• 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 invention relates to a method for automatically controlling the operating speed of a turbine engine of a helicopter, comprising a step (10) for receiving data (27, 28, 29) representative of the flight of the helicopter; a step (11) for selecting the turbine engine for which a change of regime would be the most relevant; a step (12) for determining an operating speed of said turbine engine, said elected regime, chosen from a plurality of predetermined operating modes; and a step (14) of controlling the operating speed of said turbine engine to said elected regime. The invention also relates to a corresponding control device.
    公开号:FR3015574A1
    申请号:FR1363316
    申请日:2013-12-20
    公开日:2015-06-26
    发明作者:Caroline Seve；Vincent Poumarede；Romain Thiriet
    申请人:Turbomeca SA；
    IPC主号:
    专利说明:

    [0001] The invention relates to a method for automatically controlling the operating regime. at least one turbine engine of a helicopter. The invention also relates to a corresponding control device and a helicopter equipped with such a control device. The invention relates in particular to a method of controlling a turbine engine of a helicopter during all phases of missions it performs, outside critical flight situations. 2. Technological background A helicopter is usually equipped with at least two turboshaft engines operating at speeds that depend on the flight conditions of the helicopter. In all the following text, a helicopter is said to be in a cruising flight situation when it is operating under normal conditions, under the acronym known as AEO (All Engines Operative), during all phases of flight, except transitional phases of take-off, climb, landing or hovering.
    [0002] Throughout the following text, a helicopter is said to be in a critical flight situation when it is necessary for it to have the total installed power, that is to say in the transitional phases of take-off, climb, landing and revving in which one of the turboshaft engines failed, designated by the acronym OEI (One Engine Inoperative). It is known that when the helicopter is in cruise flight, the turboshaft engines operate at low power levels, lower than their maximum continuous power (hereinafter, PMC). In certain configurations, the power provided by the turbine engines, during a cruising flight, may be less than 50% of the maximum takeoff power (hereinafter, PMD). These low power levels result in a specific consumption (hereinafter Cs) defined as the ratio between the hourly fuel consumption by the turbine engine combustion chamber and the thrust provided by this turbine engine, which is in the order of 30% greater than the Cs of the PMD, and therefore an overconsumption of fuel in cruising flight. Finally, during the waiting phases on the ground, the pilots generally prefer to put the various engines in idle ground so as to be sure of being able to restart them. The turbine engines then continue to consume fuel although they provide no power.
    [0003] In addition, the turboshaft engines of a helicopter are designed oversized to be able to keep the helicopter in flight in case of failure of one of the engines. This flight situation corresponds to the OEI regime described above. This flight situation arises following the loss of an engine and results in the fact that each valid engine provides a power well beyond its nominal power to allow the helicopter to face a perilous situation, then to to be able to continue his flight. The fuel consumption by each valid turbine engine is then significantly increased in OEI situation to provide this extra power. On the other hand, the turboshaft engines are also oversized to ensure the flight in all the flight range specified by the aircraft manufacturer and in particular the flight at high altitudes and in hot weather. These flight points, very restrictive, especially when the helicopter has a mass close to its maximum take-off weight, are encountered only in certain cases of use of certain helicopters. As a result, some turboshaft engines, although sized to provide such power, will never fly under such conditions. These oversized turboshaft engines are penalizing in terms of weight and fuel consumption. In order to reduce this consumption in all flight cases described above (cruising flight, OEI regime, taxiing, hovering or ground waiting), it is possible to stop one of the turboshaft engines and put it into operation. , said waking. The active engine (s) then operate at higher power levels to provide all the power required and therefore at more favorable Cs levels. However, this practice is contrary to current certification rules, and the turboshaft engines are not designed to guarantee a restart reliability rate compatible with safety standards. Similarly, pilots are not currently aware of or familiar with the prospect of putting a turbine engine into a standby mode. In addition, the duration of restart of the turbine engine standby is typically of the order of thirty seconds. This duration may prove to be too long for certain flight conditions, for example at low flight height with a partial or total failure of the initially active engine. If the engine in standby does not restart in time, the landing with the engine in difficulty can be critical or lead to a total loss of power. More generally, the immediate availability of the power of a single turbine engine involves risks in all flight situations where it is necessary to provide additional power which imposes, in terms of safety, to be able to have the whole of the power of the turboshaft engines. The applicants have proposed in applications FR1151717 and FR1359766, methods for optimizing the specific consumption of turbine engines of a helicopter by the possibility of placing at least one turbine engine in a stabilized flight regime, said continuous, and at least one turbine engine in a particular watch mode from which it can leave urgently or normally, as needed. An output of the standby mode is said to be normal when a change of flight situation requires the activation of the engine in standby, for example when the helicopter will go from a cruising flight situation to a landing phase. Such a normal standby output takes place over a period of 10 seconds to 1 minute. An exit from the standby mode is said to be urgent when a power failure or power deficit of the active engine occurs or the flight conditions suddenly become difficult. Such emergency standby output is performed for a period of less than 10s.
    [0004] The applicants have therefore proposed the following five watch conditions: - a standby mode, called the usual idle speed, in which the combustion chamber is lit and the shaft of the gas generator rotates at a speed of between 60 and 80% of the nominal speed, a standby mode, called super idle, in which the combustion chamber is lit and the shaft of the gas generator rotates at a speed between 20 and 60% of the rated speed, a standby mode, said super-idle assisted, in which the combustion chamber is lit and the shaft of the gas generator rotates, mechanically assisted, at a speed between 20 and 60% of the nominal speed, a standby mode, said converter, in the combustion chamber is extinguished and the shaft of the gas generator rotates, mechanically assisted, at a speed between 5 and 20% of the nominal speed; a standby mode, called stop, in which the combustion chamber is off and the motor shaft is at a complete stop. It now arises the technical problem of defining which turbine engine must be put in standby mode. There is also the technical problem of determining which watch mode should be selected from the set of available standby modes. There is also the technical problem of being able to switch from one watch mode to another depending on the flight conditions of the helicopter. There is also the technical problem of the output of the standby mode and the return to a nominal operating speed. OBJECTIVES OF THE INVENTION The invention aims to provide an effective and economical solution to this technical problem. In particular, the invention aims to provide, in at least one embodiment of the invention, a method for controlling the operating speed of a turbine engine of a helicopter. The invention also aims to provide a corresponding control device 30 and a helicopter equipped with such a control device. 4. DESCRIPTION OF THE INVENTION To this end, the invention relates to a method for automatically controlling the operating speed of a turbine engine of a helicopter which is not in a critical flight situation and which comprises at least two turboshaft engines, said method comprising: a step of receiving data representative of the flight of the helicopter, a step of determining an operating speed of said turbine engine, said elipate, selected from a plurality of predetermined operating modes, a step of controlling the operating mode of said turbine engine to said elected regime. A method according to the invention therefore makes it possible to automatically choose an operating speed of a turbine engine of a helicopter among a plurality of predetermined speeds. The choice of the regime is based on data representative of the flight of the helicopter. Thus, a control method according to the invention makes it possible to adapt the engine speed to the evolution of the data representative of the flight of the helicopter. A method according to the invention therefore makes it possible to go from one operating regime to another more favorable (or less favorable) if the data representative of the flight allow or impose it. The invention is particularly adapted to the choice of a standby mode for the turbine engine when the helicopter is in a cruising flight situation. Depending on the data values representative of the flight of the helicopter, the method may control the standby of this turbine engine and / or the change of standby mode and / or its wakeful output if the conditions impose it. Advantageously, a method according to the invention comprises a step of assigning to each received data item an operating regime selected from among the plurality of operating regimes, said designated regime, which depends on the value of said datum. Advantageously and according to this variant, with each value that can take each data, corresponds a single and unique designated regime. In other words, a designated regime is associated with a single value range of each data item. A method according to this variant therefore makes it possible to assign to each data received and analyzed, a designated operating regime which depends on the value of the data. In other words, the invention provides a predetermined abacus which associates with each possible value of this datum, a predetermined speed. These associations are invariant and performed in such a way that the designated regime is the most fuel-efficient operating regime that the value of the data allows.
    [0005] Advantageously and according to the invention, said step of determining said elected regime consists in choosing a regime from among all the designated schemes provided by said awarding step, according to a predetermined priority order. Advantageously and according to the invention, the plurality of predetermined operating speeds of a turbine engine comprising a combustion chamber and a gas generating shaft comprises at least the following regimes: a standby mode, called the usual idle speed, in which said chamber the combustion engine is ignited and said shaft of the gas generator rotates at a speed between 60 and 80% of the nominal speed, a standby mode, said super-idle usual, wherein said combustion chamber is lit and said shaft of the gas generator rotates at a speed between 20 and 60% of the rated speed, a standby mode, said super-idle assisted, wherein said combustion chamber is lit and said shaft of the gas generator rotates, mechanically assisted, at a speed of between 20 and 60% of the nominal speed, a standby mode, called a turning gear, in which said combustion chamber is extinguished and said shaft of the gen The gas generator rotates, mechanically assisted, at a speed of between 5 and 20% of the nominal speed, a standby mode, said stopping, in which said combustion chamber is extinguished and said shaft of the gas generator is at the complete shutdown, an emergency standby output mode, in which the combustion chamber is lit and the shaft of the gas generator is driven at a speed of between 80 and 105%, in a time period less than 10 seconds after a standby output command, a normal standby output mode, in which the combustion chamber is lit and the shaft of the gas generator is driven at a speed of between 80 and 105%, within a time of between 10s and 10s. lmin after a standby output command, a nominal operating speed, in which the combustion chamber is lit and the shaft of the gas generator is driven at a speed between 80 and 105%.
    [0006] A method according to the invention thus makes it possible to control the passage of the turbine engine in at least one operating mode chosen from among a plurality of standby modes, an emergency standby output mode, a normal standby output mode, and a rated operating speed. Advantageously and according to the invention, said predetermined priority order is as follows: nominal operating speed, emergency standby output speed, normal standby output speed, usual idle speed, usual super-idle speed, speed of super-idle assisted, revving scheme, stopping regime. In other words, the step of determining said elected scheme consists in choosing the scheme from among all the said designated schemes provided by the said allocation step, in the following order of priority: nominal operating speed, exit mode of standby emergency, normal standby output mode, standard idle speed, standard super idle speed, assisted super-idle, stall and stopping.
    [0007] According to this variant, the determination step chooses, from among the set of designated regimes associated with each of the data and provided by the allocation step, the regime that has the highest priority. The order of priority of the plans has been defined in such a way that flight safety is always guaranteed and is always maximum. This is why the highest priority scheme is the nominal operating regime. This is the regime in which the turbine engine can operate at full speed and therefore where all installed power is available immediately. The next highest priority mode is the emergency standby output regime that is designed to quickly switch to the rated operating speed. The next highest priority is the normal standby mode, then the usual idle speed, then the standard super idle, then the assisted super-idle, then the engine speed, and then the engine idle speed. 'stop. In other words, and by way of example, if the value of at least one of the analyzed data is within the value range associated with the nominal operating speed, the elected mode will necessarily be the nominal operating speed. In other words, in this example, the control device does not allow the engine to go to standby because one of the monitored conditions indicates that the helicopter must be able to have the full power of the turbine engine to ensure optimal safety conditions.
    [0008] According to another example, if the value of at least one of the analyzed data designates the emergency standby output mode and the current operating speed is not the nominal operating speed, the elected mode will necessarily be the mode emergency standby output. Indeed, this reflects that the current operating regime of the turbine engine does not ensure an adequate level of safety with at least one of the conditions monitored. This therefore imposes an emergency exit from the current standby mode to switch to the nominal operating speed. In another example, if the value of one of the analyzed data designates the super-idle assisted regime and no other value designates a higher priority operating regime (ie: no value designates either the rated speed, neither the emergency standby output mode nor the normal standby output regime nor the usual idle speed nor the usual super-idle speed), then the assisted super-idle regime is the elected scheme and the turbine engine is placed in super-idle assisted mode. A method according to the invention continuously monitors all the data representative of the flight of the helicopter and automatically adjusts the operating speed of the helicopter to changing conditions. A method according to the invention therefore makes it possible to optimize the safety of the flight by constantly choosing the most appropriate operating mode for the situation encountered.
    [0009] In addition, a method according to the invention contributes to optimizing fuel consumption by continuously seeking to place the engines in the most favorable regime possible, while ensuring the safety of the flight. The order of the most favorable and therefore the most fuel-efficient regimes is the reverse order of that of the priority regimes: stopping regime, engine speed, assisted super-idle regime, standard super-idling regime, normal idle speed, normal standby output, emergency standby output, and rated operating speed. If the chosen regime is different from the current regime, the method according to the invention automatically forces the turbine engine to switch in the elected regime. It also allows for the most favorable fuel consumption regime if flight conditions allow it or to remain in optimal safety conditions. Of course, if no standby mode is possible, the turbine engine remains in a nominal operating mode and no watch is possible until the data do not allow it. Advantageously and according to the invention, the data representative of the flight of the helicopter comprise helicopter flight condition data and / or helicopter environmental condition data and / or status data of said turbine engine. The flight condition data of the helicopter are for example data representative of the speed of advance of the helicopter, the fuel consumption, the level of easements, the available power margin compared to the limitations of the turbine engine in operation, etc. The data of environmental conditions are for example data representative of the outside temperature, the external pressure, the height with respect to the ground, the humidity, the atmospheric conditions (rain, frost, wind, storm, etc.), the presence of nearby obstacles, etc. The turbine engine status data are for example data representative of the turbine engine damage level, the state of the turbine, the state of the non-propulsive members of the power-pack (electrical machines, power electronics, machines hydraulic, pneumatic, pyrotechnic), the state of the energy storage means for emergency starting, fault management, etc. The data representative of the flight of the helicopter can therefore comprise all the above-mentioned data as well as the variation of these same data, such as, for example, the variation of the altitude with respect to the ground or the variation of the speed of flight. advancement. A method according to the invention therefore makes it possible to take into account a plurality of different data and to deduce from it an operating regime of the turbine engine adapted to the flight situation of the helicopter. Advantageously, a method according to the invention further comprises a step of selecting a turbine engine from among said turbine engines of said helicopter, for which a change of regime would be the most relevant. According to this advantageous variant, the method determines among all the turboshaft engines of the helicopter, that which can potentially be put in a more favorable regime, especially in standby. This selection can for example be determined according to the wear of each turbine engine, the most used turbine engine is then selected to be put on standby if the data representative of the flight of the helicopter allow. This selection can also consist in alternately selecting each turbine engine so that during the first possible watch, a first turbine engine is selected during the selection step and during the second possible watch, a second turbine engine is selected during the selection stage, and so on. The invention also relates to a device for automatically controlling an operating speed of a turbine engine of a helicopter comprising: a module for receiving data representative of the flight of the helicopter, a module for determining an operating regime said turbine engine, said elected regime, selected from a plurality of predetermined operating regimes. a control module of said operating mode of said turbine engine to said elected regime. A control device according to the invention advantageously implements a method according to the invention and a method according to the invention is advantageously implemented by a device according to the invention. Throughout the text, the term "module" denotes a software element, a subset of a software program that can be compiled separately, either for independent use, or to be assembled with other modules of a program, or a hardware element, or a combination of a hardware element and a software subprogram. Such a hardware element may include an application-specific integrated circuit (ASIC) or a programmable logic circuit or equivalent hardware. In general, a module is an element (software and / or hardware) that ensures a function. Advantageously, a device according to the invention comprises a module 30 for assigning to each data item received by said reception module an operating regime selected from said plurality of operating regimes, said designated regime, which depends on the value of said given. Advantageously and according to the invention, said elective regime determination module is configured to select the chosen one of the said designated regimes provided by the said allocation module, according to a predetermined priority order. Advantageously, a control device according to the invention further comprises a selection module of the turbine engine among said turbine engines of said helicopter, for which a change of regime would be most relevant. The invention also relates to a helicopter comprising at least two turbine engines, each turbine engine comprising a gas turbine driven by a control device, characterized in that it comprises a control device according to the invention. Advantageously and according to the invention, the control device is housed in said regulating device of each turbine engine. Advantageously and according to another variant, the control device communicates wirelessly with each control device of each turbine engine. The invention also relates to a control method, a control device and a helicopter equipped with such a control device characterized in combination by all or some of the characteristics mentioned above or below. 5. List of Figures Other objects, features and advantages of the invention will appear on reading the following description given solely by way of non-limiting example and which refers to the appended figures in which: FIG. 1 is a diagrammatic view of FIG. A method of controlling the operating speed of a turbine engine according to one embodiment of the invention, Figure 2 is a schematic view of the chart necessary for the step of assigning a designated operating regime. to a datum, according to the value of this datum, in a method according to an embodiment of the invention, FIG. 3 is a schematic view of a control device according to an embodiment of the invention, the FIG. 4 is a schematic view of an organic architecture of a helicopter according to one embodiment of the invention; FIG. 5 is a schematic view of another organic architecture of a helicopter according to a method of embodiment of the invention, Figure 6 is a schematic view of another organic architecture of a helicopter according to one embodiment of the invention. DETAILED DESCRIPTION OF AN EMBODIMENT OF THE INVENTION A method according to the invention comprises, as represented in FIG. 1, a step 10 for receiving data representative of the flight of the helicopter. The received data is, according to the embodiment of the figures, helicopter flight condition data 27, helicopter environmental condition data 28 and turbine engine status data 29. The method also comprises, according to the advantageous embodiment of the figures, a step 11 for selecting the turbine engine for which a change of speed would be most relevant. It also comprises, according to the advantageous mode of FIG. 1, a step 12 of assigning to each data item received from a said designated regime, chosen from among a plurality of predetermined operating modes as a function of the value of said datum. It also comprises a step 13 for determining a turbine engine operating mode, said elected regime, chosen from the set of designated regimes obtained in the assignment step 12 in a predetermined priority order. Finally, it comprises a step 14 for controlling the operation of the turbine engine to the chosen regime. Figure 2 schematically illustrates the principle of step 12 of assigning a designated operating regime to each type of data received. The first line of the table in Figure 2 includes all the predetermined regimes. There are eight of them according to this embodiment. But of course, according to other embodiments, the number of predetermined regimes attributable to the data may be different. At each value interval of each datum, there corresponds a predetermined designated regime. The intervals are bounded by contiguous and increasing values. For example, if we consider the datum referenced A, we have A2 <A3 <A4 <A5 <A6 <A7 <A8. Depending on the value of the data, this corresponds to a single, designated regime. For example, if one considers the datum referenced A, the operating regime designated for this datum A will be the regime 4 if the value of A is in the interval [A4; AT 5]. At the end of this allocation step 12, a scheme is assigned to each data item received during the receiving step. Take the example of five received data types A, B, C, D and E whose values fall respectively in intervals [A4; A5], [B2; B3]; [C4; C5], [D5; D6] and [E6; E7]. At the end of the assignment step 12, the data A, B, C, D and E are therefore respectively associated with the regimes 4; 2; 4; 5 and 6. The plans are ordered in a predetermined order of priority. According to the embodiment of the figures, the following operating regimes are possible and ordered in the following manner. The highest priority speed is the nominal operating speed, in which the combustion chamber is lit and the shaft of the gas generator is driven between 80 and 105%. This regime is referenced as the regime 8 in FIG. 2. The next priority scheme is the emergency standby exit mode, in which the combustion chamber is to be turned on if it is not already there and the The gas generator shaft is driven to the rated speed in less than 10 seconds after a standby output command. This regime is referenced 30 as the speed 7 in FIG. 2. The next priority mode is the normal standby output mode, in which the combustion chamber must be on if it is not already on and the shaft the gas generator is driven to the nominal speed, within 10 seconds to 1 min after a standby output command. This regime is referenced as the regime 6 in FIG.
    [0010] The next priority mode is the idle mode, said usual idle, in which said combustion chamber is lit and said shaft of the gas generator rotates at a speed between 60 and 80% of the nominal speed. This regime is referenced as the speed 5 in FIG. 2. The next priority mode is the idle mode, called the usual super idle, in which said combustion chamber is lit and said shaft of the gas generator rotates at a speed between 20 and 60% of the rated speed. This regime is referenced as the regime 4 in Figure 2. The next priority scheme is the standby mode, said super-idle assisted, wherein said combustion chamber is lit and said shaft of the gas generator turns, assisted mechanically , at a speed between 20 and 60% of the rated speed. This regime is referenced as the regime 3 in FIG. 2. The regime with the following priority is the idle mode, called the rover, in which said combustion chamber is extinguished and said shaft of the gas generator rotates, mechanically assisted, to a speed between 5 and 20% of the rated speed. This regime is referenced as the regime 2 in FIG. 2. The regime with the following priority is the standby mode, called the stopping mode, in which the said combustion chamber is extinguished and the said shaft of the gas generator is at a standstill. full. This regime is referenced as the regime 1 in Figure 2.
    [0011] Also, at the end of the allocation step 12, the data A and C designate the usual super-idle speed. The data B designates the turning regime. Data D designates the usual idle speed and data E designates the normal idle output regime. Step 13 of determining the elected plan selects the plan from among all the plans designated the one with the highest priority. In other words, and in the case of the example, the determination step 13 chooses the regime which has the highest priority among the set formed of the usual super-idle regime, the engine speed, the engine speed normal idle and normal standby output. In this case, the highest priority scheme is the normal standby output regime. Also, the control step 14 consists of ordering the setting of the turbine engine selected in the selection step 11 in the normal standby output regime. The same process is repeated at regular and predetermined intervals to adapt the operation of the turbine engine to the evolution of the data received by the receiving step. Figure 3 is a schematic view of a control device according to one embodiment of the invention. The control device comprises a module 20 for receiving data representative of the flight of the helicopter, a turbine engine selection module 21 for which a change of regime would be most relevant, a module 22 for assigning each data received by said module 20 for receiving a designated operating speed, a module 23 for determining an elected operating speed chosen from among the plurality of designated operating speeds and a module 24 for controlling the operating speed of the turbine engine at the chosen speed. The data received by the receiving module 20 is, according to the embodiment of the figures of the helicopter flight condition data 27, helicopter environmental condition data 28 and turbine engine status data. Once the chosen regime determined by the determination module 23, the control module 24 sends the changeover control to the electronic governor of the chosen turbine engine: either the electronic governor 31 of the turbine engine which drives the gas turbine 33 of the turbine engine, or the electronic governor 32 of the turbine engine which drives the gas turbine 34 of the turbine engine. The electronic regulators 31 and 32 are also adapted to control the non-propulsive members 36 and 37 of the gas turbines 33 and 34. According to the embodiment of FIG. 3, the control device controls the operating speeds of a helicopter which comprises two turbine engines, each turbine engine comprising a gas turbine 33, 34, driven by an electronic regulator 31, 32 (better known under the English name EECU). Each regulator 31, 32 controls the non-propulsive members 35, 36 of the gas turbine and the corresponding gas turbine 33, 34. According to another embodiment and as represented in FIGS. 4, 5 and 6, the control device 60 controls the choice of operating speeds of a helicopter comprising three turbine engines 40, 41, 42. According to the embodiment of FIG. 4, the control device 60 is external to the turbine engines 40, 41, 42 and communicates via wireless link 63 with each device 50, 51, 52 for regulating each turbine engine. In Figure 4, only the link 63 between the control device 60 and the regulator device 50 of the turbine engine 40 is shown for the sake of clarity. That being so, the control device 60 communicates with each regulating device to be able to control a change in operating speed of the associated turbine engine if the data dictate it. According to the embodiment of FIG. 5, the control device 60 is distributed in the engine computers and the avionics helicopter. According to the embodiment of FIG. 6, the control device 60 is housed in a dedicated box. The invention is not limited to the embodiments described. In particular, other types of architectures are possible for the housing of the control device. In addition, a method and a control device according to the invention can be used to control a helicopter comprising a different number of turbine engines and / or having a different number of operating modes.
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. A method of automatically controlling the operating speed of a turbine engine of a helicopter which is not in a critical flight situation and which comprises at least two turboshaft engines, the method comprising: - a step (10) of receiving data ( 27, 28, 29) representative of the flight of the helicopter, - a step (13) of determining an operating speed of said turbine engine, said elected regime, chosen from among a plurality of predetermined operating modes, - a step ( 14) for controlling the operating speed of said turbine engine to said elected regime.
    [0002]
    2. Method according to claim 1, characterized in that it comprises a step (12) of assigning to each data item received an operating mode 15 chosen from said plurality of operating modes, said designated regime, which depends on the value of said data.
    [0003]
    3. Method according to claim 2, characterized in that for each data, a designated regime is associated with a range of values of this data.
    [0004]
    4. Control method according to one of claims 2 or 3, characterized in that said step (13) for determining an elected regime consists in choosing said elected scheme from among all of said designated regimes provided by said step ( 12), according to a predetermined priority order.
    [0005]
    5. Control method according to one of claims 1 to 4, characterized in that said plurality of predetermined operating modes of a turbine engine comprising a combustion chamber and a motor shaft comprises at least the following regimes: - a regime standby, said usual idle, in which said combustion chamber is lit and said shaft of the gas generator rotates at a speed between 60 and 80% of the nominal speed, - a standby mode, said super idle usual, wherein said combustion chamber is ignited and said generator shaft degaz rotates at a speed between 20 and 60% of the nominal speed, - a standby mode, said super-idle assisted, wherein said combustion chamber is lit and said shaft of the gas generator rotates, mechanically assisted, at a speed comprised between 20 and 60% of the nominal speed, - a standby mode, said gearbox, in which said chamber of co mbustion is extinguished and said shaft of the gas generator rotates, mechanically assisted, at a speed comprised between 5 and 20% of the nominal speed, - a standby mode, said stopping, in which said combustion chamber is off and said gas generator shaft is at a complete stop, - an emergency standby output mode, in which the combustion chamber is lit and the shaft of the gas generator is driven at a speed of between 80 and 105% in a time less than 10 seconds after a standby output command, - a normal standby output mode, in which the combustion chamber is lit and the shaft of the gas generator is driven to a speed between 80 and 105 %, within 10 seconds to 1 min after a standby output command, - a nominal operating speed, in which the combustion chamber is lit and the gas generator shaft is driven at a speed e between 80 and 105%.
    [0006]
    6. Control method according to claims 4 and 5 taken together, characterized in that said predetermined priority order is as follows: nominal operating speed, emergency standby output mode, normal standby output regime, usual idle speed, - standard super idle speed, - assisted super-idle speed, - engine speed, - stopping speed.
    [0007]
    7. Control method according to one of claims 1 to 6, characterized in that said data representative of the flight of the helicopter comprise data (27) of flight conditions of said helicopter and / or data (28) of conditions the helicopter and / or data (29) of said turbine engine.
    [0008]
    8. Control method according to one of claims 1 to 7, characterized in that it further comprises a step (11) for selecting a turbine engine from said turbine engine said helicopter, for which a change of regime would be the most relevant.
    [0009]
    9. Device for automatically controlling an operating speed of a turbine engine of a helicopter that is not in a critical flight situation and which comprises at least two turboshaft engines, said device comprising: a receiving module (20) data representative of the flight of the helicopter, - a module (23) for determining an operating speed of said turbine engine, said elected regime, chosen from a plurality of predetermined operating speeds. - A module (24) for controlling said operating speed of said turbine engine to said elected regime.
    [0010]
    10. Control device according to claim 9, characterized in that it comprises a module (22) for assigning to each data received by said module (20) receiving an operating regime selected from said plurality of operating modes. operation, said designated regime, which depends on the value of said data.
    [0011]
    11. Control device according to claim 10, characterized in that said determination module (23) is configured to select said selected one of said designated regimes provided by said allocation module (22), in an order of predetermined priority,
    [0012]
    12. Control device according to one of claims 9 to 11, characterized in that it further comprises a module (21) for selecting a turbine engine from said turbine engine said helicopter, for which a change of regime would be the most relevant.
    [0013]
    13. Helicopter comprising at least two turboshaft engines (40, 41, 42), each turbine engine comprising a gas turbine driven by a control device (50, 51, 52), characterized in that it comprises a device (60) for control according to one of claims 9 to 12.
    [0014]
    14. Helicopter according to claim 13, characterized in that said control device (60) is housed in said device (50, 51, 52) for regulating each turbine engine (40, 41, 42).
    [0015]
    15. Helicopter according to one of claims 13 or 14, characterized in that said control device (60) communicates by wireless link (63) with each device (50, 52, 53) for regulating each turbine engine (40, 41, 42).
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    同族专利:
    公开号 | 公开日
    FR3015574B1|2019-05-03|
    JP6608825B2|2019-11-20|
    CN105829680B|2018-12-14|
    PL3084175T3|2020-11-02|
    RU2016125745A|2018-01-25|
    WO2015092252A1|2015-06-25|
    JP2017502201A|2017-01-19|
    KR20160098289A|2016-08-18|
    KR102263904B1|2021-06-11|
    CN105829680A|2016-08-03|
    EP3084175B1|2020-06-17|
    US10435167B2|2019-10-08|
    EP3084175A1|2016-10-26|
    US20160311548A1|2016-10-27|
    CA2933357A1|2015-06-25|
    RU2693957C1|2019-07-08|
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    法律状态:
    2015-12-14| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-07| PLFP| Fee payment|Year of fee payment: 4 |
    2017-09-01| CD| Change of name or company name|Owner name: SAFRAN HELICOPTER ENGINES, FR Effective date: 20170727 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 7 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 8 |
    2021-11-18| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1363316|2013-12-20|
    FR1363316A|FR3015574B1|2013-12-20|2013-12-20|METHOD FOR AUTOMATICALLY CONTROLLING THE OPERATING REGIME OF A TURBOMOTOR OF A HELICOPTER, CORRESPONDING CONTROL DEVICE AND HELICOPTER EQUIPPED WITH SUCH A DEVICE|FR1363316A| FR3015574B1|2013-12-20|2013-12-20|METHOD FOR AUTOMATICALLY CONTROLLING THE OPERATING REGIME OF A TURBOMOTOR OF A HELICOPTER, CORRESPONDING CONTROL DEVICE AND HELICOPTER EQUIPPED WITH SUCH A DEVICE|
    JP2016540596A| JP6608825B2|2013-12-20|2014-12-15|A helicopter turboshaft engine, a corresponding control device, and a method for automatically controlling the operating speed of a helicopter equipped with such a device.|
    CN201480068802.4A| CN105829680B|2013-12-20|2014-12-15|The method for automatically controlling the speed of service of helicopter turboaxle motor, corresponding control equipment and the helicopter with the equipment|
    CA2933357A| CA2933357A1|2013-12-20|2014-12-15|Method for automatically controlling the operating speed of a helicopter turboshaft engine, corresponding control device and helicopter provided with such a device|
    US15/104,470| US10435167B2|2013-12-20|2014-12-15|Method for automatically controlling the operating speed of a helicopter turboshaft engine, corresponding control device and helicopter provided with such a device|
    RU2016125745A| RU2693957C1|2013-12-20|2014-12-15|Method for automatic control of operating mode of helicopter gas turbine engine, corresponding control device and helicopter equipped with such device|
    KR1020167017263A| KR102263904B1|2013-12-20|2014-12-15|Method for automatically controlling the operating speed of a helicopter turboshaft engine, corresponding control device and helicopter provided with such a device|
    EP14827845.0A| EP3084175B1|2013-12-20|2014-12-15|Method for automatically controlling the operating speed of a helicopter turboshaft engine, corresponding control device and helicopter provided with such a device|
    PL14827845T| PL3084175T3|2013-12-20|2014-12-15|Method for automatically controlling the operating speed of a helicopter turboshaft engine, corresponding control device and helicopter provided with such a device|
    PCT/FR2014/053351| WO2015092252A1|2013-12-20|2014-12-15|Method for automatically controlling the operating speed of a helicopter turboshaft engine, corresponding control device and helicopter provided with such a device|
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