Aircraft Engine Power Simulation Control System
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Solution Overview
Problem
Current methods for simulating aircraft engine failures in rotary-wing aircraft are limited, as they only allow for the simulation of total engine failure, do not account for varying aircraft weights or engine aging, and cannot adapt to the student's level of training, leading to inadequate training scenarios and potential risk during real failures.
Innovation Solution
A method and device that allow for manual adjustment of the overall power of a turbine engine system to simulate partial or total engine failures, enabling simulation of different failure configurations, including varying aircraft weights and engine aging, by using a first adjustment means to set a reduced overall power value and a second adjustment means to control the transition characteristics, ensuring safety and non-degradation of the engine system.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If traditional school mode is used to simulate total engine failure, then the simulation is simple to implement, but it cannot simulate partial power loss or adapt to varying aircraft weights and engine aging
Solution Approach 1:
The patent implements dynamic adjustment of engine power simulation by allowing continuous modification of power distribution between engines during flight training. The control system enables instructors to dynamically change simulation parameters such as power loss percentage, aircraft weight, and engine aging effects in real-time, transforming the static school mode into a dynamic adaptive training system.
Solution Approach 2:
The invention changes multiple parameters simultaneously to achieve versatile simulation: power distribution ratio between engines, aircraft total weight, engine aging level, and simulation scenario type. By allowing independent adjustment of these parameters, the system can simulate various failure modes from total engine failure to partial power loss without requiring hardware modifications.
2Power
If emergency overpower regimes are used to maintain power during single-engine operation, then the available power is increased, but the duration of use is limited and engine damage may occur
Solution Approach 1:
The patent applies partial action by allowing the functioning engine to operate at elevated power levels (excessive action) only when necessary for brief periods during emergency simulation, rather than continuous operation. The system monitors power usage duration and provides warnings or automatic limitations to prevent excessive duration that could cause engine damage, thus balancing power availability with engine protection.
3Measurement precision
If the power of one engine is reduced to simulate failure, then the simulation accuracy is improved, but the remaining engine must operate at higher power which risks degradation
Solution Approach 1:
The invention changes the power distribution parameter dynamically based on simulation requirements and flight conditions. When simulating engine failure, the system reduces the simulated engine's power contribution while simultaneously monitoring and limiting the remaining engine's power output to prevent excessive stress. The system provides multiple simulation modes (total failure, partial loss, asymmetric thrust) with appropriate power distribution for each mode.
4Ease of operation
If a fixed power configuration is used in school mode, then the control system is simple, but it cannot adapt to student proficiency levels or progressive training requirements
Solution Approach 1:
The patent transforms the static fixed-power school mode into a dynamic adaptive system that automatically or manually adjusts power configuration based on student performance metrics, training phase, and instructor input. The system monitors training progress and progressively increases simulation difficulty by adjusting power loss scenarios, response time requirements, and emergency procedure complexity.
Data Source
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AI summary
The present invention relates to a method for simulating a failure for an aircraft (7) equipped with an engine installation (10) comprising at least two turboshaft engines (11, 12). The two turboshaft engines jointly develop a total power output, each turboshaft engine (11, 12) being capable of delivering at least an emergency power output to compensate for a total failure of the other turboshaft engines (11, 12). This device allows, during the simulation of a failure, the total power output of the engine installation to be modified by means of a first control means (20). A second control means (30) also allows modification of the difference between the minimum power output obtained during the simulated failure and the stabilized total power output, as well as the time between this failure and the stabilization of this total power output.