阅读说明：本技术 控制发动机关闭的控制系统和包括该控制系统的飞行器 (Control system for controlling engine shut-down and aircraft comprising such a control system ) 是由 大卫·博耶尔 帕特里克·扎卡里亚 于 2021-05-12 设计创作，主要内容包括：公开了一种用于控制飞行器(100)的发动机关闭的控制系统(110)和包括该控制系统的飞行器(100)。该控制系统(110)包括：燃料供应截止构件(120)；控制构件,其包括一组开关,即在燃料供应截止构件的电力供应链路(130)上的第一开关以及连接至飞行器的航空电子设备的多个第二开关,该一组开关在发动机关闭命令下切换位置。发动机关闭确认单元包括放置在电力供应链路上的第三开关,第三开关默认情况下处于断开位置。发动机关闭确认单元包括电子电路系统,其被配置成当控制构件的预先限定的数量Q的开关在预先限定的持续时间的滑动时间帧内切换时将第三开关切换至闭合位置,否则,使第三开关保持在断开位置。因此,确保发动机关闭是有意的。(A control system (110) for controlling engine shut-down of an aircraft (100) and an aircraft (100) including the control system are disclosed. The control system (110) comprises: a fuel supply cutoff member (120); a control member comprising a set of switches, a first switch on the power supply link (130) of the fuel supply cutoff member and a plurality of second switches connected to the avionics of the aircraft, the set of switches switching positions on an engine-off command. The engine off confirmation unit comprises a third switch placed on the power supply link, the third switch being in an open position by default. The engine off confirmation unit comprises electronic circuitry configured to switch the third switch to the closed position when a predefined number Q of switches of the control member are switched within a sliding time frame of a predefined duration, and otherwise to keep the third switch in the open position. Thus, it is intentional to ensure that the engine is shut down.)

1. A control system (110) for controlling engine shutdown of a propulsion engine (101) of an aircraft (100), the control system comprising:

at least one fuel supply cutoff member (120) such that when the fuel supply cutoff member (120) is powered, the fuel supply to the propulsion engine (101) is stopped;

a control member (200) intended to be placed in a cockpit of the aircraft (100) and comprising a set of switches (201), namely at least one first switch (202) on the power supply link (130) of the one or more fuel supply cut-off members (120) and a plurality of second switches intended to be connected to avionics (310) of the aircraft (100), the one or more first switches (202) being in an open position by default, the set of switches (201) switching positions on an engine-off command;

an engine shutdown confirmation unit (300) comprising at least one third switch (301) placed on the power supply link (130), the one or more third switches (301) being in an open position by default;

and wherein the engine off confirmation unit (300) comprises electronic circuitry configured to switch the one or more third switches (301) to a closed position when a predefined number Q of switches of the set of switches (201) of the control member (200) are switched within a sliding time frame of a predefined duration, and to otherwise keep the one or more third switches (301) in an open position.

2. The control system (110) of claim 1, wherein the electronic circuitry is further configured to:

is set to stand by for a predefined duration representing the reaction time inertia of the propulsion engine (101) when the engine is off;

checking whether the propulsion engine (101) is in a logic off mode, and if this is the case, the electronic circuitry keeps the one or more third switches (301) in a closed position, and otherwise, the electronic circuitry switches the one or more third switches (301) back to an open position.

3. The control system (110) of claim 2, wherein the electronic circuitry determines that the propulsion engine (101) is in a logically off mode when a sensor confirms that the configuration of the fuel supply cutoff member (120) is in a fuel supply cutoff state.

4. The control system (110) of claim 2, wherein the electronic circuitry determines that the propulsion engine (101) is in a logical off mode when a sensor confirms that the speed of the propulsion engine (101) is dropping.

5. The control system (110) according to any one of claims 1 to 4, wherein the engine off confirmation unit (300) is also placed at the output of the second switch, interposed between the control member (200) of the aircraft (100) and the avionics device (310).

6. The control system (110) according to any one of claims 1 to 5, wherein the one or more third switches (301) are electromagnetic relays.

7. An aircraft (100) comprising at least a propulsion engine (101) and a control system (110) according to any one of claims 1 to 6.

8. The aircraft (100) of claim 7, wherein the electronic circuitry is configured to maintain the one or more third switches (301) in a closed position and not monitor switching of the set of switches (201) of the control member (200) when a speed of the aircraft (100) is below a predefined speed threshold.

9. The aircraft (100) according to any one of claims 7 and 8, wherein the electronic circuitry is configured to keep the one or more third switches (301) in a closed position and not to monitor switching of the set of switches (201) of the control member (200) during a takeoff phase of the aircraft (100).

10. The aircraft (100) according to any one of claims 7 to 9, wherein the fuel supply shut-off member (120) is a high-pressure shut-off solenoid valve and/or a low-pressure shut-off solenoid valve.

Technical Field

The field of the invention is a system for confirming the shutdown of an aircraft engine, and a method implemented by such a system.

Background

In many aircraft, the pilot may command the engine (intended to propel the aircraft) to be turned off by actuating dedicated control components in the cockpit. Such an engine shut-off control member is, for example, incorporated in a main operating lever (intended for controlling the engine). When actuated, such an engine shut-off control member triggers a set of switches, at least one of which is actuated to power an engine fuel supply cutoff member (e.g., a fuel cutoff solenoid valve), and several other switches are actuated to notify other components of the aircraft of the engine shut-off, such as a FADEC (full authority digital engine control) system computer. In this way, the fuel supply of the engine is cut off and all the components of the aircraft involved in the propulsion management are correctly informed of the engine shut-down.

Although this mechanism for triggering the shutdown of the aircraft engine is validated, it is still desirable in the field of aviation to enhance the safety mechanism and to confirm that the actuation of the engine shutdown command (particularly in flight) does correspond to the pilot's intention.

Disclosure of Invention

To this end, a control system for controlling the engine shutdown of a propulsion engine of an aircraft is proposed, the control system comprising: at least one fuel supply cutoff member such that when the fuel supply cutoff member is powered, fuel supply to the propulsion engine is stopped; a control member intended to be placed in the cockpit of the aircraft and comprising a set of switches, namely at least one first switch on the power supply link of the one or more fuel supply cutoff members, said one or more first switches being in an open position by default, and a plurality of second switches intended to be connected to the avionics of the aircraft, said set of switches switching positions on an engine-off command. The control system further comprises an engine shut down confirmation unit comprising at least one third switch placed on the power supply link, the one or more third switches being in an open position by default. Furthermore, the engine off confirmation unit comprises electronic circuitry configured to switch the one or more third switches to a closed position when a predefined number Q of switches of the set of switches of the control member are switched within a sliding time frame of a predefined duration, and otherwise to keep the one or more third switches in an open position. Thus, it is ensured that the engine shut down does correspond to the pilot's intention.

According to a particular embodiment, the electronic circuitry is further configured to: is set to stand by for a predefined duration representing the reaction time inertia of the propulsion engine when the engine is off; checking whether the propulsion engine is in a logic off mode, and if this is the case, the electronic circuitry maintains the one or more third switches in a closed position, and otherwise, the electronic circuitry switches the one or more third switches back to an open position.

According to a particular embodiment, the electronic circuitry determines that the propulsion engine is in a logic off mode when a sensor confirms that the configuration of the fuel supply cutoff member is in a fuel supply cutoff state.

According to certain embodiments, the electronic circuitry determines that the propulsion engine is in a logic off mode when a sensor confirms that the speed of the propulsion engine is decreasing.

According to a particular embodiment, the engine-off confirmation unit is also placed at the output of the second switch, interposed between the control member of the aircraft and the avionics.

According to a particular embodiment, the one or more third switches are electromagnetic relays.

An aircraft comprising at least a propulsion engine and a control system as described above is also proposed.

According to a particular embodiment, the electronic circuitry is configured to keep the one or more third switches in a closed position and not to monitor switching of the set of switches of the control member when the speed of the aircraft is below a predefined speed threshold.

According to a particular embodiment, the electronic circuitry is configured to keep the one or more third switches in a closed position and not to monitor switching of the set of switches of the control means during a takeoff phase of the aircraft.

According to a particular embodiment, said fuel supply shut-off member is a high-pressure shut-off solenoid valve and/or a low-pressure shut-off solenoid valve.

Drawings

The above-mentioned and other features of the present invention will become more apparent upon reading the following description of exemplary embodiments given with reference to the accompanying drawings, in which:

fig. 1 schematically illustrates, in plan view, an aircraft equipped with an engine control system for each propulsion engine of the aircraft;

FIG. 2 schematically illustrates a set of switches of a control component of the engine control system;

FIG. 3A schematically illustrates a first arrangement of an engine shutdown confirmation unit in an engine control system;

FIG. 3B schematically illustrates a second arrangement of an engine shutdown confirmation unit in the engine control system;

FIG. 4 schematically illustrates an exemplary hardware arrangement of an engine shutdown confirmation unit;

FIG. 5 schematically illustrates an algorithm for monitoring selective activation of a set of switches implemented by an engine shutdown confirmation unit; and

fig. 6 schematically illustrates an engine off command validation algorithm implemented by the engine off validation unit.

Detailed Description

Fig. 1 schematically illustrates an aircraft 100 in plan view. The aircraft 100 comprises at least one propulsion engine 101, for example a turbojet engine mounted under each wing of the aircraft 100. Aircraft 100 includes a cockpit in which at least one pilot sits to maneuver aircraft 100. Thus, the cockpit comprises equipment 140, in particular control members and onboard instruments, which allow maneuvering of the aircraft 100. The aircraft 100 also comprises avionics, in particular a FADEC system computer, which can ensure correct operation of the aircraft 100 and provide assistance in driving. The FADEC system is a digital regulation system that interfaces the cockpit with the propulsion engine 101 to manage engine parameters (thrust management, etc.) and to transmit information from the sensors of the propulsion engine 101 to the onboard instruments.

Thus, for each propulsion engine 101, aircraft 100 comprises an engine control system 110 comprising control means 200 in the cockpit, intended to allow the pilot of aircraft 100 to command the closing of propulsion engine 101. The engine control system 110 further comprises at least one fuel supply shut-off member 120 connected to the control member 200. When the fuel supply cutoff member 120 is powered, the fuel supply to the propulsion engine 101 is stopped, which causes the engine to be shut down.

The fuel supply cutoff member 120 is powered by the power supply link 130 on which the control member 200 is placed (i.e., the power supply passes through the control member 200). The power supply link 130 may be constituted by several parallel cables for independently powering several fuel supply shut-off members 120.

For example, the control member 200 is or is incorporated in an engine main lever EML.

The fuel supply cutoff member 120 is preferably installed near the propulsion engine 101 and is typically a high pressure cutoff solenoid valve HPSOV (or simply a high pressure cutoff valve). The fuel supply cutoff member 120 may also be a low pressure cutoff solenoid valve LPSOV (or simply a low pressure cutoff valve) located upstream of the high pressure cutoff solenoid valve HPSOV in the fuel supply circuit of the propulsion engine 101.

As schematically represented in fig. 2, the control means 200 comprises a set of switches 201. At least one switch 202 of the set of switches 201 is on the power supply link 130 (i.e. the power supply passes through one or more switches 202). By default, the one or more switches 202 are in an open position (i.e., no power is supplied via the power supply link 130). The set of switches 201 comprises several other switches connected to other components of the aircraft, for example to the FADEC system and to an avionics communication network of the AFDX (avionics full duplex) switched ethernet type. For example, the set of switches 201 comprises several other switches connected to the avionics of the aircraft (and in particular located on the electrical wires connecting the control member 200 and the avionics). Some of the switches in the set of switches 201 switch positions when the pilot actuates the control member 200 to command the engine to be turned off. In particular, the one or more switches 202 switch to a closed position to power the one or more fuel supply cutoff members 120, thus causing the engine to shut down. In addition, the position switching of the other switches informs the avionics of the engine shutdown.

As schematically shown in fig. 3A and 3B, the engine control system 110 further comprises an engine shutdown confirmation unit ESCU 300. The engine off confirmation unit ESCU 300 is placed between the control component 200, more specifically the one or more switches 202, and the one or more fuel supply shut-off components 120 on the power supply link 130. The engine off confirmation unit ESCU 300 comprises at least one switch 301 (i.e. the power supply passes through one or more switches 301) on the power supply link 130 (e.g. in the form of an electromagnetic relay). By default, the one or more switches 301 are in an open position (i.e., no power is supplied on the power supply link 130).

The engine off confirmation unit ESCU 300 monitors the set of switches 201. More specifically, the engine off confirmation unit ESCU 300 monitors the switching of the positions of the set of switches 201. When at least a predefined number Q of switches of the set of switches 201 switch positions within a sliding time frame TF of a predefined duration T (e.g. 1 second), the engine off confirmation unit ESCU 300 switches one or more switches 301 to a closed position and thus allows the supply of power via the power supply link 130; otherwise, engine off confirmation unit ESCU 300 has one or more switches 301 in the open position and therefore does not allow power to be supplied via power supply link 130 regardless of the position (open or closed) of one or more switches 202.

The number Q and the duration T of the sliding timeframe STF are defined to represent the mechanical actuation of the control member 200 by the pilot. Thus, the triggering of this set of switches, which does not correspond to the pilot's intention, will be eliminated.

To monitor the switching of the positions of the set of switches 201, an engine off confirmation unit ESCU 300 may be placed at the output of the set of switches 201, as schematically illustrated in fig. 3A. Then, an engine off confirmation unit ESCU 300 is inserted between the control means 200 and the avionics AV 310.

As a variant, as schematically illustrated in fig. 3B, the engine off confirmation unit ESCU 300 receives status information on the set of switches 201 from the control means 200 using the internal monitoring unit of the control means 200.

The engine off confirmation unit ESCU 300 may also be incorporated in the avionics AV 310.

Fig. 4 schematically illustrates an exemplary hardware arrangement of the engine off confirmation unit ESCU 300, which then includes, linked by a communication bus 410: a processor or CPU (central processing unit) or microcontroller 401; a random access memory RAM 402; a read only memory ROM 403 (for example of the EEPROM (electrically erasable programmable ROM) or flash memory type); a storage unit 404 (e.g., a hard disk drive HDD) or a storage medium reader (e.g., an SD (secure digital) card reader); and a set of input-output I/os 405. At least one output of input-output I/O405 controls one or more switches 301. A plurality of input-outputs in the input-output I/O405 may serve as intermediaries (intermediaries) between the set of switches 201 and the avionics AV 310 (see fig. 3A). At least one input of the input-output I/O405 may be used to receive status information on the set of switches 201 from the internal monitoring unit of the control member 200 (see fig. 3B). At least one input of the input-output I/O405 may be used to receive information from the avionics device AV 310.

Processor 401 is capable of executing instructions loaded into random access memory 402 from read only memory 403, external memory, storage medium (e.g., SD card), or a communications network. When the engine off confirmation unit ESCU 300 is powered up, the processor 401 can read the instructions from the random access memory 402 and can execute the instructions. These instructions form a computer program that drives all or a portion of the steps and operations described herein with respect to engine off confirmation unit ESCU 300 to be performed by processor 401.

Thus, all or part of the steps and operations described herein with respect to the engine off confirmation unit ESCU 300 may be implemented in software by execution of a set of instructions by a programmable machine, such as a DSP (digital signal processor) type processor or microcontroller, or in hardware by a machine or component (chip) such as an FPGA (field programmable gate array) or ASIC (application specific integrated circuit system) component or a set of components (chipset). Generally, engine shutdown confirmation unit ESCU 300 includes electronic circuitry designed and configured to implement the steps and operations described herein with respect to engine shutdown confirmation unit ESCU 300 in software and/or hardware.

In a particular embodiment, monitoring of the set of switches 201 by the engine off confirmation unit ESCU 300 is selectively enabled. This approach is schematically illustrated in fig. 5.

In step 501, engine off confirmation unit ESCU 300 monitors the speed of aircraft 100. For example, engine off confirmation unit ESCU 300 knows the speed of the aircraft (shown in dashed lines in fig. 3A and 3B) through avionics AV 310.

At step 502, engine shutdown validation unit ESCU 300 compares the speed of aircraft 100 to a predefined speed threshold TH (e.g., equal to 80 knots, in other words close to 150 km/h). If the speed of aircraft 100 exceeds predefined speed threshold TH, execute step 504; otherwise, step 503 is executed.

In step 503, engine off confirmation unit ESCU 300 deactivates monitoring of the set of switches 201 (if monitoring has not been deactivated). The one or more switches 301 are then in a closed position. Thus, it will be decided by the control means 200 whether to supply power to the one or more fuel supply cut-off means 120. Then, step 501 is repeated.

At step 504, the engine off confirmation unit ESCU 300 enables monitoring of the set of switches 201 (if monitoring has not been enabled) and therefore the engine off confirmation unit is set to a configuration that has to confirm the engine off command from the control member 200. Then, by default, one or more switches 301 are in the open position. When the engine off confirmation unit ESCU 300 confirms the engine off command, one or more switches 301 are switched to the closed position. Therefore, it must be confirmed by the engine off confirmation unit ESCU 300 that the power supply to the one or more fuel supply cutoff members 120 is overruled. Then, step 501 is repeated.

Fig. 6 schematically illustrates an engine off command validation algorithm implemented by the engine off validation unit ESCU 300. When the algorithm of fig. 6 is initiated, one or more switches 301 are in an open position.

In step 601, the engine off confirmation unit ESCU 300 monitors the set of switches 201.

In step 602, the engine off confirmation unit ESCU 300 detects a switching of the position of at least one switch of the set of switches 201 of the control means 200.

In step 603, the engine off confirmation unit ESCU 300 checks the consistency of the positioning of the switches of the set of switches 201. In other words, the engine off confirmation unit ESCU 300 compares the number of switches of the set of switches 201 that have switched position within the sliding time frame STF of duration T with the predefined number Q.

In step 604, the engine off validation unit ESCU 300 checks whether the number of switches that have switched positions within the sliding time frame STF is greater than or equal to a predefined number Q. If this is the case, step 606 is performed; otherwise, step 605 is executed.

In step 605, the engine off confirmation unit ESCU 300 does not confirm that the switching of the switch corresponds to the engine off command for the pilot's intention. Engine off confirmation unit ESCU 300 maintains one or more switches 301 in the open position.

At step 606, engine off confirmation unit ESCU 300 confirms the engine off command and switches one or more switches 301 to a closed position. Thus, the supply of power to the one or more fuel supply cutoff members 120 is dependent on the position of one or more switches 202 in the set of switches 201.

Preferably, in step 607, engine off confirmation unit ESCU 300 is set to stand by for a predefined duration (e.g. a few seconds) representing the reaction inertia of propulsion engine 101 when the engine is turned off, and then checks whether propulsion engine 101 is in logic off mode. According to the first embodiment, the engine off confirmation unit ESCU 300 checks the status of one or more fuel supply cutoff members 120. The configuration of the fuel supply cutoff member 120 should be in a fuel supply cutoff state. Sensors connected to avionics AV 310 may be used to identify the status of one or more fuel supply cutoff components 120, and avionics AV 310 notifies this to engine off confirmation unit ESCU 300. According to a second embodiment, the engine off confirmation unit ESCU 300 checks whether the speed of the propulsion engine 101 (e.g. speed N2 or N3) is decreasing (having a negative slope above a predefined threshold indicating engine off). According to the third embodiment, the engine off confirmation unit ESCU 300 checks whether the current supply is actually flowing through the power supply link 130.

Then, in step 608, the engine off confirmation unit ESCU 300 checks whether the logic condition for engine off is satisfied. If this is the case, step 610 is performed; otherwise, step 609 is performed.

At step 609, engine off confirmation unit ESCU 300 detects a suspected false contact condition on control component 200, invalidates the engine off command and switches one or more switches 301 to the open position. The engine shutdown confirmation unit ESCU 300 prohibits the supply of electrical power to the one or more fuel supply cutoff means 120 by the control means 200 at least until the end of the flight or until the aircraft 100 is stationary or until maintenance operations are performed on the control means 200, which the avionics device AV 310 notifies the engine shutdown confirmation unit ESCU 300.

At step 610, engine off confirmation unit ESCU 300 validates the engine off command and places one or more switches 301 in a closed position.

The algorithm of fig. 6 may be reinitialized when a number Q' of switches in the set of switches 201 are detected to be in their default positions. The algorithm of fig. 6 may also be reinitialized when avionics AV 310 notifies engine shutdown validation unit ESCU 300 that an engine restart has occurred after an engine shutdown.

It should be noted that the engine shutdown confirmation unit ESCU 300 as described above is independent of any fire protection architecture in the propulsion engine 101. Thus, in the event of an engine fire, the pilot may command the triggering of the low-pressure solenoid valve LPSOV which is not disabled by the engine shut-off validation unit ESCU 300.

Further, in certain embodiments, engine off confirmation unit ESCU 300 may force one or more switches 301 to an open position during certain maneuvers of aircraft 100. Notably, avionics device AV 310 may notify engine off confirmation unit ESCU 300 that aircraft 100 is in a takeoff phase and force one or more switches 301 to an open position as long as the takeoff phase is still in progress. This prevents the control means 200 from shutting down the engine during the takeoff phase.