95 for measuring a speed of rotation N2 of the drive shaft 27, a measurement member 90 for measuring a speed of rotation N1 of the gas generator 25 of the engine, and a system for determining the aging of the engine.

(37) Furthermore, the processor unit may be connected to a measurement member 60 for measuring the collective pitch of the blades 6 of the main rotor 5. By way of example, this measurement member may measure the position of a rod connecting the collective pitch lever 8 to the main rotor 5.

(38) Likewise, the processor unit may be connected to a measurement member 80 for measuring a position of the pedals 9.

(39) Furthermore, the processor unit may be connected to a measurement unit 65 for measuring a speed of rotation of the main rotor.

(40) In addition, the processor unit may be connected to a measurement member 70 for measuring atmospheric pressure and a measurement member 71 for measuring atmospheric temperature.

(41) Finally, the processor unit may be connected to a system 75 for determining a stage of flight. Such a system may comprise an air data computer (ADC) for determining the speed of advance of the aircraft, or possibly an inertial unit for determining the attitude of the aircraft.

(42) Stages of flight can be determined simply as follows: if the aircraft has a positive vertical speed, then it is a climbing stage; if the aircraft has a negative vertical speed, then it is a descending stage; if the aircraft has zero vertical speed and zero speed of advance, then it is a hovering flight stage; and if the aircraft has zero vertical speed and a positive speed of advance, then it is a cruising stage.

(43) The management device 50 then applies the method of the invention.

(44) With reference to FIG. 2, the management device 50 performs a plurality of steps at each calculation iteration.

(45) During a monitoring step STP1, the management device 50 monitors the power plant 15 in order to detect any potential loss of power of at least one engine.

(46) Under such circumstances, the management device monitors each engine in order to detect whether an engine has suffered a loss of power.

(47) By way of example, and as shown in FIG. 1, the management device 50 can determine that the second engine 22 and the third engine 23 are engines that have not suffered a loss of power. Such engines are said to be “engines 32 in nominal operation”.

(48) In contrast, the management device may consider that the first engine 21 is an engine that has suffered a loss of power. Such an engine is referred to for convenience as an “engine 31 in degraded operation”.

(49) In order to evaluate whether an engine has suffered a loss of power, the management device 50 can act during an evaluation step STP11 of the monitoring step STP1 to determine the useful power Put needed for flight in the current iteration.

(50) This useful power Put may be determined by the management system by applying a predetermined relationship stored in its storage unit 53. Such a predetermined relationship provides the useful power as a function of at least one of the following parameters: a collective pitch of the blades 6 of the main rotor 5 contributing to providing the aircraft at least with lift; a speed of rotation of the blades 6; a position of the pedals 9 controlling the secondary rotor 7 and at least contributing to controlling the yaw movement of the aircraft 1; atmospheric pressure; and atmospheric temperature.

(51) The predetermined relationship may be in the form of a mathematical equation, or indeed of a database, for example.

(52) Under such circumstances, the management device interrogates the appropriate measurement members 60, 65, 80, 70 in order to obtain the value of each parameter used by the predetermined relationship, and it deduces the useful power therefrom.

(53) During a step STP12 of evaluating a developed power and forming part of the monitoring step STP1, the management device determines the current power being developed by each engine at the time of the calculation iteration.

(54) This current power may be calculated by each management system 40 and may be transmitted to the management device 50, or it may be calculated by the management device 50 on the basis of information transmitted by the management systems 40.

(55) In a first alternative, the current power P1, P2, P3 of an engine 21, 22, 23 is equal to the product of a torque developed by a drive shaft 27 of that engine multiplied by a speed of rotation N2 of the drive shaft 27.

(56) In a second alternative, the current power P1, P2, P3 of an engine 21, 22, 23 is determined as a function of a speed of rotation N1 of a gas generator 25, of engine aging, and of a production margin of the engine.

(57) Furthermore, each engine may deliver a current power that is different from the power being delivered by another engine, where the sum of the current powers is being delivered by all three engines must be equal to the useful power Put.

(58) During a step STP13 of evaluating power distribution and forming part of the monitoring step STP1, the management device determines distribution coefficients α, β, γ, the current power to be delivered by an engine then being equal to the product of the distribution coefficient multiplied by the useful power, in application of the following equations:
Put=P1+P2+P3
P1=α*Put
P2=β*Put
P3=γ*Put
where “Put” is the useful power to be delivered, “P1” is the current power to be delivered by the first engine; “P2” is the current power to be delivered by the second engine, “P3” is the current power to be delivered by the third engine, “*” is the multiplication sign, “α” is the distribution coefficient of the first engine, “β” is the distribution coefficient of the second engine, and “γ” is the distribution coefficient of the third engine.

(59) The management device determines each distribution coefficient α, β, γ as a function of the current stage of flight.

(60) For example, a relationship or a database supplies the distribution coefficients α, β, γ directly as a function of the current stage of flight, or indirectly as a function of parameters serving to qualify a stage of flight.

(61) By way of illustration, a determination system 75 determines a current stage of flight as a function of the speed of advance and of the climb rate of the aircraft. The determination system 75 then transmits the current stage of flight to the management device 50, and the management device deduces therefrom the values of the distribution coefficients.

(62) The determination system 75 may be a portion of the management device 50, e.g. being in the form of a segment of computer code.

(63) Possibly, the management device 50 transmits the distribution coefficients to the management system 40 so that each engine delivers the required current power.

(64) In another method, each management system 40 transmits to the management device 50 the value of the distribution coefficient for the engine under its control.

(65) The evaluation step STP11, the step STP12 of evaluating a developed power, and the step STP13 of evaluating a power distribution may be performed one after another in the order described in FIG. 2, or in some other order, or indeed they may be performed simultaneously.

(66) During a step STP14 of evaluating a loss of power and forming part of the monitoring step STP1, the management device determines whether an engine has suffered a loss of power.

(67) The management device considers that an engine is an engine in degraded operation when its current power is less than the product of at least one distribution coefficient for that engine multiplied by the useful power.

(68) In a first variant of the step STP14 of evaluating a power loss, an engine is an engine in degraded operation when its current power is less than the product of the distribution coefficient of that engine multiplied by the useful power.

(69) In a second variant of the step STP14 of evaluating a power loss, the management device considers that an engine 21, 22, 23 is an engine in degraded operation when its current power is less than the product of the distribution coefficient α, β, γ of the engine 21, 22, 23 multiplied by the useful power Put and multiplied by a power coefficient X, Y, Z.

(70) Under such circumstances, the management device determines each power coefficient X, Y, Z. Each power coefficient X, Y, Z is a function of the distribution coefficient α, β, γ of the corresponding engine and of the useful power Put.

(71) By way of example, each power coefficient X, Y, Z is determined by the management device in application of a stored adjustment relationship supplying the power coefficient X, Y, Z as a function of a predetermined power margin K and of a product for each engine 21, 22, 23 of the distribution coefficient α, β, γ associated with that engine 21, 22, 23 multiplied by said useful power Put. The management device acts for each engine to apply an equation of the following type:
X*α*Put+β*Put+γ*Put=(1−K)*Put
where “*” represents the multiplication sign, “Put” represents said useful power, “α” represents the distribution coefficient of the given engine, “β” represents the distribution coefficient of another engine, “γ” represents the distribution coefficient of another engine, “X” represents the power coefficient of the given engine, and “K” represents said predetermined power margin.

(72) More precisely, the management device solves the following three equations:
X*α*Put+β*Put+γ*Put=(1−K)*Put
α*Put+Y*β*Put+γ*Put=(1−K)*Put
α*Put+β*Put+Z*γ*Put=(1−K)*Put
where “Put” is the useful power to be delivered, “P1” is the current power to be delivered by the first engine; “P2” is the current power to be delivered by the second engine, “P3” is the current power to be delivered by the third engine, “*” is the multiplication sign, “α” is the distribution coefficient of the first engine, “β” is the distribution coefficient of the second engine, “γ” is the distribution coefficient of the third engine, “X” is the power coefficient of the first engine, “Y” is the power coefficient of the second engine, and “Z is the power coefficient of the third engine.

(73) If an engine is suffering a power loss, then during an inspection step STP2, the management device determines whether the power plant is overpowered. The management device considers that the power plant is overpowered when the power developed jointly by the engines in nominal operation is sufficient to reach said useful power Put.

(74) The power plant is thus overpowered if the engines in nominal operation are capable together of delivering the useful power, while making use solely of normal AEO ratings.

(75) In a first implementation, the management device sums the reference powers for the engines 32 in nominal operation.

(76) These reference powers may be transmitted by the management system, or indeed they may be stored in the memory of the management device.

(77) If this sum is greater than the useful power Put, the power plant is overpowered.

(78) For example, if the second engine and third engine are in operation, the management device determines whether the following relationship is satisfied:
Pmax2+Pmax3>Put
where “Pmax2” represents the reference power for the second engine, “Pmax3” represents the reference power for the third engine, and “Put” represents the useful power.

(79) If this relationship is satisfied, the power plant is overpowered.

(80) In a second implementation, the management device evaluates whether the value of a time derivative of the useful power Put is greater than a predetermined rate tx over a predetermined time interval. If the following condition is satisfied, the power plant is considered as being not overpowered:
dPut/dt>tx
where “dPut/dt” represents the time derivative of the useful power Put, and where “tx” represents the predetermined rate.

(81) Finally, during a signalling step STP3, the management device operates the signalling unit 55 as a function of the situation.

(82) The management device thus transmits a signal to the signalling unit 55 in order to generate a first alert 101 when an engine has lost power and the power plant is overpowered.

(83) In contrast, the management device thus transmits a signal to the signalling unit 55 to generate a second alert 102 when an engine has lost power and when the power plant is not overpowered, the second alert being different from the first alert.

(84) Naturally, the present invention may be subjected to numerous variations as to its implementation. Although several implementations are described, it can readily be understood that it is not conceivable to identify exhaustively all possible 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.