WO2006081334A2 - Power situation indicator - Google Patents
Power situation indicator Download PDFInfo
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- WO2006081334A2 WO2006081334A2 PCT/US2006/002720 US2006002720W WO2006081334A2 WO 2006081334 A2 WO2006081334 A2 WO 2006081334A2 US 2006002720 W US2006002720 W US 2006002720W WO 2006081334 A2 WO2006081334 A2 WO 2006081334A2
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- Prior art keywords
- indicator
- power
- control parameters
- scale
- engine
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- 238000004364 calculation method Methods 0.000 claims abstract description 15
- 238000001514 detection method Methods 0.000 claims abstract description 4
- 230000008859 change Effects 0.000 claims description 20
- 238000000034 method Methods 0.000 claims description 11
- 230000000694 effects Effects 0.000 claims description 3
- 230000004913 activation Effects 0.000 claims 2
- 230000001052 transient effect Effects 0.000 description 5
- 238000004040 coloring Methods 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 239000003086 colorant Substances 0.000 description 3
- 230000033001 locomotion Effects 0.000 description 3
- 230000001960 triggered effect Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 238000010606 normalization Methods 0.000 description 2
- 239000007787 solid Substances 0.000 description 2
- 238000012549 training Methods 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 238000004422 calculation algorithm Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000004590 computer program Methods 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000013500 data storage Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000004615 ingredient Substances 0.000 description 1
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- 238000013507 mapping Methods 0.000 description 1
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- 239000007858 starting material Substances 0.000 description 1
Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
- G01D7/00—Indicating measured values
- G01D7/02—Indicating value of two or more variables simultaneously
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D43/00—Arrangements or adaptations of instruments
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
- B60K35/60—Instruments characterised by their location or relative disposition in or on vehicles
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
- G01D7/00—Indicating measured values
- G01D7/002—Indicating measured values giving both analog and numerical indication
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
- G01D2207/00—Indexing scheme relating to details of indicating measuring values
- G01D2207/10—Displays which are primarily used in aircraft or display aircraft-specific information
Definitions
- the present invention relates to an aircraft power situation indicator. Description of Related Art
- a power situation indicator configured to provide power information in a rotorcraft, the rotorcraft including an engine, the power situation indicator including: a detection unit configured to detect a current value of each of a plurality of control parameters, each of the plurality of control parameters including a pre-determined operating limit; a calculation unit configured to normalize on a common power scale (a) the current value and (b) the pre-determined operating limit of each of the plurality of control parameters, and a display unit configured to dynamically display on the common power scale a first moveable indicator and a second moveable indicator, the first moveable indicator being driven by one of the plurality of control parameters having the highest normalized current value and said second moveable indicator being driven by one of the plurality of control parameters having its normalized current value that is the closest to its corresponding normalized pre-determined operating limit.
- a method of providing power information in a rotorcraft including an engine, the method including: detecting a current value of each of a plurality of control parameters, each of the plurality of control parameters including a pre-determined operating limit; normalizing on a common power scale (a) the current value and (b) the pre-determined operating limit of each of the plurality of control parameters; and dynamically displaying on the common power scale a first moveable indicator and a second moveable indicator, the first moveable indicator being driven by one of the plurality of control parameters having the highest normalized current value and the second moveable indicator being driven by one of the plurality of control parameters having its normalized current value that is the closest to its corresponding normalized pre-determined operating limit.
- a machine readable medium encoded with machine executable instructions for providing power information in a rotorcraft including an engine in accordance with a method including: detecting a current value of each of a plurality of control parameters, each of the plurality of control parameters including a pre-determined operating limit; normalizing on a common power scale (a) the current value and (b) the pre-determined operating limit of each of the plurality of control parameters; and dynamically displaying on the common power scale a first moveable indicator and a second moveable indicator, the first moveable indicator being driven by one of the plurality of control parameters having the highest normalized current value and the second moveable indicator being driven by one of the plurality of control parameters having its normalized current value that is the closest to its corresponding normalized pre-determined operating limit.
- FIG. 1 shows a power situation indicator in accordance with an embodiment of the invention
- FIG. 2 shows the display unit of the power situation indicator in accordance with an embodiment of the invention
- FIG. 3 shows the power gauge of the power situation indicator in accordance with an embodiment of the invention
- FIG. 4A shows the power gauge of the power situation indicator in accordance with an embodiment of the invention
- FIGS. 4B-D show the power gauge of the power situation indicator as a function of flight conditions in accordance with an embodiment of the invention
- FIG. 5 shows the power gauge of the power situation indicator of FIG. 4A
- FIG. 6 shows the rotor gauge of the power situation indicator during an all engine operation mode in the normal flight range in accordance with an embodiment of the invention
- FIG. 7 shows the rotor gauge of FIG. 6
- FIGS. 8a-b show the rotor gauge of FIG. 6 during various flight conditions;
- FIGS. 9a-b show the change in format of the rotor gauge when autorotation or low rotor RPM of the aircraft is detected, in accordance with an embodiment of the invention;
- FIG. 10 shows the rotor gauge during autorotation or low rotor RPM, in accordance with an embodiment of the invention
- FIG. 11 shows the digital readouts of the power situation indicator in accordance with an embodiment of the invention
- FIG. 12 shows various colorings of the digital readouts displayed by the power situation indicator in accordance with an embodiment of the invention
- FIGS. 13a-f show the power situation indicator during operation of the aircraft in accordance with an embodiment of the invention
- FIG. 14a-c shows the power situation indicator during operation of a single engine rotorcraft in accordance with an embodiment of the invention.
- the Power Situation Indicator (PSI) will be described in conjunction with a rotorcraft (e.g., helicopter) with at least one turbine engine for driving at least one rotor.
- a rotorcraft e.g., helicopter
- the PSI could be used in other types of aircraft.
- the power situation indicator (PSI) in embodiments of the present invention is configured to provide power indication as a function of flight conditions.
- flight conditions for a twin-engine rotorcraft include the all engine operative flight mode (AEO), one engine inoperative flight mode (OEI), non-governing modes (including preflight, run-up and shutdown), and autorotation.
- flight conditions for a single engine rotorcraft include the engine operative flight mode, non-governing modes (including preflight, run-up and shutdown), and autorotation.
- the PSI is constructed and arranged to replace the conventional instruments that are used to provide, for example, (a) rotor and power turbine (RPM) information, (b) engine and mast torque (respectively Q ⁇ and QM) 5 and (c) measured gas turbine temperature and gas turbine speed (respectively MGT and N G ).
- RPM rotor and power turbine
- Q ⁇ and QM engine and mast torque
- MGT and N G measured gas turbine temperature and gas turbine speed
- RPM information is provided by the power turbine speed of the engine (conventionally referred to as Np or N2) and the main rotor speed (Nr). In flight, with engines operating, these speeds are typically governed to a predetermined RPM or a range of RPMs.
- the primary aim of the indicating system for RPM is to assure that rotor and power turbine speeds are maintained at the governing speed by the correct application of engine power.
- Engine torque Qg, measured gas turbine temperature MGT, gas turbine speed N Q and optionally mast torque QM are all parameters related to restrictions on the amount of engine power that can be delivered into the helicopter rotor system.
- Each of the power parameters (Q ⁇ ,MGT, N Q , and Q ⁇ ) is typically limited to a maximum value and one or more time-limited ranges. Examples of these include a 5- minute range (typically for take-off), a 30-minute range, a 2-minute range, and a 30- second range (typically for OEI operation).
- the maximum value that a parameter may attain without entering any of these time-limited ranges is referred to as the "Maximum Continuous Power" or MCP limit.
- the calculated parameter torque Q replaces engine torque Q E and mast torque QM- Engine torque Qg is the power measured coming out of the engine shaft.
- Mast torque Q ⁇ is the power measured at the transmission shaft driving the main rotor. In many twin engine helicopters, the mast torque is not measured, and limitations are all expressed in terms of engine torque. In these cases, the parameter Q is equivalent to Q E .
- mast torque is measured, it is closely related to the sum of engine torques. The difference between the summed engine torques and the mast torque corresponds to the power provided to, for example, the tail rotor, the hydraulic pumps and other transmission-driven accessories. This difference also accounts for transmission losses.
- an algorithm is applied to the difference between the mast torque and the summed engine torques.
- the mast torque is the restricting parameter, (which is typically the case for twin engine rotorcraft with all engines operational) this difference is divided proportionally among the engine torque values and applied as a correction.
- the resulting Q value used by the PSI is slightly less than the measured Q E such that it reaches the Q parameter limit at the contribution point equivalent to the mast torque limit.
- FIG. 1 shows a PSI 100 of a twin-engine rotorcraft in accordance with an embodiment of the invention.
- the PSI 100 includes a plurality of sensors 105a-f, which are configured to sense various parameters, a calculation unit 110 configured to process data provided by the plurality of sensors 105a-f and a display unit 115.
- the various parameters sensed by the plurality of sensors 105a-f include the various parameters mentioned hereinabove (i.e., Np, Nr, Q E , Q ⁇ , MGT and N Q ).
- the display unit 115 includes a screen 120 and is configured to display the data processed by the calculation unit 110 in a specific manner based on the flight modes/conditions of the helicopter.
- FIG. 2 shows the display unit 115 during an AEO mode in accordance with an embodiment of the invention.
- the display unit 115 includes a power situation area 205, a rotor situation area 210 and a digital readouts area 215.
- the power indication area 205 includes a single power gauge/indicator 300 in round-dial format that describes the power available at a glance. This power gauge 300 may also be referred to hereinafter as a common power scale.
- An indicating needle 305, 310 is provided for each engine.
- engine 1 is the solid needle
- engine 2 is the hollow, double bar needle.
- the power gauge 300 is constructed and arranged to provide a combined indication of MGT (Measured Gas Temperature), NG (Gas Turbine Speed), Q E (Engine Torque) and QM (Mast Torque) in such a way that the relationship between these parameters and several operating limits is known via a single indicating needle.
- MGT Measured Gas Temperature
- NG Gas Turbine Speed
- Q E Engine Torque
- QM Mel Torque
- the numbers 1 through 10 shown on the left side of the power gauge 300 are non-dimensional and are provided for reference only.
- the indication shown by each needle 305, 310 is a derived indication based on MGT, N G and Q (Torque).
- MGT maximum continuous power
- N G common power scale
- MCP maximum continuous power
- MCP limit 306 the MCP limit 306 of the gauge 300.
- the position of the needle 305, 310 is driven by the parameter with the highest value on the normalized power gauge 300 - which is the first parameter likely to reach the MCP limit 306 (or the one furthest past the MCP limit 306).
- the power gauge 300 comprises fifteen piecewise linear segments A-O, including 10 segments of 18° each on the left (segments A through J) and five segments of 18° each on the right (segments K through O).
- segments A through J may be represented by a first colored arc segment (e.g. green) 401 that defines a first zone 400 and are separated by radial tick marks 405 plus one at the beginning of segment A.
- the end of segment J corresponds to the MCP limit 306, and the end of segment C corresponds approximately to idle.
- the power gauge 300 also includes a second colored arc segment 410 (e.g., yellow) that defines a second zone 411 and a third colored arc segment 420 (e.g., grey/red) that defines a third zone 421.
- the second zone 411 extends from the MCP limit 306 to a moveable second limit 406 denoted by a moveable tick mark or indicator 415.
- the moveable second limit 406 is driven by both the parameter driving the engine needle and the parameter that is the closest to its operating limit.
- the moveable tick mark or indicator 415 may be a colored tick mark (e.g., red).
- the third zone 421 extends from the moveable second limit 406 and tick mark 415 to the end of segment O.
- the arc segment 420 changes color from grey to red.
- the second zone 411 covers segments K and part of segment L
- the third zone 421 covers the remaining part of segment L through to the end of segment O.
- the position of the second limit 406 can be anywhere in segments K through O depending on flight conditions.
- parameters Q, MGT and N G are processed to the normalized angular values Qa, MGTa and No ⁇ in the power gauge 300 by the calculation unit 110 using Table 1 and the interpolation formula (a).
- Table 1 includes the value reached by each parameter N G , MGT and Q at the end of each segment.
- pre-set values occurring at idle and MCP are based on the type of engine used and may, therefore, differ in other embodiments of the invention.
- the value of the needle angle ⁇ in degrees is determined using the applicable parameter column, and then the row, "X,” is determined in Table 1 such that the parameter value is less than the table entry for row "X,” and greater than or equal to the entry of row "(X-I)".
- Px table entry for the parameter value at the end of segment X
- Px-I table entry for the parameter value at the end of the previous segment
- ⁇ x-1 table entry for the angle at the end of the previous segment.
- the calculation unit 110 is also configured to determine the normalized difference between the current value of each parameter and its corresponding operating limit. This normalized difference defines an angle position ⁇ '.
- ⁇ LMT the normalized angular value of the parameter limit if it were processed by the same method as the parameter.
- ⁇ LMT Values of ⁇ LMT are fixed for AEO and OEI operation, and thus are pre-determined.
- Table 2 shows pre-determined operating limits (N G , MGT and Q) for both the AEO and OEI modes in accordance with an embodiment of the invention.
- the moveable second limit 406 shown in FIG. 4A represents the operating limit that is the closest to the current value of its corresponding parameter (N G , MGT or Q) (i.e., smallest ⁇ ' value) added to the highest value of ⁇ for either engine.
- N G , MGT or Q corresponding parameter
- ⁇ ' value smallest ⁇ ' value
- the parameter with the highest needle angle value is the one that determines the needle display position.
- the driving parameter may be indicated by a colored box 1105a, 1105b in the digital readouts area 215, as shown in FIG. 11. Annunciation of the driving parameters on the power gauge 300 may not occur until the new parameter needle angle exceeds the previous parameter angle by at least a predetermined value.
- the predetermined value corresponds to three degrees.
- the second and third zones 411, 421 are moveable relative to each other within the 180°-270° range of the power gauge 300 due to changes in value of the moveable second limit 406 (angle ⁇ ').
- the size of the second zone 411 and position of the tick mark 415 on the right side of the gauge 300 is dynamic and can move through the 12 o'clock to 3 o'clock position on the scale arc.
- the position of the moveable second limit 406 or the tick mark 415, and thus the length of the second and third zones 411, 421, is governed by the highest engine needle angle and the parameter closest to its limit on the normalized scale, as defined in Table 2. If this is the same parameter as governing the needle position, then the power gauge 300 behaves the same as a fixed gauge. However, if another parameter begins to approach its operating limit, the moveable second limit 406 or tick mark 415 on the power gauge 300 moves towards the needle. In this way, the PSI 100 not only shows the parameter closest to its MCP, it also shows the margin available to the moveable second limit 406- regardless of the parameter.
- FIGS. 4B-D show changes of the margin available to the moveable second limit 406 during flight.
- the normalized torque Q has a 15 degree range between the MCP limit 306 (180°) and its operating limit and that the normalized MGT has a 10 degree range between the MCP limit 306 (180°) and its operating limit.
- the helicopter climbs out at near the torque MCP rating such that one of the needles 305, 310 (needle 310 - engine T) is almost at the 180° position.
- torque Q is the driving parameter and controls the position ⁇ Q of the needle 310 and the position ⁇ 'Q of the moveable second limit 406 (see FIG. 4B).
- the moveable second limit 406 is driven by the torque Q. Since the needle 310 is positioned at almost 180°, ⁇ 'Q substantially equals 15 degrees.
- FIG. 4B also shows in dashed lines the theoretical positions ⁇ MGT and ⁇ 'MGT of the normalized MGT and the operating limit 407 of MGT on the power gauge 300 at low altitude.
- the MGT rises. When MGT is within 5 arc degrees of the MCP limit 306, the Q and MGT parameters are 15 degrees away from their limit. (See FIG. 4C).
- the moveable second limit 406 or tick mark 415 moves down smoothly until it reaches 10 degrees beyond MCP, at which point MGT will have overtaken the torque position on the power gauge 300 and will be annunciated as the limiting parameter. (See FIG. 4D). As can be seen in FIG. 4D, the moveable second limit 406 is driven by MGT. It will be appreciated that the PSI 100 provides a perfectly smooth transition of needle position, limits, and markings. It will also be appreciated that the margin to both limits is always known.
- a five minute take-off timer is displayed whenever an engine needle is within zone 411.
- One timer is maintained for each parameter for each engine (total of 6).
- timers remain inactive when the PSI is operating in the OEI mode.
- timer for a parameter is reset to 300 seconds and is inactive when all the parameter value is below the threshold MCP value.
- the timer for that parameter is active and decrements in real time with a predetermined resolution, e.g., 1 A second, until reaching zero. Upon reaching zero, the timer expires and remains equal to zero until reset.
- the active timer with the lowest remaining value is displayed inset within the PSI power scale.
- the failed engine needle and digital readouts may be displayed in grey (i.e., in a color that is different from that of the operating engine needle).
- the needle position will typically be very low on the scale. This leaves only one needle of concern in the gauge 300.
- the moving needle corresponds to the remaining, active engine.
- the gauge 300 operates in the same way as in the AEO mode. Namely, the angle position of the needles 305, 310 for each engine is determined by processing the values of Q, N G and MGT in accordance with the normalization procedure previously described. This normalization procedure determines the angle position Qa, N G ⁇ X and MGT ⁇ of the parameters Q, N G and MGT, respectively.
- the controlling parameter is the one with the largest angle value. However, if one or more parameters has an angle value ⁇ greater than 180°, then the controlling parameter is determined based on different timers.
- three timers per parameter (9 timers total - 3 parameters) may be used in the OEI mode: a 30 second OEI timer, a 2 minute OEI timer and a 30 minute OEI timer corresponding to each of the time-limited operating ranges.
- Each timer is defined by its active range of parameter values.
- Each timer is triggered when the governing parameter is within that range.
- Table 3 shows the various active ranges for each parameter in accordance with an embodiment of the invention. The timers are listed in the table in priority order: 30 second timers having highest priority and 30 minute timers having the lowest priority.
- each timer allows specification of a transient time value "Tran" and operates in accordance with the following rules.
- a predetermined resolution e.g., at least 1 A second
- timers are activated and reset in accordance with the timer table values and the following logic.
- a timer is reset any time the parameter value is below or equal to the "From" value or above the "Peak” value for more than one second.
- a timer becomes active any time the parameter value is above the "From” value and below either (a) the "Peak” value, if the transient time "Tran” value is zero, or (b) the "From” value of the next priority timer (30 seconds being the highest).
- the lowest priority timer is reset and set inactive when the next-higher priority timer becomes active and counts down the number of seconds in the transient time "Tran” field.
- FIG. 5 shows a power gauge 300 in OEI format in accordance with an embodiment that includes a third limit 500 represented by the short moveable tick mark 501 and a fourth limit 505 represented by a long moveable tick mark 506.
- the third limit 500 represents the 30 minute OEI limit and the fourth limit 505 represents the 2 minute OEI limit.
- the timer is within the 2 minute range and beyond the fourth limit 505, the timer is within the 30 second range.
- the angular values for these limit and tick marks are calculated similarly to that of the second limit 406 and the limit mark 415.
- a value similar to ⁇ ' is calculated for the normalized angular difference between the parameter value and the limit value.
- the smallest (or most negative) normalized angular difference is added to the engine needle position to locate the limit position.
- the value angles for the fourth and third limits on the power gauge 300 are calculated for each parameter based on the "from" parameter values provided in Table 3 processed to the equivalent normalized angular values.
- the various timers (OEI timers and 5 minute take-off timer) used by the PSI 100 may be presented inside the power indication area 205 In the OEI mode, the highest priority timer with the lowest time remaining established the controlling parameter for the PSI. It is this parameter that establishes the engine needle position 305 or 310 and the associated remaining time that is displayed.
- the power indication area 205 may also include a movable fifth limit 510 represented by tick mark 511, which resides outside of the gauge 300, as shown in FIG. 5.
- the moveable fifth limit 510 and tick mark 511 indicates the setting for automatic limiting provided by the full authority digital engine control (FADEC).
- FADEC is an electronic system that is used to control an engine. FADEC is configured to (a) govern the engine to a particular speed by controlling the fuel supply and (b) provide automatic limiting to prevent the engine from exceeding its maximum ratings.
- FADEC is set to 30-second limiting
- the fifth limit 510 or tick mark 511 appears coincident with the second limit 406 outside the short tick mark 415 that defines the end of the 30-second zone.
- the fifth limit 510 or tick mark 511 moves to the outside of the double-length yellow radial mark 506 coincident with the fourth limit 505 that defines the end of the 2-minute zone.
- tick mark 511 is suppressed.
- the tick mark 511 is colored either magenta or cyan, depending on the color convention chosen to denote operator selections for the cockpit system.
- a reference indicator 315 may be provided to indicate various limits.
- the reference indicator 315 is provided as a triangle indicator that rides around the outside of the power gauge 300. Reference indicator 315 may appear during various flight conditions. During engine start, while MGT is the driving parameter, the reference indicator 315 may be used to indicate the hot-start limit. In this implementation, the reference indicator 315 may be red. During flight, the reference indicator 315 may be used to represent the power required for out-of-ground effect (OGE) hover based on temperature, density altitude, and ECU/Heater on/off selections. In this implementation, the reference indicator 315 may be provided with a different color, e.g., white.
- OGE out-of-ground effect
- a second reference indicator 320 e.g., a hollow white bug, may appear to indicate power required for a 5 -foot, in-ground-effect (IGE) hover.
- IGE in-ground-effect
- the rotor situation area 210 is configured to indicate the rotor speed of the helicopter.
- the format of the rotor situation area changes based on the flight conditions (e.g., normal flight, autorotation, start up and faulty conditions).
- FIG. 6 shows the rotor situation area 210 during normal flight conditions, in accordance with an embodiment of the invention.
- the rotor situation area 210 is displayed within the PSI 100 and includes a bar-graph indicator 600 or common rotor scale 600 that provides indication about the power turbine speed (Np) of each engine, the main rotor speed (Nr) and the governor engine reference speed (Nref). Nr, Nref and Np are all scaled in percentage based on Nr.
- the engine governor is configured to keep the rotor speed (Nr) equal to the selected value of the governor engine reference speed (Nref) by controlling the engine power turbine speed (Np).
- the typical optimum rotor speed which is also the normal governing speed, is typically defined as 100%. Modern helicopters, however, often vary the governing speed to optimize performance in accordance with flight conditions. In these cases the governing speed may vary some percentage above or below the 100% mark. The maximum and minimum values of this variability are referred to as the MAX ref and min REF values.
- the bar-graph indicator 600 or common rotor scale is displayed inset in the PSI and includes a first turbine gauge 605 that represents the power turbine speed (Np) of the first engine 1 and a second turbine gauge 610 that represents the power turbine speed (Np) of the second engine 2.
- the bar-graph indicator 600 also includes a third rotor gauge 615 positioned between the first turbine gauge 605 and the second turbine gauge 610.
- the third rotor gauge 615 represents the main rotor speed (Nr).
- the range of the bar graph indicator 600 is limited specifically to the range from the minimum allowed powered rotor speed to a margin beyond the limits of rotor and power turbine speed. This provides maximum display resolution for the range of interest during normal, powered flight.
- each vertical bar may consist of four piece-wise-linear segments A, B, C, D that may be scaled in accordance with Table 4.
- the first and second turbine gauges 605, 610 include a first and a second turbine limit 620, 625, respectively.
- the third rotor gauge 615 includes a rotor limit 630. These limits represent the maximum acceptable limits for the engine power turbine speed (Np) of the first and second engines and the rotor speed.
- first and second turbine limits 620 and 625 may be set to 104.5% and the rotor limit 630 may be set to 107%.
- bar-graph indicator 600 includes a first, a second and a third pointer 635, 640, 645 that are configured to indicate, respectively, the engine power turbine speed (Np) of the first and second engines and the main rotor speed (Nr).
- Np engine power turbine speed
- Nr main rotor speed
- Bar indicator 600 also includes a horizontal bar 650 that represents the governor engine reference speed (Nref).
- the Nref bar 650 passes across all three vertical bars 605, 610, 615 and is marked to the right by a filled circle.
- the Nref bar color is an indication of whether the Nref value is automatically set to the current value, or manually set to the current value.
- automatic determination of Nref in accordance to airspeed and altitude is indicated by magenta coloring of the bar and filled circle, while selection to a fixed manual value is indicated by cyan coloring of the bar and filled circle.
- the governor engine reference speed (Nref) is at a position between the MIN ref and MAX ref positions, and the first, a second and a third pointer 635, 640, 645 match up, as shown in FIG. 6.
- the position of the first, second and third pointers 635, 640, 645 and the governor Nref bar 650 is determined by interpolation in the same way as the gauge 300 in the power indication area 205. Specifically, for each parameter Nr/Np/Nref, a segment "X" is determined such that the parameter value is between the table entry defining the end of the segment and the entry defining the end of the previous segment "(X-I)." Then, the normalized value for the parameter is determined by using equation (b)
- Bx table entry for the bar percentage deflection at the end of segment
- X Bx-I table entry for the percentage deflection at the end of the previous segment.
- the rotor situation area 210 also includes first, second and third display areas 655, 660 and 665 that are configured to display, respectively, the engine power turbine speed (Np) of the first and second engines and the main rotor speed (N R ).
- the N R value is displayed in the third display area 665 in large text and may be colored based on the flight conditions.
- N R e.g., within 0.3 to 0.5% typically
- the Np values of the first and second display areas 665, 660 are suppressed and replaced by triangular symbols 656 and 666, as shown in FIG. 6.
- N p digits When unmatched, N p digits may be displayed in small text (e.g., in green) aligned under the first and/or the second turbine gauge 605, 610, as shown in FIG. 8a. If an N p indication is out of the range of the vertical scale, the bar pointer is shown half obscured at the bottom of the scale as shown in FIG. 8b.
- small text e.g., in green
- various colors may be used to display information in the bar graph indicator 600.
- the first and second turbine gauges 605, 610, the third rotor gauge 615, and the first, second and third display areas 655, 660 and 665 may be colored in green during normal flight conditions.
- the following colors may be used for the N R values and the third display area 665: (a) Red - if above limit (c) Yellow - if less than minimum powered droop point (this may be a calculated value based on the number of operational engines and the governor point).
- the following colors may be used for the power turbine gauges 605 and 610 and the first and second display areas 655 and 660: (a) Red bar with large digits (smaller than NR but larger than the green digits) if above limit, or if a clutch or shaft fails (Np > NR + 0.5% for > 1 A second), or if a high side failure occurs (Np > NREF + 0.5% for > 1 A second ), (b) yellow bar, when matched with rotor indication that is yellow (below min droop), the gray triangles 656, 666 replacing the digits remain gray in this case, (c) gray bar with gray digits during OEI.
- the PSI 100 is configured to change the format of the rotor situation area 210 when autorotation is detected.
- the format change is intended to provide the pilot with the best possible presentation of rotor RPM when it is most critical.
- the new presentation of rotor RPM may also be displayed at lower rotor RPM speeds, i.e., at speeds below the vertical scale range.
- the format change is beneficial for at least the following reasons. First, the pilot becomes accustomed to seeing the format change on a daily basis. Second, if the pilot ignores a powered rotor droop, the change in format further alerts the pilot that attention needs to be paid to the rotor speed. [0075] During autorotation, no indication matters more than rotor speed N R .
- the governor reference is not a relevant parameter, and it is desirable to minimize Np clutter.
- the relevant information is most effectively conveyed as a round dial arc with the area of interest (e.g., 80 to 104% in an embodiment) greatly expanded to give the maximum representation and detect-ability of trend information.
- FIGS. 9a-b show the change in format of the rotor situation area 210 when autorotation is detected. Specifically, during autorotation, the bar graph indicator 600 or common rotor scale 600 is replaced with an arc indicator 900 or second rotor scale 900.
- Autorotation is considered active when the engine is not delivering power to the drive system (e.g., both engine torques QE are less than 4%) and when the speed of the rotor NR exceeds the power turbine speed values Np of both engines by a margin that indicates the engines are disengaged (e.g., 0.3 to 0.5%).
- the speed of the rotor NR should be greater than the minimum autorotation speed, less a margin (e.g., 75% in an embodiment).
- a margin e.g. 75% in an embodiment.
- an annunciation "AUTOROT" may appear on the rotor situation area 210.
- the arc indicator 900 is displayed when the speed of the rotor is below 90%.
- the arc indicator 900 consists of a 125 degree arc that includes 7 segments A-G of 15 degrees each and two segments H-I of 10 degrees each, as shown in FIG. 10.
- the arc indicator 900 also includes a needle 905 that indicates the normalized value of the speed rotor N R .
- the arc indicator also includes a first, second and third display output 910, 915 and 920.
- First display output 910 indicates the current value of speed rotor N R .
- the second and third display outputs 915, 920 indicate the current values of the power turbine speed of the first and the second engines.
- the format of the arc indicator 900 is defined by Table 5.
- the needle 905 is defined by the angle ⁇ ".
- the arc indicator 900 also includes a first, second, third and fourth arc limit 925, 930, 935 and 940. The number and meaning of these marks will differ based on the autorotation characteristics for each helicopter.
- the first arc limit 925 represents the minimum rotor speed at light gross weight.
- the first arc limit 925 separates a first arc portion 945 (segments A and B) from the rest of the arc 900.
- the first arc portion 945 may be colored in red or grey (e.g., red when the needle is within the range, grey otherwise).
- the second arc limit 930 represents the minimum rotor speed at maximum gross weight.
- the second arc limit 930 separates a second arc portion 950 (segment C) from a third arc portion 955 (segments D-F).
- the second arc portion 950 is represented in yellow.
- the third arc limit 935 represents the optimum autorotation speed and is positioned at the speed rotor value of 100%, which corresponds to an angle of 90°.
- the third arc limit 935 separates the third arc portion 955 from a fourth arc portion 960 (segments F-G).
- the fourth arc limit 940 represents the rotor speed limit and is positioned at the speed rotor value of 107%, which corresponds to an angle of 115°.
- the fourth arc limit 940 separates the fourth arc portion 960 from a fifth arc portion 965 (segments H-I).
- the third and fourth arc portions 955 and 960 are colored in green and the fifth arc portion is colored in grey/red, in an embodiment of the invention.
- the first, third and fourth arc limits 925, 935 and 940 are represented by tick marks in the embodiment shown in FIG. 10.
- Digital readouts area 215 includes a first engine digital display 1100a and a second digital display 1100b that provide values of selected parameters for respectively the first and the second engines.
- Each engine box includes a torque (Q), measured gas temperature (MGT), and gas turbine speed (N G ) readout.
- N G is in percent RPM and MGT is in degrees centigrade.
- the first engine digital display 1100a and the second digital display 1100b include a flag at the top of the box that is in the format of the needle shown in the power indication area: engine 1 has a solid pointer; engine 2 has a hollow pointer.
- the first and second engine digital displays 1100a, 1100b include, respectively, a first and a second box 1105a, 1105b around the parameter label.
- First and second boxes 1105a, 1105b indicate the parameter that drives the needle position on the power gauge 300.
- the digital readouts and box colorings change in accordance with the range of operation as shown in FIG. 12.
- the PSI 100 is configured to display special cues and flags to indicate the status of the engine or the flight conditions.
- the flag "ENG OUT" appears at the base of the digital display
- the OEI flag appears inside the gauge 300 when an OEI condition occurs (which includes an in-flight engine-out condition or when an intentional roll-back of an engine throttle is performed).
- a timer appears in the power gauge for time-limited zones.
- the timer shown is in accordance with the priority logic, and consists of a label (e.g., 30-
- a master caution tone may be triggered any time the 2- minute or 30-second zone of the gauge is entered.
- the needles, digital read-outs, and associated timer label and value may flash (e.g., at a rate of 2Hz with 60% duty cycle). This may apply to: (a) time-limited zones with less than ten seconds remaining or (a) a transient operation above the limit.
- FADEC mode may appear in cyan as opposed to green.
- speed of rotor RPM is between the max rotor RPM for rotor brake application and 20%(cut out), and is decreasing, the annunciation "RTR BRK" may appear to indicate that the rotor brake can be applied.
- FIG. 13a shows the PSI 100 at start-up condition.
- Bom needles 305, 310 of the first and second engines point to zero.
- the rotor situation area 215 includes the arc indicator 900 having its needle 905 also pointing to zero.
- the flag "ENG OUT" appears at the bottom of the digital readout area 215.
- the gas turbine speed Ng will be the driving parameter until light-off. At that time, the gas turbine temperature MGT quickly takes over as driving parameter. The appropriate side Np and NR will start to increase.
- the driving parameter on the power gauge 300 will vary based on ambient conditions.
- the needles will likely be at 3 or slightly above on a hot day.
- Both turbine speed Np digits will likely be suppressed, with the gray triangles displayed if the idle is balanced.
- the rotor speed NR indication digits and needle
- the remaining turbine speed Np will turn green but remain at the idle value.
- the first pointer 635 is aligned with the Nref governor horizontal bar 650.
- the other turbine speed Np indication will appear as a green half-pointer 640 with digits in the second display area 660 at the bottom of the scale (not shown in FIG. 13b).
- FIG. 13b
- FIG. 13c In this case, one needle points to near zero (e.g., needle 305 of the first engine) and the flag "ENG OUT" appears at the bottom of the first engine digital display area
- the OEI label, timer value, and engine needle will commence flashing. If collective pitch is further increased, and as the engine operating limit is reached (i.e., needle 310 past the second limit 405), the power needle will stop increasing in response to increasing collective pitch (due to FADEC limiting).
- FIG. 13d entering an autorotation, the change to the display is very apparent.
- the first and second engines have been reduced to idle and the rotor speed NR shown in the arc indicator 900 is apparent as being a little less than optimal speed, i.e., below the 3 rd arc limit 935.
- FIGS. 14a-c represent the display unit 1400 of the PSI 100 for a single engine rotorcraft as a function of flight conditions.
- FIG. 14a shows the display unit 1400 during normal flight conditions.
- FIG. 14b shows the display unit 1400 during autorotation.
- the PSI 100 includes similar features as in the twin engine. However, there is only one power needle. Furthermore, the OEI format is not required, and the number 2 engine turbine speed Np bar graph is not presented.
- the double-sided pointer on the rotor speed NR pointer 1405 remains, making it easily distinguishable from the turbine speed Np pointer 1410.
- a symbol 1420 is used (a pair of gray triangles - see FIG. 14c) when the turbine speed Np, shown in Np display area 1415 in FIG. 14b, matches the rotor speed. This provides a more relevant symbol since the turbine speed Np values no longer straddle the rotor speed NR.
- machine executable instructions may be embedded in a data storage medium of the PSI.
- machine executable instructions may be embedded in a computer product.
- a computer program comprising a program code that, when executed on a computer system, instructs the computer system to perform any or all of the methods described herein.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
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Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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BRPI0607054-0A BRPI0607054B1 (en) | 2005-01-28 | 2006-01-26 | POWER CONDITION INDICATOR |
JP2007553216A JP2008528372A (en) | 2005-01-28 | 2006-01-26 | Power status indicator |
DE602006002488T DE602006002488D1 (en) | 2005-01-28 | 2006-01-26 | PERFORMANCE INDICATOR |
EP06733909A EP1841649B1 (en) | 2005-01-28 | 2006-01-26 | Power situation indicator |
CA2595654A CA2595654C (en) | 2005-01-28 | 2006-01-26 | Power situation indicator |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US64738405P | 2005-01-28 | 2005-01-28 | |
US60/647,384 | 2005-01-28 | ||
US11/338,876 | 2006-01-25 |
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WO2006081334A2 true WO2006081334A2 (en) | 2006-08-03 |
WO2006081334A3 WO2006081334A3 (en) | 2006-09-14 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2006/002720 WO2006081334A2 (en) | 2005-01-28 | 2006-01-26 | Power situation indicator |
Country Status (8)
Country | Link |
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US (1) | US7414544B2 (en) |
EP (1) | EP1841649B1 (en) |
JP (1) | JP2008528372A (en) |
KR (1) | KR20070122196A (en) |
CN (1) | CN100559130C (en) |
BR (1) | BRPI0607054B1 (en) |
CA (1) | CA2595654C (en) |
WO (1) | WO2006081334A2 (en) |
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- 2006-01-25 US US11/338,876 patent/US7414544B2/en active Active
- 2006-01-26 CN CNB2006800065368A patent/CN100559130C/en not_active Expired - Fee Related
- 2006-01-26 JP JP2007553216A patent/JP2008528372A/en not_active Withdrawn
- 2006-01-26 BR BRPI0607054-0A patent/BRPI0607054B1/en not_active IP Right Cessation
- 2006-01-26 WO PCT/US2006/002720 patent/WO2006081334A2/en active Application Filing
- 2006-01-26 CA CA2595654A patent/CA2595654C/en active Active
- 2006-01-26 KR KR1020077019694A patent/KR20070122196A/en not_active Application Discontinuation
- 2006-01-26 EP EP06733909A patent/EP1841649B1/en active Active
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Also Published As
Publication number | Publication date |
---|---|
KR20070122196A (en) | 2007-12-28 |
WO2006081334A3 (en) | 2006-09-14 |
EP1841649B1 (en) | 2008-08-27 |
CN101142121A (en) | 2008-03-12 |
US20060287778A1 (en) | 2006-12-21 |
US7414544B2 (en) | 2008-08-19 |
CA2595654C (en) | 2015-05-12 |
JP2008528372A (en) | 2008-07-31 |
CA2595654A1 (en) | 2006-08-03 |
BRPI0607054B1 (en) | 2017-12-05 |
EP1841649A2 (en) | 2007-10-10 |
BRPI0607054A2 (en) | 2009-08-04 |
CN100559130C (en) | 2009-11-11 |
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