• 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:
    Method for the management of asymmetric thrusts caused by engine failures in an aircraft equipped with a distributed propulsion system, said distributed propulsion system comprising 2N powertrain units (PTi), with N strictly positive integer and i integer between 1 and 2N inclusive, distributed symmetrically with respect to a plane of symmetry of said aircraft, according to which the power of at least one power unit belonging to a first side of said plane of symmetry is reduced when a failure occurs in a power train belonging to the opposite side, so that the sum of the moments of the thrusts generated by said powertrain relative to the center of gravity of said aircraft is zero, to within regulatory tolerances.
    公开号:FR3065443A1
    申请号:FR1753376
    申请日:2017-04-19
    公开日:2018-10-26
    发明作者:Emmanuel Joubert；Laurent JUVE；Clement Veillerot；Thibault Baldivia
    申请人:Airbus Group SAS；
    IPC主号:
    专利说明:

    ® FRENCH REPUBLIC
    NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY © Publication number:
    (to be used only for reproduction orders) (© National registration number
    065 443
    53376
    COURBEVOIE © IntCI 8 : B 64 D 31/10 (2017.01)
    PATENT INVENTION APPLICATION
    A1
    ©) Date of filing: 19.04.17. (© Applicant (s): AIRBUS GROUP SAS Company by (30) Priority: simplified actions - FR. @ Inventor (s): JOUBERT EMMANUEL, JUVE LAURENT, VEILLEROT CLEMENT and BALDIVIA THI- (43 ^ Date of public availability of the BAULT. request: 26.10.18 Bulletin 18/43. (© List of documents cited in the report of preliminary research: Refer to end of present booklet (© References to other national documents @ Holder (s): AIRBUS GROUP SAS Company by related: simplified actions. ©) Extension request (s): (© Agent (s): IPSIDE.
    104 / METHOD FOR THE MANAGEMENT OF DISSYMETRY WITHIN A DISTRIBUTED PROPULSION SYSTEM.
    FR 3 065 443 - A1
    Method for the management of asymmetrical thrusts caused by engine failures within an aircraft provided with a distributed propulsion system, said distributed propulsion system comprising 2N powertrains (PT,), with N integer strictly positive and i integer included between 1 and 2N inclusive, distributed symmetrically with respect to a plane of symmetry of said aircraft, according to which the power of at least one powertrain belonging to a first side of said plane of symmetry is reduced when a failure occurs in a powertrain belonging to opposite side, so that the sum of the moments of the thrusts generated by said powertrains relative to the center of gravity of said aircraft is zero, except for regulatory tolerances.

    Method for managing asymmetry in a distributed propulsion system
    FIELD OF THE INVENTION
    The present invention belongs to the fields of flight mechanics and aircraft piloting, it relates more particularly to a method for the management of asymmetry within a distributed propulsion system.
    STATE OF THE ART
    Conventional airliners as well as multi-engine airplanes use at least two propulsion chains (6 for larger aircraft or even 8 in the B52 or 10 in the B36), each with its own throttle. To fly such aircraft, the pilot must be trained and qualified for multi-engine management (multi-engine management in English terminology).
    Multi-engine training and qualification is expensive, and can be detrimental to student pilots learning to fly multi-engine aircraft.
    Today there are a few planes and helicopters using distributed propulsion.
    The Japanese aerospace exploration agency JAXA has developed, for example, an aircraft whose distributed propulsion is provided by several electric motors coupled in series to a single drive shaft in order to power a single fan.
    However, due to the presence of a single thrust member, a possible engine failure would not generate any asymmetry in the flight of the aircraft from an aerodynamic point of view.
    The Volocopter, an electric helicopter developed by the German company Evolo, is characterized by a propulsion architecture in which several engines are mounted in parallel, each one being coupled to a propeller (rotary wing).
    An engine failure in the Volocopter would necessarily lead to an asymmetry in the distribution of the lift of the aircraft, and would therefore require the implementation of a specific engine management procedure by the pilot in order to maintain control of the aircraft.
    An engine failure can cause the engine to stop completely or decrease in engine speed, which could compromise the safety of the aircraft and therefore that of passengers and the flight crew, especially during the critical take-off and landing phases. .
    One way to limit the impact of the total loss of propulsion power is to duplicate the powertrains in an aircraft, a powertrain generally consisting of an engine, a controller of said engine and a member for generating the propulsion force of fan or propeller type.
    Propulsion distributed in a two-seater aircraft, for example, is advantageous with electric motors having a high power density, dimensions which give them a smaller footprint, and suitable controllers.
    In distributed propulsion aircraft, a loss or failure of a powertrain hardly means a loss of the overall propulsion of the aircraft.
    In addition, a distribution of several propellants, such as propellers, on one wing makes it possible to increase the local lift thanks to the aerodynamic blast generated by said propellers, thus reducing the stall speed of the aircraft.
    However, these distributed propulsion architectures require complex steering and management with a lever per motor in order to control the asymmetries of thrusts. Pilots are therefore forced to perform delicate actions to manage asymmetric thrusts in the event of an engine failure.
    Today, developments in distributed propulsion are a key issue for the future of electric aviation. Avionics powertrain management systems are constantly being refined and optimized to automate and simplify multi-engine piloting procedures.
    PRESENTATION OF THE INVENTION
    The present invention meets the need to facilitate the piloting procedure in a multi-engine airplane in the event of total or partial loss of power in one or more engines and relates to a method for managing asymmetrical thrusts caused by engine failures within of an aircraft fitted with a distributed propulsion system, said distributed propulsion system comprising 2N powertrains, with N strictly positive integer and i integer between 1 and 2N inclusive, distributed symmetrically with respect to a plane of symmetry of said aircraft. This method is remarkable in that the power of at least one powertrain belonging to a first side of said plane of symmetry is reduced when a failure occurs in a powertrain belonging to the opposite side, so that the sum of the moments of the thrusts generated by said powertrains relative to the center of gravity of said aircraft is zero, except for regulatory tolerances.
    According to one embodiment, when a failure reaches a powertrain on one side and cancels the thrust delivered by said powertrain, the powertrain on the opposite side symmetrical to the faulty group is stopped.
    According to another embodiment, when a failure reaches a powertrain on one side and reduces the overall thrust at said first side, the powers of the powertrains on the opposite side are adjusted so as to have an overall thrust at the level of said opposite side of moment relative to the center of gravity of the aircraft equal and opposite at the time of the overall thrust at the level of the first side relative to the center of gravity of said aircraft.
    Advantageously, the aircraft in which the method is implemented includes an analysis and data processing component. In addition, each powertrain includes an engine-controller assembly, consisting of an engine and its controller, coupled to a propulsion unit, each controller being connected to the analysis and data processing component.
    The propellant is made up of a shaft and a propeller for example.
    According to one embodiment, a fault signal is sent to the analysis and data processing component by the powertrain controller when a failure reaches said powertrain.
    As a result, the analysis and data processing component sends a shutdown signal to the faulty powertrain symmetrical powertrain controller.
    Alternatively, the data analysis and processing component sends to the controller of each powertrain on the side opposite the side comprising the faulty engine a specific speed and / or engine torque setting instruction.
    Advantageously, each controller on a first side is assigned numerically to all the controllers on the opposite side by two transfer matrices each, and to the analysis and data processing component by two matrices also.
    In each of the 2N controllers are implemented 2 (N + 1) transfer matrices which allow the calculation of the speed and the torque necessary for each powertrain to adjust the overall thrust at a first side comprising said powertrain depending on the revs and pairs of powertrains belonging to the opposite side.
    The invention also relates to a distributed propulsion aircraft in which a method as described is implemented. The distributed propulsion can be electric or hybrid for example.
    The fundamental concepts of the invention having just been exposed above in their most elementary form, other details and characteristics will emerge more clearly on reading the description which follows and with reference to the appended drawings, giving by way of 'nonlimiting example an embodiment of a method in accordance with the principles of the invention.
    BRIEF DESCRIPTION OF THE FIGURES
    The different drawings as well as the elements of the same drawing, are not necessarily represented on the same scale. Throughout the drawings, identical elements bear the same reference.
    It is thus illustrated in:
    Fig. 1 a diagram of a distributed propulsion system in which powertrains are connected to an analysis and data processing component;
    Fig. 2 the diagram of FIG. 1 in which a stop instruction is sent to a powertrain complementary to a faulty group;
    Fig. 3 a diagram of a distributed propulsion system delivering symmetrical overall thrusts at the level of the wings;
    Fig. 4 the diagram of FIG. 3 in which the overall thrust at the level of the right wing is reduced due to an engine failure;
    Fig. 5 the diagram of FIG. 4 in which the overall thrust at the level of the left wing is adjusted to manage the asymmetry;
    Fig. 6 generic diagram of the transfer matrices implemented in two powertrains i and j.
    DETAILED DESCRIPTION OF EMBODIMENTS
    The method object of the present invention is applied to piloting airplanes, and other types of aircraft (helicopters, drones, etc.), provided with a distributed propulsion system. It can also be applied to non-flying autonomous vehicles.
    The term “distributed propulsion system” is understood to mean any set of powertrains of even cardinality distributed symmetrically in an aircraft with respect to a plane of symmetry of said aircraft.
    The method mainly implements:
    - regulation of engine speeds (in rpm) and torques (in N.m);
    - engine monitoring and control;
    - management of the rotational speeds or the couples of the propulsive organs with adapted control laws to prevent the appearance of asymmetrical thrusts;
    - data transmission via a network of improved reliability and efficiency.
    In the following description, N is a strictly positive integer which corresponds to the number of motors on each side of a plane of symmetry of a distributed propulsion aircraft, i and j are integers between 1 and 2N inclusive which represent the engine numbers in the distributed propulsion system.
    FIG. 1 represents, according to one embodiment, a diagram of an electric propulsion system distributed within an electric plane, said distributed propulsion system comprising 2N powertrains PT, uniformly distributed between the left wing 10 and l right wing 20 of the aircraft. Each powertrain PT, is composed of an engine-controller MC, and a propulsion unit P, coupled to said engine-controller.
    Each powertrain is connected by its engine-controller assembly to a DAC data analysis and processing component which allows the supervision of all engine data.
    According to the illustrated embodiment and in which the propulsion is exclusively electric, each motor-controller assembly consists of an electric motor and its controller, said controller mainly comprising a microcontroller in which are mainly implemented control loops and laws control.
    According to the method of the invention, each controller communicates with all the other controllers, directly or via external components, so as to determine the laws of regulation to be applied to each engine in order to limit the establishment of an asymmetrical thrust in the event engine failure in the distributed propulsion system leading to yaw and roll torques above thresholds established by regulations.
    In the illustrated embodiment, the distributed propulsion system consists of 2N powertrains, N on each wing, mounted in parallel. When a powertrain fails, each of the controllers in the other operational powertrains adjusts its cruise control to maintain controllability of the aircraft while limiting the impact of the failure on aircraft performance.
    According to the method, to obviate a persistent asymmetry of thrust in the event of an engine failure, two separate paths are used.
    First way: by stopping at least one engine
    The first way consists in stopping, at least in terms of thrust delivered, the engine (s) complementary to the faulty engine (s).
    This way of proceeding makes it possible to counter the loss of thrust induced at the level of a wing by a breakdown of an engine of the propulsion system distributed by stopping the complementary engine on the opposite wing so as to maintain the overall thrusts, at the level of each wing, symmetrical.
    The complementary engine of a given engine is the engine which is symmetrical with respect to a plane of symmetry of the airplane, provided that the two engines are equivalent at least from the point of view of the thrust delivered.
    Thus, a necessary condition for the feasibility of the solution, both on the first track and on the second track described below, is the fact of having a symmetrical arrangement of the powertrains with respect to a plane of symmetry of the aircraft. and that each pair of symmetrical motors is formed by motors of the same thrust, in which case the motor couple is said to be symmetrical.
    Preferably, a pair of symmetrical motors contains strictly identical motors.
    In the illustrated embodiment, the distributed propulsion system consists of 2N powertrains numbered 1 to 2N, the left wing comprising groups 1 to N and the right wing comprising groups N + 1 to 2N.
    The natural integer N is greater than or equal to 1, preferably greater than or equal to 2.
    Generically, the index j of a powertrain complementary to a powertrain of index i is given by the bijective formula:
    j = 2N-i + 1
    In FIG. 2 for example, the powertrain ΡΤ Ί is the complement of the powertrain PT 2 n3065443
    We will now describe the method which is the subject of the invention according to the first implementation route through an example of engine failure.
    A failure reaches the powertrain PT, which no longer delivers engine speed, and therefore thrust, the controller of its engine-controller assembly MC, sends a fault signal FS to the analysis and data processing component DAC, said component analysis and data processing then orders the PT 2N powertrain to stop. i + 1 , complementary to the faulty group, by sending it an “Off” shutdown signal.
    In an implementation mode corresponding to the case of an engine failure which would not lead to a total stop of the engine in question, the stopping of said engine is forced during the execution of the command to stop the complementary engine so as to obtain harmful revs and thrust for each of the two complementary engines.
    In another mode of implementation corresponding to the case of an engine failure causing a drop in speed to a stabilized speed, a command to establish a speed similar to that of the faulty engine is sent to the additional engine. keep the thrusts balanced on the motors in question.
    FIG. 2 illustrates the case where a failure occurring at the level of the powertrain PT 2 n leads to the stopping of the powertrain ΡΤ Ί which is complementary thereto , according to the first embodiment of the invention.
    The distributed propulsion system therefore continues to deliver an equal thrust at the level of each wing, thus avoiding the appearance of an asymmetry which could lead to a loss of control of the aircraft by an untrained pilot with multi-engine management. .
    An alternative embodiment for implementing the method according to the first way consists in connecting, directly without passing through the analysis and data processing component, each powertrain to its complementary so that a failure occurring in one necessarily lead to the shutdown of the other, each motor forming a sort of circuit breaker for its complement.
    The latter architecture is more robust and allows redundancy in the engine stop command in the event of a fault, via the inter-motor connections and stop on pilot command.
    Second channel: by power regulation in at least one motor
    The second way is to adjust the overall thrust at the level of the wing opposite the wing comprising the faulty engine so as to cancel the yaw and roll moments induced by the asymmetry. The modification makes it possible to have overall thrusts per wing whose moments relative to the center of gravity of the aircraft are opposite, and is obtained by an adjustment of the power of all the engines of the wing not damaged .
    FIG. 3 shows diagrammatically the propulsion assembly distributed in a nominal operating mode, the powertrains of the left wing 10 generating an overall thrust Tl equal to an overall thrust Tr generated by the powertrains of the right wing 20. The symmetry of the propulsion system distributed with respect to a plane of symmetry A of the plane passing through the center of gravity of said plane G induces a symmetry of the two thrusts with respect to this plane of symmetry so that the yaw moment of the airplane is zero, except for regulatory tolerances.
    FIG. 4 illustrates the state of the thrusts after a failure occurring in the powertrain PT 2 n for example, the new resulting thrust Tr 'at the level of the right wing 20 is weaker in intensity and is exerted at a smaller distance from the plane of symmetry A than the thrust T R delivered by the powertrains of the wing in question before the failure.
    This break in symmetry between the overall left and right thrusts of the aircraft implies a non-zero yaw moment.
    In order to manage this asymmetry, the faulty powertrain informs the DAC data analysis and processing component of the occurrence of the failure by sending it the FS failure signal, the data analysis and processing component then sends to each powertrain of the wing opposite to that of the faulty group, a specific instruction S, for adjusting the speed and the engine torque in order to adjust the overall thrust at the level of the wing in question to the thrust at the level of the wing with faulty powertrain.
    The specific instructions S, of speed regulation and engine torque are sent to the controllers of the engine-controller assemblies MC, as illustrated in FIG. 5.
    In the example illustrated in FIGS. 3 to 5, the method applied according to the second path then allows the powertrains of the left wing 10 to compensate for the overall thrust T R 'reduced by the right wing 20 by a new overall thrust T L 'which is identical to it. The two thrusts are symmetrical with respect to the plane of symmetry A of the aircraft, thus preventing the appearance of an asymmetry of thrust and thereby of any yaw moment which would result therefrom. Thanks to a very limited response time, the permanent regulation regime is quickly reached without the slightest loss of pilot control.
    An asymmetry can also be caused by an uncontrolled increase in the thrust delivered by a given engine, and which cannot be compensated by a stalling of the symmetrical engine speed because of exceeding the operating limits. In this case, the faulty motor causing the increased thrust is stopped, and the method according to the invention is implemented according to one of the two ways.
    The calculation of the specific engine setting instructions can be done with adaptive control algorithms or iterative algorithms for example, the calculation of the revs and torques of the different engines must be optimized with constraints such as for example having close engine speeds by limiting the difference between said engine speeds, the most stable configuration, or the solution which consumes the least energy.
    The method is therefore based on the calculation algorithms implemented in the DAC data analysis and processing component and or in the engine controllers. The chosen solution consists in implementing 2 (N + 1) transfer matrices in each controller, each transfer matrix allows the calculation of the engine speed and torque necessary for an engine to regulate the thrust according to the state of the engine. which is connected to it by said transfer matrix. Indeed, each controller must be connected to all the controllers of the opposite wing and to the data analysis and processing component by two matrices each, a transfer matrix and its inverse. Since there are N controllers per wing and 1 data analysis and processing component, that makes 2 (N + 1) transfer matrices per controller.
    It is necessary to note that the two transfer matrices implemented in a controller i and which correspond to its relation with a controller j are the same as those implemented in the controller j and which correspond to its relation with the controller i. This redundancy is very useful because it allows each controller in operation to have all the matrices it needs despite total failures in the other controllers to which it is connected.
    By way of example, it is illustrated in FIG. 6 the two transfer matrices between a controller i and a controller j implemented in each of said controllers. The matrix, allowing the calculation of the setpoint of the controller i as a function of the state of the controller j, is denoted M- and is equal to the inverse of the matrix allowing a calculation in the opposite direction, that is to say say from controller i to controller j:
    Μ / = (Μ /) -1
    The invention as described is mainly intended for electric aviation and allows a significant improvement in the safety and performance of electric aircraft intended for novice or inexperienced pilots. The invention can also be applied to any other aircraft with distributed propulsion and incorporating automated control of its engines.
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    1. Method for the management of asymmetrical thrusts caused by engine failures within an aircraft provided with a distributed propulsion system, said distributed propulsion system comprising 2N powertrains (PT,), with N strictly positive integer and i integer between 1 and 2N inclusive, distributed symmetrically with respect to a plane of symmetry of said aircraft, characterized in that the power of at least one powertrain belonging to a first side of said plane of symmetry is reduced when a failure occurs in a powertrain belonging to the opposite side, so that the sum of the thrust moments generated by said powertrains relative to the center of gravity of said aircraft is zero, except for regulatory tolerances.
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that when a failure reaches a powertrain on a first side and cancels the thrust delivered by said powertrain, the powertrain on the opposite side symmetrical to the faulty group is stopped.
    [3" id="c-fr-0003]
    3. Method according to claim 1 or 2, characterized in that when a failure reaches a powertrain on one side and reduces the overall thrust at said first side, the powers of the powertrains on the opposite side are adjusted so to have an overall thrust at the level of said opposite side of moment relative to the center of gravity of the aircraft equal and opposite at the time of the overall thrust at level of the first side with respect to the center of gravity of said aircraft.
    [4" id="c-fr-0004]
    4. Method according to any one of the preceding claims, in which the aircraft comprises a data analysis and processing component (DAC), and in which each powertrain (PT,) comprises an engine-controller assembly (MC ,), consisting of a motor and a controller of said motor, coupled to a propulsion unit (Pi), each controller being connected to the data analysis and processing component (DAC).
    [5" id="c-fr-0005]
    5. Method according to claim 4, characterized in that a fault signal (FS) is sent to the analysis and data processing component (DAC) by the powertrain controller when a failure reaches said powertrain.
    [6" id="c-fr-0006]
    6. Method according to claim 5 taken in combination with claim 2, characterized in that the data analysis and processing component (DAC) sends a stop signal (OFF) to the controller of the symmetrical powertrain of the faulty powertrain.
    [7" id="c-fr-0007]
    7. Method according to claim 5 taken in combination with claim 3, characterized in that the data analysis and processing component (DAC) sends to the controller of each powertrain (PT,) on the opposite side a specific instruction ( S,) for adjusting the engine speed and / or torque.
    [8" id="c-fr-0008]
    8. Method according to claim 7, characterized in that each controller on a first side is assigned numerically to all the controllers on the opposite side by two transfer matrices each, and to the data analysis and processing component (DAC) by two matrices also.
    [9" id="c-fr-0009]
    9. Method according to claim 8, characterized in that in each of the 2N controllers are implemented 2 (N + 1) transfer matrices which allow the calculation of the speed and the torque necessary for each powertrain to adjust the overall thrust to the level d a first side comprising said powertrain as a function of the speeds and of the pairs of powertrains belonging to the opposite side.
    [10" id="c-fr-0010]
    10. Distributed propulsion aircraft in which a
    5 method according to any one of the preceding claims.
    [11" id="c-fr-0011]
    11. Aircraft according to claim 10, in which the distributed propulsion is electric.
    10
    [0012]
    12. Aircraft according to claim 10, in which the distributed propulsion is hybrid.
    1/3
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3065443A1|2018-10-26|METHOD FOR THE MANAGEMENT OF DISSYMETRY WITHIN A DISTRIBUTED PROPULSION SYSTEM
    EP2750969B1|2017-10-11|Aircraft comprising a distributed electric power unit with free wheels
    EP2105378B1|2012-05-16|Fast hybrid helicopter with large range
    EP2567893B1|2013-11-13|Long-range high-speed aircraft
    EP3294624B1|2021-03-31|Convertible airplane with exposable rotors
    FR2943037A1|2010-09-17|AIRCRAFT CONTROL SYSTEM WITH INTEGRATED MODULAR ARCHITECTURE.
    DE102013109392A1|2015-03-05|Fast-flying, vertically launchable aircraft
    RU2009142441A|2011-06-27|HIGH-SPEED HYBRID HELICOPTER WITH A LARGE RADIUS OF ACTION AND AN OPTIMIZED LIFTING SCREW
    FR2998542A1|2014-05-30|METHOD AND AIRCRAFT WITH ROTARY WING WITH THREE ENGINES
    FR2983171A1|2013-05-31|ANTI-TORQUE DEVICE WITH LONGITUDINAL PUSH FOR A GIRAVION
    EP3118112A1|2017-01-18|A compound aircraft having an additional anti-torque device
    FR3006293A1|2014-12-05|ROTARY SAILING GIRAVION WITH A PLURALITY OF PROPELLERS
    EP0873938A1|1998-10-28|Engine system for a propeller driven aircraft
    EP3628593A1|2020-04-01|Multirotor aircraft with hybrid or electric engine with optimised energy consumption
    EP3656668A2|2020-05-27|Tilting duct compound helicopter
    US10227138B2|2019-03-12|Asymmetry-proof multi-engine aircraft
    GB2468917A|2010-09-29|Aircraft propulsion unit having two sets of contra-rotating, ducted propellers
    EP3476731B1|2020-12-02|Rotorcraft anti-torque system
    EP3828082A1|2021-06-02|Hybrid rotorcraft comprising at least one pusher or tractor propeller and associated control method
    FR3093502A1|2020-09-11|AIRCRAFT WITH TURBOFAN TYPE MAIN ENGINES AND COMPLEMENTARY PROPELLER ENGINES
    FR3022217A1|2015-12-18|CONVERTIBLE AIRCRAFT WITH TILTING WING
    FR2942773A1|2010-09-10|Twin-turboprop airplane propelling device, has turbo-prop engines located inside cell and mechanically coupled to single propeller or double propellers, where engine-propeller assembly is placed in axis of cell and is not arranged on wings
    WO2020025885A1|2020-02-06|Vertical take-off and landing aircraft
    US20210094694A1|2021-04-01|Electric motor for a propeller engine
    FR3071223A1|2019-03-22|HYBRID HELICOPTER COMPRISING INCLINED PROPULSION PROPELLERS
    同族专利:
    公开号 | 公开日
    US20180305033A1|2018-10-25|
    CN108725803A|2018-11-02|
    FR3065443B1|2021-01-01|
    US10513342B2|2019-12-24|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    CA684060A|1964-04-07|Focke-Wulf Gesellschaft Mit Beschraenkter Haftung|Vertical take off and landing aircraft|
    FR1090772A|1952-10-20|1955-04-04|Power Jets Res & Dev Ltd|Improvements to jet propelled planes|
    DE1151178B|1961-10-07|1963-07-04|Dornier Werke Gmbh|Vertical take off and landing aircraft with axial jet engines at the wing ends|
    US4884205A|1987-08-04|1989-11-28|Hernandez Diaz Jorge H|Method and apparatus for limiting adverse yaw-induced roll during engine failure in multiengine aircraft|
    EP0828206A1|1996-09-09|1998-03-11|Aerospatiale Societe Nationale Industrielle|Device for controlling the thrust of a multi-engine aircraft|
    FR2920410A1|2007-09-03|2009-03-06|Airbus France Sas|DISTRIBUTED ARCHITECTURE BETWEEN A FADEC AND AVIONIC COMPONENTS|
    FR2937008A1|2008-10-09|2010-04-16|Airbus France|METHOD AND DEVICE FOR ENERGY PROTECTION OF AN AIRCRAFT|
    DE102012104783A1|2012-06-01|2013-12-24|Logo-Team Ug |Aircraft, preferably UAV, drone and / or UAS|
    FR2914075B1|2007-03-22|2009-04-24|Airbus France Sas|METHOD AND DEVICE FOR LIMITING THE ROLL CONTROL OF AN AIRCRAFT BASED ON A PUSHED DISSYMETRY|
    EP3038921B1|2013-08-28|2020-07-01|United Technologies Corporation|Multi-engine aircraft thrust balancing|
    US10597164B2|2016-07-01|2020-03-24|Textron Innovations Inc.|Aircraft having redundant directional control|US10101719B1|2017-12-12|2018-10-16|Kitty Hawk Corporation|Aircraft control system based on sparse set of simulation data|
    CN109653885B|2018-11-05|2020-10-20|中国航空工业集团公司西安飞机设计研究所|Average value balancing method for actual rotating speed of engine and control system thereof|
    CN109799826B|2019-02-20|2022-02-25|上海振华重工股份有限公司|Thrust distribution method of ship propeller system|
    DE102019205152A1|2019-04-10|2020-10-15|Rolls-Royce Deutschland Ltd & Co Kg|Electric propulsion system for an aircraft with minimal yaw moment|
    CN110254731B|2019-06-25|2020-12-25|辽宁壮龙无人机科技有限公司|Propeller-breaking protection method and device based on six-rotor aircraft|
    CN110861786B|2019-11-06|2021-05-11|上海卫星工程研究所|Jet control safety diagnosis method, system, device and medium for spacecraft thruster|
    CN111237062B|2020-01-16|2021-08-17|中国商用飞机有限责任公司|System and method for realizing automatic takeoff thrust control function of engine|
    WO2021224490A1|2020-05-08|2021-11-11|Politecnico Di Milano|Distributed electric propulsion aircraft simulating a single propeller aircraft|
    法律状态:
    2018-04-20| PLFP| Fee payment|Year of fee payment: 2 |
    2018-10-26| PLSC| Search report ready|Effective date: 20181026 |
    2019-04-18| PLFP| Fee payment|Year of fee payment: 3 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 4 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1753376A|FR3065443B1|2017-04-19|2017-04-19|METHOD FOR THE MANAGEMENT OF DISSYMETRY WITHIN A DISTRIBUTED PROPULSION SYSTEM|
    FR1753376|2017-04-19|FR1753376A| FR3065443B1|2017-04-19|2017-04-19|METHOD FOR THE MANAGEMENT OF DISSYMETRY WITHIN A DISTRIBUTED PROPULSION SYSTEM|
    CN201810343997.9A| CN108725803A|2017-04-19|2018-04-17|Unbalanced method in the distributed propulsion system of management|
    US15/955,264| US10513342B2|2017-04-19|2018-04-17|Method for managing imbalance in a distributed propulsion system|
    [返回顶部]