Patent Grant
9193476
This application claims priority to France Application No. 12 61338, filed Nov. 28, 2012, the entire contents of which is hereby incorporated by reference.
The present invention relates to a method and a device for aiding the monitoring of a turbine engine of an aircraft, in particular of a transport aeroplane, while said turbine engine is in a sub-idle operating phase.
“Sub-idle operation” relates to an operating state of the turbine engine, particularly during the start phase or during recovery after an ill-timed dip below the lowest power ensuring stable operation, for which the turbine engine rotates more slowly than when it is idling.
Generally, to monitor the start or reacceleration towards idle speed of the engines of an aircraft, the aircraft crew is obliged to check several digital and/or analogue parameters simultaneously, which are displayed on various screens or instruments (particularly on a main ECAM page and a secondary engine page). In particular, the crew have to monitor the following in sequence and/or in parallel:
To monitor the gas outlet temperature (EGT), most engine manufacturers take into account only a set limit, generally shown in red, which is published in the operating manuals and thus known to the aircraft crew. However, some engine manufacturers add to this a limit which can vary as a function of the speed N2 of the HP module and is generally shown in amber. As a criterion, this temperature limit depending on the rotational speed is closer to the physical reality of the turbine engine; however, the crew cannot memorise it since it changes (and is therefore not published in the operating manuals). This variable limit is taken into account by the warning logics of the turbine engine control unit, but the crew has no means of easily anticipating the sounding of an overheating warning or a start failure and generally simply has to react if the need arises.
In particular, FR-2 821 452 discloses an electronic centralised aircraft monitoring (or ECAM) device which automatically monitors a plurality of systems, including the engines of an aircraft, and informs the aircraft crew of the state of these systems. In a particular embodiment, this monitoring device displays, among other things, the gas outlet temperature EGT and the rotational speed N2 of the high-pressure module of the engines on different screens or different pages.
Furthermore, when in flight and with conventional display means, the distinction between an engine in standard operation and an engine in sub-idle operation is not immediately obvious, instead requiring the careful reading of a number of other particular parameters (in particular the N2 or N3 parameter).
The object of the present invention is to overcome the aforementioned drawbacks. Said invention relates to a method for assisting an aircraft crew in monitoring a turbine engine of said aircraft while said turbine engine is in a sub-idle operating phase, in particular during the start phase.
Accordingly, according to the invention, said method is distinctive in that the following operations are carried out automatically and repeatedly in real-time:
Thus, owing to the invention, data representing current values for the two main start criteria (the rotational speed N2 or N3 of the high-pressure module of the turbine engine and the gas outlet temperature EGT from the turbine engine) are displayed on one and the same screen, thereby facilitating the reading thereof. For this purpose, the display uses new calculated parameters which are derived mainly from said N2 (or N3) and EGT parameters and which give an indication of the current state of the engine during the sub-idle operating phase, more specifically:
Therefore, when looking at the indicating elements displayed, an operator is able to quickly ascertain the state of the engine (rotation, temperature) and thus the characteristics of sub-idle operation, particularly upon start (hung, quick or hot start, etc.) and during an attempt to recover from sub-idle operation.
Moreover, since the indicating elements are updated in real-time and aligned with each other by means of a correlation set out below, the dynamics of said indicating elements show how start is progressing and how serious the impact would be of any unusual behaviour. The crew should pay particular attention particularly when the two indicating elements are rapidly converging.
According to the invention, account is thus taken of a first parameter corresponding to a percentage which varies from 0 to 100%, indicates the difference between the current sub-idle operation point and the target idle power and, where appropriate, also represents engine start progress.
Advantageously, said first parameter P1 is calculated using the following expression:
P1=(N2c−N2t0)/(N2ld−N2t0)
in which:
Preferably, N2t0 is assumed to be zero in order to have a reference P1=0 irrespective of the state of the turbine engine. In this particular case, P1 verifies the following relationship:
P1=N2c/N2ld.
In a first, preferred embodiment allowing, in particular, easy reading, said first, second and third indicating elements correspond respectively to a needle which moves on a dial which is graduated in terms of the percentage to which start is complete, to a first main (lower) movable boundary marker of a first main segment of this dial which represents an overheating limit (possibly accompanied by an auxiliary segment associated with a second overheating limit), and to a second main (lower) movable boundary marker of a second main segment of this dial which represents a hung-start limit.
In this first embodiment, the value P2 is calculated for the first movable boundary marker (overheating boundary marker) on said dial using the following expression:
P2=(N2c+k1Δ×N2ant+(1−k1)×ΔEGTrN2)/N2ld
in which, in addition:
The EGT limit taken into account may correspond:
The corresponding segment is displayed in a different colour depending on the EGT limit taken into account, for example EGTIim is displayed in amber and EGTmax in red.
The (for example red and amber) segment(s) thus defined represent(s) the predicted ranges in which the engine would overheat if the start were to continue at the same dynamics. Therefore, the lower extremities of these segments represent the overheating limits having been incorporated into this gauge. In nominal operation, the needle associated with the value of P1 thus needs to be below the lower movable boundary markers associated with the values of P2.
In a first, simplified alternative embodiment, said margin ΔEGTrN2 (used to calculate P2) is calculated using the following expression:
ΔEGTrN2=ΔEGT1×N2ld
in which ΔEGT1 is the difference, calculated in an orthonormal coordinate system, between the current value for the gas outlet temperature from the turbine engine and the corresponding value for the curve indicating the EGT limit.
Furthermore, in a second alternative embodiment, said margin ΔEGTrN2 is calculated using the following expression:
ΔEGTrN2=ΔEGT2×N2ld
in which ΔEGT2 is the shortest distance, calculated in an orthonormal coordinate system, between the current operating point and the curve indicating the EGT limit.
Furthermore, advantageously, said value ΔN2ant (also used to calculate P2) is determined as a function of the margin ΔEGTrN2 and, where this margin ΔEGTrN2 is positive, as a function of the evolution in the gas outlet temperature (EGT) from the turbine engine and in the rotational speed (N2) of the high-pressure module of the turbine engine, as set out below.
In the first, preferred embodiment, a variant can be considered for the calculation of the first movable boundary marker (overheating boundary marker) on said dial. In this variant, the value P2bis is calculated for said lower movable boundary marker of said dial segment using the following expression:
P2bis=(N2c+ΔEGTrN2ant)/N2ld
in which ΔEGTrN2ant is determined in a similar manner to ΔEGTrN2, albeit at an anticipated operating point, which is a forecast at a particular time after the current operating point, assuming that the engine (turbine engine) maintains the same dynamics.
Furthermore, in this first embodiment, the value P3 is calculated for the second main movable boundary marker (hung start boundary marker) on said dial:
The value P3 is thus calculated for the second main movable boundary marker of the second main segment of said dial (corresponding to the hung-start limit) using the time derivative of N2 (dN2/dt) and threshold values specified by the engine manufacturer. The dial of the gauge displays this second main segment of which the upper movable boundary marker corresponds to the lower movable boundary marker of the first main segment (that is, that known as the overheating segment, associated with the calculation of P2) and of which the lower movable boundary marker is positioned at the value of P3. In nominal operation, the needle associated with the value of P1 thus needs to be above the upper movable boundary marker associated with the value of P3 and, as explained previously, below lower movable boundary markers associated with the values of P2. The second main segment thus corresponds to a nominal operation zone: this is shown in a particular colour, such as green.
Moreover, advantageously, an auxiliary movable boundary marker value is calculated for an auxiliary segment of said dial, which corresponds to a windmill-start limit, and a segment of which the lower movable boundary marker is positioned on this auxiliary value is displayed on the dial of the gauge.
Furthermore, advantageously, each segment of the dial is displayed in a specific colour, and said needle assumes the colour of the segment in which it is positioned.
Moreover, advantageously, an additional value is determined for a percentage to which start is complete, in relation to a fuel valve, and a point of reference is shown on the dial of the gauge, which is positioned on this additional value. This point of reference on the gauge thus indicates the value of P1 at which the fuel is injected.
Moreover, in a second embodiment, said first and second indicating elements correspond respectively to first and second needles which are represented on two concentric dials, namely an outer dial for said first needle and an inner dial for said second needle. The first (outer) needle represents, as in the first preferred embodiment, a percentage to which start is complete, represented by the parameter P1. The second (inner) needle represents the gas outlet temperature EGT, and the scale of the inner dial is variable and can be adjusted repeatedly in real-time such that the overheating limit value, known as the EGT limit, is always at the point at which said first needle meets this inner dial.
Therefore, the accepted positions for the temperature needle (second or inner needle) are those located below the current position of the start needle (first or outer needle). When the two needles are superposed, the overheating limit has been reached, and if the temperature needle overtakes the start needle, the overheating limit has been breached and start must be stopped. Thus, it is very easy to discern a hot start (or a start which is drifting) by looking at the angular displacement and variations between the two needles.
Furthermore, advantageously, in all the embodiments, auxiliary data are also shown on said display means, in particular as text (steps in the start sequence, outages) and in the form of various symbols.
For example, textual data can be displayed in three lines, with:
The present invention also relates to an automatic device for aiding the monitoring of a turbine engine of an aircraft while said turbine engine is in a sub-idle operating phase, in particular during the start phase.
According to the invention, said device is distinctive in that it comprises:
The present invention thus relates to the creation and display of new parameters for monitoring an aeronautical turbine engine in a sub-idle operating phase, in particular while starting-up. The purpose of displaying these new parameters is to make the monitoring of a turbine engine start more intuitive and easier, by helping the crew to focus on simple parameters, reduced to a bare minimum and allowing the pilot(s) to have a phase lead over the system. Moreover, by extending this display to all the sub-idle operating phases, and by using different symbols for an engine in standard operation (conventional display) and an engine in sub-idle operation (display according to the invention), the crew can very quickly gain a precise impression of the state of the aircraft, by unambiguously segregating the turbine machines in standard operation from those not able to provide propulsion.
The figures of the accompanying drawings will make clear how the nvention can be carried out. In these figures, identical references denote like elements.
The device 1 according to the invention and shown schematically in
For this purpose, said device 1 is automatic and comprises, according to the invention:
Thus, the device 1 according to the invention displays, on one and the same gauge 11, 12, described in more detail below, and in real-time, data representing current values for the two main start criteria (the rotational speed N2 of the high-pressure module of the turbine engine and the gas outlet temperature EGT from the turbine engine), thereby facilitating the reading thereof.
More particularly, the display uses new calculated parameters P1, P2 and P3, which are derived mainly from said parameters N2 and EGT and which give an indication of the current state of the engine during the sub-idle operating phase, more specifically:
Therefore, when looking at the indicating elements displayed, an operator is able to quickly ascertain the state of the engine (rotation, temperature) and thus the characteristics of sub-idle operation, particularly upon start (hung, quick or hot start, etc.).
Moreover, since the indicating elements are updated in real-time and aligned with each other by means of a correlation set out below, the dynamics of said indicating elements indicate how start is progressing and the severity of any outages. The crew should pay particular attention particularly when the two indicating elements are rapidly converging.
In a particular embodiment, said means 2 and 3 are incorporated within a calculation unit 8 which is connected by means of a connection 9 to conventional means 10 for monitoring a turbine engine. These monitoring means 10 generate, in a conventional manner, the current values N2c and EGTc for, respectively, the rotational speed of the high-pressure module of the turbine engine and for the gas outlet temperature from the turbine engine. The monitoring means 10 may also belong to said device 1.
Moreover, said calculation means 3 calculate said first parameter P1 using the following expression:
P1=(N2c−N2t0)/(N2ld−N2t0)
in which:
Throughout the description, N2ld corresponds:
Preferably, N2t0 is assumed to be zero in order to have a reference P1=0 irrespective of the state of the turbine engine. Thus, hereafter in the description, P1 verifies the following simplified relationship:
P1=N2c/N2ld.
The parameter P1 thus constitutes a parameter which is calculated from the value N2c. This parameter P1 represents the state of completion of start with respect to the anticipated value N2ld at the end of start (minimum “idle” value or “idle” value of the day on the basis of environmental conditions).
Said parameter P1 varies from 0% (engine stopped, aeroplane stopped on the ground and N2t0=0) to 100% and, during restart, allows for an indication of the state of completion of this start. It is thus possible to use suitable symbology to show the pilot the zones which are eligible for start, as set out below.
In a particular embodiment, the calculation means 3 are able to multiply said parameter P1 by a value between 0 and 1, as a function of the rotational speed of the fan (or low-pressure module) of the turbine engine (normally denoted N1), to allow for cases in which the low-pressure module is locked (“N1-locked”).
In a first, preferred embodiment, shown in particular in
The movable boundary markers 16, 17 and 33 thus move on the dial 15 in such a way as to indicate a forbidden zone (segment 18), a precautionary zone (segment 19) and a nominal operation zone (segment 26), as set out below.
The dial 15 is displayed towards the bottom to clearly distinguish the sub-idle operating phase, considered in the present invention, from standard (above-idle) operating phases, which are conventionally displayed towards the top.
Said dial 15 is graduated in %, with points of reference and a segment 20 in the upper portion to indicate which zone is eligible for idling.
In the preferred example shown in
In this first embodiment, said calculation means 3 calculate the value P2 for the movable boundary marker 16, 17 on said dial 15, using the following expression:
P2=(N2c+k1×ΔN2ant+(1−k1)×ΔEGTrN2)/N2ld
in which, in addition to N2c and N2ld:
The EGT limit taken into account may correspond:
At the very least, a segment 19 is provided on the gauge 11, for which the EGT limit taken into account corresponds to the published set maximum overheating limit EGTmax. Preferably, a second segment 18 is added thereto, for which the EGT limit taken into account corresponds to the variable overheating limit EGTIim depending on the value of N2.
These limits are shown in
The means 5 display the segments 18, 19 in different colours depending on which EGT limit is taken into account, for example amber for EGTIim and red for EGTmax. The colours are shown by means of a standard line and a thick line on the gauge 11 in
The segments 18 and 19 thus represent the predicted ranges within which the engine would actually or imminently overheat if start were to continue at the same dynamics. Therefore, the lower extremities 16 and 17 of these segments 18 and 19 represent the overheating limits having been incorporated in the gauge 11.
Furthermore, the means 5 display each segment in a specific colour, providing in particular a segment 26 (for example in green) which corresponds to nominal operation, is shown dashed in
The following set out the means by which to determine the parameters ΔEGTrN2 and ΔN2ant which are used to calculate P2. It will be recalled that:
The aim of the parameter ΔEGTrN2 is to reflect the margin with respect to the EGT limit (EGTmax or EGTIim) at the current operating point RP (N2c and EGTc) of the engine.
In a first, simplified alternative embodiment, this margin is calculated as the difference between the EGT limit (EGTmax or EGTIim) and the current EGTc value for EGT (at the point RP, that is, for the current N2c value for N2), as shown in
Additionally, in this first alternative embodiment, said calculation means 3 calculate said margin ΔEGTrN2 using the following expression:
ΔEGTrN2=ΔEGT1×N2ld
in which ΔEGT1 is said difference between the current EGTc value and the value at point 27 on the curve C2 indicating the EGT limit for the current N2c value, and this in an orthonormal, dimensionless coordinate system (to achieve this, the field EGT, N2 is transformed into a field of reduced, or dimensionless, parameters by dividing the EGT and N2 values by EGTmax and N2ld respectively).
In a second alternative embodiment, the margin ΔEGTrN2 is calculated as the shortest distance D between the current operating point RP and the curve C2 indicating the EGT limit (at a point 28), as shown in
Additionally, in this second alternative embodiment, said calculation means 3 calculate said margin ΔEGTrN2 using the following expression:
ΔEGTrN2=ΔEGT2×N2ld
in which ΔEGT2 is said shortest distance D between the current operating point RP and the curve C2 indicating the EGT limit in an orthonormal, dimensionless coordinate system (as above).
This distance D is calculated using the conventional mathematical formula, in an orthonormal coordinate system, for calculating the shortest distance between a current operating point RP of coordinates (xRP, yRP) and a straight line (section 29 of C2) defined by the equation:
y=ax+by
namely:
D=|a×RP−yRP+b|/(√{square root over (1+a2)}).
Where the EGT limit curve is a segmented linear function, the calculation principle remains the same, but different zones are defined and formulae that are suited to calculating the distance can be used depending on the zone in which the operating point is located.
In
Moreover, the aim of the parameter ΔN2ant is to introduce an anticipation factor into the calculation of P2, when the EGT value has not yet reached the EGT limit.
When ΔEGTrN2>0, the calculation means 3 calculate the N2 value at which the EGT value will exceed the EGT limit if the engine maintains the same dynamics (that is, assuming the value dEGT/dN2 for the given moment).
In other words, the calculation means 3 calculate the intersection of the curve C2 (and/or C1) indicating the EGT limit and the tangent 30 from the current operating point RP of the curve C3 indicating the current evolution in EGT as a function of N2, so as to obtain N2int, as shown in
Thus: ΔN2ant=N2int−N2c.
Five different cases depending on the evolution in EGT and N2 should be taken into account when continuously calculating ΔN2ant, namely:
A/ case 1: ΔEGTrN2≦0
Since the margin towards the EGT limit is already negative, there is no point calculating an anticipation factor. In addition, it is assumed that ΔN2ant=0 ;
B/ case 2: ΔEGTrN2>0 , dEGT/dt≧0 and dN2/dt≧0
The value at the intersection can be determined using the equation below:
N2int=(EGTc−N2c×(dEGT/dN2)c−f)/(d−(dEGT/N2)c
in which d and f are taken from the equation y=d.x+f of the curve C2 indicating the EGT limit.
To avoid an infinite value, N2int will be limited to an arbitrary empirical value MaxN2int;
C/ case 3: ΔEGTrN2>0, dEGT/dt≧0 and dN2/dt≦0
The intersection could be calculated but is devoid of sense in anticipation terms. In addition, it is assumed that: ΔN2ant=0;
D/ case 4: ΔEGTrN2>0 , dEGT/dt≦0 and dN2/dt≧0
The intersection could be calculated in some cases but is devoid of sense in anticipation terms. In addition, it is assumed that: ΔN2ant=0; and
E/ case 5: ΔEGTrN2>0 , dEGT/dt≦0 and dN2/dt≧0
The intersection cannot be calculated and the EGT value will never exceed the limit if the dynamics remain the same. In addition, a higher value can be foreseen for ΔN2ant. To ensure consistency with case 2, it is assumed that ΔN2ant=MaxN2int−N2c.
Generally speaking, any discrepancies among the various cases above (and cases 4 and 5 in particular) will be eradicated by a decreasing average over a short period of time (known as a “washout”).
Moreover, in a particular embodiment, instead of calculating the lower movable boundary markers 16 and 17 (of segments 18, 19) by adding together an anticipation term and a term representing the current margin at the current operating point, as described above, it is possible to calculate the margin with respect to the EGT limit at an anticipated operating point.
More specifically, in this particular embodiment:
In this case, ΔEGTrN2ant is calculated as indicated above for ΔEGTrN2, albeit at the anticipated operating point RA as opposed to at the current operating point RP, as shown in
This anticipated operating point RA, which is thus a projection Δt seconds later than the current operating point assuming that the engine maintains the same dynamics (dEGT/dN2), is defined by the following coordinates:
((N2c+Δt×dN2/dt)/(N2ld), (EGTc+Δt×dEGT/dt)/(EGT max))
Δt can be a set value, for example 3 seconds, which is provided to obtain an accurate anticipation, taking into account the crew response time and preventing an exaggerated response, such as the crew prematurely and unjustifiably switching off the engine.
However, Δt can also be maximised (at Δtmax) to prevent an incorrect overheating indication when the current operating point RP is approaching the EGT limit (curve C2 in
Δtmax can be found using the following equation:
(dEGT/dt×Δt max)2+(dN2/dt×Δt max)2=(EGT int−EGTc)2+(N2int−N2c)2
in which EGTint and N2int correspond to the coordinates of the intersection of the curve indicating the EGT limit and of the tangent from the current operating point of the actual evolution curve.
Moreover, said calculation means 3 additionally calculate a value P3 for a lower movable boundary marker 33 of a segment 26, corresponding to a start limit which is so slow that there is a high probability of failure (“hung start”, referred to as “HS slow start” below). The slowness threshold that makes start failure probable is specified by the engine manufacturers (generally as a minimum dN2/dt). Said means 5 display said segment 26 on the dial 15 of the gauge 11 between an upper boundary marker given by the value of P2 (position 16 or 17 on the dial 15 in
The calculation of P3 depends on the manner in which an HS slow start is monitored by a full-authority digital engine control (FADEC) system. More specifically:
Moreover, said calculation means 3 determine an additional value for the percentage to which start is complete, in relation to the opening of the fuel valve of the turbine engine, and said means 5 display a symbol or point of reference 34 (for example a dash with the indication “FF”) on the dial 15 of the gauge 11, which is positioned at this value, as shown in
This point of reference 34 to indicate on the gauge 11 the opening of the fuel valve indicates the position on the dial at which fuel is injected automatically under automatic start, or the position from which the crew can request fuel injection under manual start.
Moreover, in a particular embodiment, said calculation means 3 calculate an auxiliary value Paux for a movable boundary marker of a segment 35, corresponding to a windmill-start limit, and said means 5 display, for example in grey, a segment 35 on the gauge 11 of which the lower boundary marker is positioned on this auxiliary value (position 36), as shown in
When the needle 14 is below this segment 35 (in grey, for example), the aeroplane has to be accelerated in order to increase the windmill rotational speed of the engine so as to be able to perform a windmill start.
The lower extremity 36 (auxiliary value Paux) of this segment 35 can be calculated as follows, depending on the manner in which the windmill-start limit is defined:
in which:
Moreover, text zones 24 and 25 are provided on the display means 7 to display messages of various types of message (text, symbols, etc.).
For example, textual data can be displayed in the text zone 24, in three lines, with:
Moreover, the text zone 25 may contain the digital value of N2c. Preferably, the needle 14 and the digital value thus displayed are both coloured according to the colour of the coloured segment in which the needle 14 is found.
Moreover, in a second embodiment shown in
Therefore, the accepted positions for the temperature needle 43 (second or inner needle) are those located below the current position of the start needle 42 (first or outer needle), as shown in the example in
In
Thus, it is very easy for an operator to discern a hot start (or a start which is drifting) by looking at the angular displacement and variations between the two needles 42 and 43.
When the needle 42 reaches the value N2td as described in the first embodiment, the device 1 deems the engine to be idling, and artificially and gradually brings this needle 42 back to the maximum value to indicate that start is complete. In
| Number | Date | Country | Kind |
|---|---|---|---|
| 12 61338 | Nov 2012 | FR | national |
| Number | Name | Date | Kind |
|---|---|---|---|
| 5726891 | Sisson et al. | Mar 1998 | A |
| 5886649 | Francois | Mar 1999 | A |
| 7053796 | Barber | May 2006 | B1 |
| 8384563 | Fernandez | Feb 2013 | B2 |
| 20080140268 | Todini | Jun 2008 | A1 |
| Number | Date | Country |
|---|---|---|
| WO 2006081334 | Aug 2006 | WO |
| Entry |
|---|
| French Search Report for FR Application No. 12 61338, dated Aug. 2, 2013, Lyons, Christopher, 2 pages. |
| Number | Date | Country | |
|---|---|---|---|
| 20140145863 A1 | May 2014 | US |
