AUTOMATIC DETECTION OF A HARDWARE CONFIGURATION OF A DEVICE ON BOARD OF AN AIRCRAFT

Description

Technical field of the invention

[0001] The present invention relates to on-board equipment of an aircraft, in particular fuel regulation equipment, in particular for a turbomachine such as a turbojet or a turboprop. State of the prior art

[0002] There are several computers on board aircraft designed to supervise the various onboard equipment to ensure its proper functioning. In particular, equipment whose malfunction is critical requires supervision by two computers, one of the computers being dedicated to redundancy and used in the event of a malfunction of the other computer. The two computers generally form two channels of a control unit known by the English acronym EPMU for Electronic and protection monitor unit.

[0003] These computers are also called protection computers. One of their missions is to prevent fuel from being delivered to the turbomachine when a malfunction is identified to avoid any catastrophic event.

[0004] From one turbomachine model to another, depending on their architecture, the protection computers may be required to control fuel metering and regulation equipment (in English FMU for Fuel Metering Unit ) . For example, when a turbomachine overspeed is detected, the EPMU sends a command to the FMUs to control and / or reduce the injected fuel.

[0005] There are different models of control equipment, with different hardware characteristics, and therefore in particular requiring control currents of varying intensities.

[0006] Also, it is possible during maintenance operations to replace a first FMU model with a second FMU model. Sending too high a control current could damage the equipment and sending too low a control current could impact the protection of the turbomachine in the event of a malfunction.

[0007] Today, information relating to the architecture of the turbomachine, i.e. the number, positioning and model of FMU used, is entered into the protection application software executed by the protection computers.

[0008] Thus, a modification of the FMU model, during a maintenance operation, requires a modification of the protection application software to avoid any operating problems.

[0009] The invention aims in particular to provide a simple, effective and economical solution to the drawbacks of the current technique set out above.

[0010] Documents US2017 / 356948, US2009 / 052107 and US5490031 are known. The invention aims in particular to provide a simple, effective and economical solution to the drawbacks of the current technique set out above. Summary of the invention

[0011] To this end, a method is proposed for detecting a hardware configuration of equipment on board an aircraft as defined in independent claim 1.

[0012] The deduction of the hardware configuration of the equipment can be carried out from said one or more values ​​of the current I measured and current response electrical characteristics of the equipment.

[0013] When the equipment is, for example, an FMU, such a method, implemented on a protection calculator, makes it possible, during a phase of powering up the equipment, i.e. when the latter is started, to automatically detect the FMU model connected to the protection calculators, and therefore to adapt the control current to each FMU model.

[0014] Thus, based on the electrical characteristics of the FMU models, it is possible to deduce their models. To do this, the current response to a control current is analyzed so as to automatically deduce, i.e. without human intervention, the hardware configuration of each of the devices. By analyzed, we mean that the value of the output current of the device in response to the control current, as well as the temporal variation of the output current are analyzed.

[0015] Thus, by performing a discriminatory test of the configuration, the solution ensures the control of equipment with heterogeneous hardware configuration, while guaranteeing the protection function against unexpected malfunctions of the turbomachine (in English Hazardous Engine Effects).

[0016] The invention is applicable to any equipment comprising an electric actuator comprising a winding, and therefore having an inductance. For example, in the case of an FMU, the invention is applicable thanks to the presence of an electrohydraulic servovalve (EHSV) allowing the control of the fuel metering valve (FMV).

[0017] Additionally, the hardware configuration of a device can be at least one of the following configurations: a first device having a first inductance L 1; a second device having a second inductance L 2; equipment with unknown hardware configuration, and in which L 2 = x · L 1 Or x∈ℝ And x ≥ 10.

[0018] Thus, equipment with an inductance L1 between 50 mH and 150 mH is considered low inductance equipment. Equipment with an inductance L2 between 0.9 H and 1.5 H is considered high inductance equipment.

[0019] Step c) may consist of comparing the one or more values ​​of the response current I measured with a first threshold I min1,FMU1 and with a second threshold I max2,FMU2 lower than the first threshold, so that: a first device is detected, if the values ​​of the measured current I are greater than the first threshold I min1,FMU1 , a second device is detected, if the values ​​of the measured current I are less than the second threshold, I max2,FMU2 , a device with an unknown hardware configuration is detected if the values ​​of the measured current I are between the second threshold and the first threshold.

[0020] Therefore, by acquiring the current during, the method compares the value of the measured current to the minimum current value at the output of the first device and to the maximum current value at the output of the second device, at the same time t, in response to the same control current.

[0021] In addition, the method may further comprise a step of: measure one or more values ​​of the response current I at at least one instant t 3 after an upper bound value t2, of the measurement time interval, and deduce that the hardware configuration is that of a first defective equipment or that of a second defective equipment if the values ​​of the measured response current I sont inférieures à un troisième seuil (I min 3 ) .

[0022] A third threshold thus makes it possible to further identify a first or second defective piece of equipment.

[0023] The hardware configurations of the first and second devices may have the same resistance value.

[0024] Preferably, the first inductance L 1 can be of the order of 100 mH and the second inductance L 2 can be of the order of 1 H.

[0025] Furthermore, the response current of the equipment can be expressed: I = Ic 1 − e − t σ avec σ = L R in which, L is the equipment impedance and R is the equipment resistance.

[0026] Depending on the value of the current measured at the output of the equipment, knowing the resistance of this equipment whatever its structure, it is possible to determine the hardware configuration of the equipment, and this automatically.

[0027] In other words, the response time of the equipment to a control current sent by the calculator allows it to identify, for each equipment, its hardware configuration automatically, when they start up. Thus, the protection calculator can then adapt the levels of these control currents for each of the equipment according to its hardware configuration, i.e. its model.

[0028] Also, the setpoint current can be sent by an onboard protection computer of the aircraft. The setpoint current Ic can be of the order of 400 mA.

[0029] Depending on the values ​​of the measured currentsI 1 , I 2 at the moment t 1 and t 2, it is possible to characterize the response of the equipment to the control current, in particular its response time. The measurement of the current value at two instants t 1 and t 2 ensures a certain robustness of the process with regard to environmental variability which can impact the equipment's life.

[0030] In particular, steps a) to c) may be carried out when the equipment is powered up.

[0031] Furthermore, the equipment may comprise an actuator of a movable member of a fuel metering device, said actuator comprising at least one fixed electric coil and a movable core. Indeed, there are currently at least two types of fuel metering member having different hardware configurations, which as detailed above, are characterized by low impedance or high impedance. Indeed, the electrohydraulic servovalves (EHSV) allowing the control of the fuel metering valve (FMV) used in the two FMU models, have different impedances. Thanks to the invention, during maintenance operations, a first type of fuel metering member can be substituted by a second type of fuel metering member, without the risk of a control current with an unsuitable level being sent to it. The adaptation of the current level sent by the protection computer(s) is then done automatically.

[0032] This document also relates to a protection calculator comprising a processor coupled to a memory such that the aforementioned program is recorded on the memory. Also, this document relates to a protection calculator comprising a processor coupled to a memory on which instructions are recorded for implementing the method as mentioned above when executed on the computer. Brief description of the figures

[0033] [ Fig. 1 ] represents the time evolution of the maximum and minimum currents at the output of a first and second model of fuel metering device in response to a control current of the order of 400 mA; [ Fig. 2 ] is a flowchart of the method for detecting a hardware configuration of equipment on board an aircraft according to a first embodiment; [ Fig. 3 ] schematizes the measurements carried out within the framework of the process according to a first embodiment; [ Fig. 4A ] is a curve representing the maximum and minimum output currents of a fuel metering device of a first model in response to a setpoint current; [ Fig. 4B ] is a curve representing the output currents of the first model when a short circuit occurs on one of the channels of the control unit; [ Fig. 5A ] is a curve representing the maximum and minimum output currents of a fuel metering device of a second model in response to a setpoint current; [ Fig. 5B ] is a curve representing the output currents of the second model when a short circuit occurs on one of the channels of the control unit; Detailed description of the invention

[0034] During maintenance operations, the replacement of a fuel metering unit (known by the English acronym FMU for Fuel Metering Unit) does not necessarily imply an identical replacement, so that a fuel metering unit with a first hardware configuration can be replaced by a metering unit with a second hardware configuration different from the first hardware configuration.

[0035] Two models of dosing organ are currently in use, each with its own hardware configuration.

[0036] The first model, known as FMU Cutback, has a first inductance L1, of the order of 100 mH. Generally, the first inductance of this first model is between 0 mH and 150 mH.

[0037] The second model, known as FMU Baseline, has a second inductance L2, of the order of 1 H. Generally, the second inductance of this second model is between 0.9 H and 1.5 H.

[0038] Both hardware configurations have the same resistance. However, the resistance of these FMUs is highly dependent on the temperature experienced by the FMU. Therefore, the resistance of these devices varies greatly depending on the resistance tolerance as well as the temperature of the environment in which the FMUs are integrated.

[0039] Thus, in general, the inductances L1 and L2 are described as low and high inductances respectively, these inductances being able to be expressed L 2 = x · L 1 where x ∈ ℝ And x ≥ 10.

[0040] There figure 1 , illustrates the current response of the first model FMU1 and the second model FMU2 to a setpoint current 2 of the order of 400 mA.

[0041] The current response of the first FMU1 model to this setpoint current is between a maximum output current curve 4 and a minimum output current curve 6. This output current variation depends on the temperature to which the fuel metering device is subjected.

[0042] Similarly, the current response of the second FMU2 model to this setpoint current is between a maximum output current curve 8 and a minimum output current curve 10.

[0043] Generally speaking, the output current of the equipment is expressed: I = Ic 1 − e − t σ avec σ = L R in which, L is the impedance of the equipment and R is the resistance of the equipment, the resistance being variable depending on the temperature to which the FMU is subjected.

[0044] Thus, two zones Z1 and Z2 are delimited, the first zone Z1 representing all the values ​​that can be taken by the output currents of the first FMU1 model and the second zone Z2 representing all the values ​​that can be taken by the output currents of the second FMU2 model. As can be seen on the figure 1 , these zones Z1, Z2 do not overlap. The detection method according to the invention relies on this last point to allow automatic detection of the model of fuel metering device used.

[0045] There figure 2 illustrates an embodiment of a method for detecting a hardware configuration of on-board equipment, here a fuel metering device, in an aircraft. As detailed with reference to the figure 1 , the two models FMU1 and FMU 2 of fuel metering device are capable of receiving a reference current as input Ic , and, in response to this setpoint current, to produce an output current I .

[0046] The metering device is embedded in an environment, where it is supervised by a two-channel control unit, EPMU, i.e. with two computers for protection redundancy. These two computers, for example consisting of two electronic cards in the same housing, are connected to the same FMU, so that in the event of a malfunction of one, the fuel metering device is controlled by the remaining healthy computer. The first step A of the process consists of sending a setpoint current to the equipment input Ic at a given moment t 0 .

[0047] As can be seen in the example of the figure 3 , the setpoint current Ic is a direct current, emitted from t 0 = 0 ms.

[0048] The second step B of the said method consists of measuring the current values I 1 and I 2 at the output of the equipment respectively at times t 1 and t 2 posterior to t 0 .

[0049] In this second step, for example two measurements of the current response (not shown on the figure 3 ) at the output of the current device, are carried out at two times t 1 and t 2 posterior to t 0 .

[0050] The moments t 1 and t 2 are chosen for example around 5 ms, so as to define a measurement time interval for example less than 1 ms as illustrated schematically on the figure 1 .

[0051] As shown schematically, depending on the current values ​​measured in the measurement time interval between t 1 and t2, it is possible to deduce during a third step C the hardware configuration of the fuel metering device.

[0052] For example, by measuring a response current I 1 now t 1 and I 2 right now t 2, the deduction is based on the comparison of values I 1 , I 2 with the following ranges: comparison of I 1 now t 1 and of I 2 right now t 2: if I 1 ∈ [I min 1;FMU1; I max 1; FMU1 ] and I 2 ∈ [I min 2 ;FMU1 ; I max 2 ;FMU1 ], that is to say at zone Z1, then the fuel metering device has the hardware configuration of the first model FMU1; if I 1 ∈ [I min 1;FMU2; I max 1 ;FMU2 ] and I 2 ∈[I min 2 ;FMU2 ; I max 2 ; FMU2 ], that is to say at zone Z2, then the fuel metering device has the hardware configuration of the second model FMU2.

[0053] In other words, this comparison makes it possible to characterize the response time of the fuel metering device and to compare it with the known response time of the first and second models.

[0054] As we can see, if I 1 ∈ [I max 1;FMU2; I min1 ; FMU1 ] and I 2 ∈ [I max 2 ;FMU2 ; I min 2 ;FMU1 ], i.e. in zone Z3, then it is impossible to determine the hardware configuration of the fuel metering device. When the process is implemented on the computer, an error message is then returned.

[0055] Of course, it is possible to limit the process to the measurement of a single value of the output current at a time t, included in the measurement time interval between t 1 andt 2, and deduce the hardware configuration of the equipment, based on the value of the measured current I . That is, in other words, to identify in which zone Z1 or Z2 the measured current I is located. A third measurement at the instant t 3 can be useful especially when a short circuit occurs on one of the channels of the EPMU control unit. This moment t 3 identified on the figure 3 is later than the moment t 2, allows in particular to identify currents lower than the output currents of zone Z2, in zone Z4 which then correspond to first or second equipment with material faults. In this case, as can be seen on the figures 4B et 5B , the output currents of the fuel metering device are affected in response to a control current of the order of 400 mA. By comparing the output current value at the instant t 3 to a third threshold Imin 3, it is possible to detect faulty equipment.

[0056] An example of an equipment fault is an actuator drift, meaning that its response time deviates from a predefined pattern when subjected to a current load. Another example of a fault might be a short circuit in one coil of a two-coil actuator.

[0057] However, as in the cases described previously, the evolution of the output current of the fuel organ remains similar to the case without short circuit.

[0058] Indeed, as we can see on the figure 4A , in response to a setpoint current for example close to 400 mA, the output current of the first FMU1 model reaches 400 mA between 1.5 ms and 2 ms (depending on the temperature of the environment of the fuel metering device), considering that the setpoint current is emitted from t = 0 ms. In case of short circuit the value of 400 mA is reached at 2 ms as can be seen in the figure 4B . Thus, despite a short circuit on one of the control unit channels, the output current value test remains discriminating.

[0059] This is also confirmed for the second hardware configuration. Indeed, as can be seen on the figure 5A , the output current of the second model FMU2 reaches 300 mA between 50 and 120 ms (depending on the temperature of the environment of the fuel metering device), considering that the set current of 400 mA is emitted from t 0 = 0 ms. In case of a short circuit, the value of 300 mA is reached around 30 ms as can be seen on the figure 5B . Thus the response time is approximately 15 times higher than the response time of the first configuration, as in the case without short circuit.

[0060] So, whether or not there is a short circuit, a measurement of the current at two instants around 2 ms, for example at instants t 1 and t 2 between 0 ms and 2 ms, allows to deduce the hardware configuration of the fuel metering device. Indeed, if the value I 1 measured has a value within the range corresponding to zone Z 3 , values ​​for which the hardware configuration cannot be deduced, but which I 2 is included in the range [I min 2 ;FMU1 ; I max 2 ; FMU1 ] or [I min 2 ;FMU2 ; I max 2 ;FMU2 ], then we can still deduce that the fuel metering device has the same hardware configuration as either the first model FMU1 or the second model FMU2.

[0061] Preferably, the method is executed by the control unit when the equipment is powered up. In particular, this method is executed by each of the protection computers of the control unit.

[0062] For this, the protection calculators, comprising a processor coupled to a memory, contain in memory a computer program comprising instructions for implementing the method as described previously when it is executed on a processor.

Claims

1. A method for detecting a hardware configuration of an on-board device in an aircraft, capable of receiving as input a setpoint current (Ic), and of producing as output a response current (I), the method comprising the following steps: a) Send, to the input of the device, a setpoint current (Ic) at a given initial time (t0); caracterized by the following steps: b) Measure one or more response current values (I) at the output of the device in a measurement-time interval defined between two instants (t1, t2) after the initial instant (t0); c) Infer the hardware configuration of the device, doing so from the one or more said values of the response current (I) measured and the electrical current-response characteristics of the device.

2. A method according to claim 1, wherein the hardware configuration of a device is at least one of the following configurations: - a first device having a first inductance L1; - a second device having a second inductance L2; - a device of unknown hardware configuration, and wherein L2 = x · L1 où x ∈ ℝ and x ≥ 10.

3. A method according to claim 2, wherein step c) comprises comparing the one or more values of the response current (I) measured at a first threshold (Imin1,FMU1) and at a second threshold (Imax2,FMU2) lower than the first threshold, such that: - a first device is detected, if the values of the measured response current (I) are higher than the first threshold (Imin1,FMU1), - a second device is detected, if the values of the measured response current (I) are lower than the second threshold(Imax2,FMU2) , - a device of unknown hardware configuration is detected if the values of the measured current I sare between the second threshold and the first threshold.

4. A method according to claim 1 or 2, further comprising the following step: - measure one or more values of the response current (I) at at least one time (t3) after an upper bound value (t2) of the measurement time interval, and - infer that the hardware configuration is that of a first defective device or that of a second defective device if the values of the measured response current (I) are lower than a third threshold (Imin 3 ).

5. A method according to any of claims 2 to 4, wherein the hardware configurations of the first and second devices have a same resistance value.

6. A method according to claim 2 or claim 3, wherein the first inductance L1 is of the order of 100 mH and the second inductance L2 is of the order of 1H.

7. A method according to any of the preceding claims, wherein the response current (I) at the output of the device is expressed as: I = Ic 1 − e − t σ avec σ = L R wherein, L is the impedance of the device and R is the resistance of the device.

8. A method according to any of the preceding claims, wherein the setpoint current (Ic) is sent by an on-board protection calculator of the aircraft.

9. A method according to any of the preceding claims, wherein steps a) to c) are performed when the device is powered up.

10. A protection calculator comprising a processor coupled to a memory on which are stored instructions for implementing the method of any one of claims 1 to 8 when executed on the protection calculator.