Aircraft Engine Utilization Envelope Adaptation
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Conventional rotorcraft engines are limited to a single utilization envelope, which does not optimize power staging for varying mission types, such as rescue or ferrying missions, and requires costly re-certification for different mission profiles, especially during engine failures.
Innovation Solution
A power plant with at least two engines, each with control means and memory to operate using multiple distinct utilization envelopes at iso-damage, allowing selection of different power and duration settings for takeoff, cruising, and landing stages, enabling adaptation to various flight stages and mission requirements without modifying the engine.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a single utilization envelope is used for the engine, then the engine design is simplified and certified, but the engine cannot optimize power staging for different mission types (rescue vs ferrying)
Solution Approach 1:
The patent implements dynamic selection of utilization envelopes based on flight stage and mission type. The control system automatically transitions between different utilization envelopes (first for takeoff, second for cruising, third for landing) and can switch between rescue-optimized and ferrying-optimized envelopes, making the engine adaptable to varying operational requirements without physical modification.
Solution Approach 2:
The patent changes operational parameters by selecting different utilization envelopes with distinct power-staging characteristics. Each envelope contains specific contingency ratings optimized for particular missions, allowing the engine to adjust its power output profile dynamically based on mission requirements while maintaining the same physical engine hardware.
2Adaptability or versatility
If the engine is re-certified for different mission profiles, then optimized power staging can be achieved, but costly re-certification is required
Solution Approach 1:
The patent makes a single engine universally applicable to multiple mission types (rescue and ferrying) by incorporating multiple utilization envelopes within the same certified framework. The engine can be reconfigured through software/control parameters to optimize for different missions without requiring separate physical certification processes, thereby eliminating repeated costly re-certification.
Solution Approach 2:
The patent pre-configures multiple utilization envelopes with distinct power-staging characteristics during the initial certification process. These pre-prepared envelopes are stored in the control system and can be selectively activated based on mission type, eliminating the need for time-consuming re-certification when switching between rescue and ferrying missions.
3Power
If maximum power is used during takeoff, then takeoff performance is optimized, but engine damage increases and time between overhauls decreases
Solution Approach 1:
The patent applies periodic or staged power delivery through different utilization envelopes. During takeoff, the first utilization envelope provides maximum power for the critical takeoff phase, then automatically transitions to the second utilization envelope for cruising that reduces power to maintain a safe damage rate, and finally to the third utilization envelope for landing. This staged approach optimizes takeoff performance while managing cumulative engine damage over the mission.
Data Source
AI summary
An aircraft power plant (2) having at least two engines (3, 4), each co-operating with respective control means (5) including respective memories (6), each memory (6) containing information for causing said engine (3, 4) to operate with a plurality of distinct utilization envelopes at iso-damage. Said power plant (2) includes determination means (10) for determining a first utilization envelope (101) for application during a takeoff stage of flight and a second utilization envelope (102) for application during a cruising stage of flight following the takeoff stage of flight, and a third utilization envelope (103) for application during a landing stage of flight following the cruising stage of flight.