JP6902381B2 - Control methods for air conditioning systems, aircraft and air conditioning systems - Google Patents

Description

The present invention relates to air conditioning systems, aircraft and methods of controlling air conditioning systems.

Conventionally, the technology related to the air conditioning system mounted on the aircraft is known. For example, Patent Document 1 discloses an air conditioner for a small aircraft, which includes a refrigeration cycle including a compressor that compresses a refrigerant by the driving force of the engine of the small aircraft. This air conditioner reduces the load on the engine that drives the compressor by power-saving the compressor when the small aircraft is flying in the air (flight modes such as takeoff mode, landing mode, and cruise mode). .. This prevents unnecessary engine troubles from occurring while the small aircraft is flying in the air.

Japanese Unexamined Patent Publication No. 10-278891

By the way, in an aircraft air conditioning system, in order to perform air conditioning in an aircraft, bleed air may be extracted to extract a part of air from the engine of the aircraft. When air conditioning in the aircraft is performed by bleed air from the engine, when it is necessary to secure sufficient engine output at the start of takeoff or go-around of the aircraft, the bleed air and air conditioning from the engine are temporarily stopped. After this, it is necessary to restart the bleed air and air conditioning after the takeoff is completed or the go-around is completed. Patent Document 1 describes that the air conditioner unit is started by the air conditioner switch. However, if the air conditioning is started / stopped manually by the switch, the pilot must always turn the switch on and off before and after takeoff or go-around, which is troublesome. In addition, if you forget to stop the bleed air and air conditioning at the start of takeoff or go-around, you may not be able to secure sufficient engine output, or you may forget to restart air conditioning after takeoff or go-around. there is a possibility.

The present invention has been made in view of the above, and in an air conditioning system equipped with an air conditioning device mounted on an aircraft and equipped with an air conditioning device for air conditioning in the aircraft by bleed air from an engine, air before and after takeoff or before and after a go-around. The purpose is to perform harmony control more easily and stably.

In order to solve the above-mentioned problems and achieve the object, the air-conditioning system according to the present invention is an air-conditioning system equipped with an air-conditioning device mounted on an aircraft and performing air-conditioning in the aircraft by using bleed air from an engine. The parameter detection unit that detects the parameters for determining the takeoff start or landing return start of the aircraft, and the operation and stop of the air conditioner based on the parameters detected by the parameter detection unit. A control unit that controls the air conditioner in an automatic switching mode that automatically switches is provided, and when the control unit determines the start of takeoff or the start of landing / return of the aircraft based on the parameters, the air conditioner is used. It is characterized by automatically stopping.

The air conditioning system according to the present invention automatically stops the air conditioning device when it determines the start of takeoff or go-around of an aircraft based on the parameters for determining the start of takeoff or go-around of the aircraft. As a result, since it is not necessary for the pilot to manually stop the air conditioner during the start of takeoff or the start of the go-around, it is possible to avoid the troublesome manual operation and forgetting to stop the air conditioner. Therefore, according to the air conditioning system according to the present invention, in an air conditioning system equipped with an air conditioning device mounted on an aircraft and performing air conditioning in the aircraft by extracting air from an engine, air conditioning control before and after takeoff or before and after a go-around. Can be performed more easily and stably.

Further, the parameter detection unit includes an airframe weight detection sensor that detects the presence or absence of an airframe weight load acting on the legs of the aircraft, and the control unit determines the start of takeoff of the aircraft. It is preferable that one of the requirements for determining the start of takeoff is that the weight load of the aircraft acts on the legs. If there is a weight load on the legs of the aircraft, the aircraft is on the ground rather than in the air. For this reason, the presence or absence of the aircraft weight load acting on the legs is used as a parameter for determining the takeoff start of the aircraft, and the fact that the aircraft weight load is acting on the legs is one of the requirements for determining the takeoff start. , It is possible to accurately determine the takeoff start of an aircraft.

Further, the parameter detection unit includes an output value detection unit that detects the output value of the engine, and the control unit includes the engine detected by the output value detection unit when determining the takeoff start of the aircraft. It is preferable that one of the takeoff start determination requirements is that the output value of the above is equal to or greater than the first predetermined output value required for takeoff of the aircraft. When the output value of the engine of the aircraft is the first predetermined output value, it is highly possible that the aircraft is about to start takeoff. Therefore, the engine output value is used as a parameter for determining the takeoff start of the aircraft, and the takeoff start determination requirement of the aircraft is that the engine output value is equal to or higher than the first predetermined output value. The start determination can be made accurately.

Further, the parameter detection unit includes a position detection unit that detects the position of the aircraft, and the control unit determines that the position of the aircraft detected by the position detection unit when determining the takeoff start of the aircraft. It is preferable that the position on the runway is one of the requirements for determining the start of takeoff. If the aircraft is in place on the runway, it is likely that the aircraft is about to start running for takeoff. Therefore, by using the position of the aircraft as a parameter for determining the takeoff start of the aircraft and making it one of the requirements for determining the start of takeoff that the position of the aircraft is a predetermined position on the runway, the determination of the start of takeoff of the aircraft can be made. It can be done with high accuracy.

Further, the parameter detection unit includes an altitude detection sensor that detects the altitude of the aircraft, and the control unit determines that the go-around start of the aircraft has the altitude detected by the altitude detection sensor. 1 It is preferable that the altitude is less than a predetermined altitude as one of the requirements for determining the start of a go-around. If the altitude of the aircraft is less than the first predetermined altitude, it is considered that the aircraft is about to land at least, so there is a possibility that a go-around will be performed again for some reason. Therefore, by using the altitude of the aircraft as a parameter for determining the go-around start of the aircraft and setting that the altitude is less than the first predetermined altitude as one of the requirements for determining the start of the go-around, the aircraft will start the go-around. The judgment can be made accurately.

Further, the parameter detection unit includes an output value detection unit that detects the output value of the engine, and the control unit detects the output value detection unit when determining the start of a go-around of the aircraft. It is preferable that one of the requirements for determining the start of a go-around is that the output value of the engine is equal to or greater than the second predetermined output value required for the go-around of the aircraft. If the output value of the aircraft engine is the second predetermined output value, it is highly possible that the aircraft is about to start a go-around. Therefore, the engine output value is used as a parameter for determining the go-around start of the aircraft, and the fact that the engine output value is equal to or higher than the second predetermined output value is one of the requirements for the go-around start determination of the aircraft. It is possible to accurately determine the start of a go-around.

Further, the parameter detection unit includes a position detection unit that detects the position of the aircraft, and the control unit determines the position of the aircraft detected by the position detection unit when determining the start of a go-around of the aircraft. It is preferable that the area around the runway is one of the requirements for determining the start of a go-around. If the aircraft is around the runway, at least it is likely that the aircraft is about to land, and then there is a possibility of a go-around that resurfaces for some reason. Therefore, by using the position of the aircraft as a parameter for determining the start of go-around of the aircraft and making the position of the aircraft around the runway one of the requirements for determining the start of go-around of the aircraft, it is possible to determine the start of go-around of the aircraft. Can be performed with high accuracy.

Further, the parameter detection unit detects a parameter for determining the takeoff completion or the go-around completion of the aircraft, and the control unit detects the takeoff completion of the aircraft based on the parameter detected by the parameter detection unit. Alternatively, when it is determined that the go-around has been completed, it is preferable to automatically operate the air conditioner. As a result, it is not necessary for the pilot to manually start the operation of the air conditioner when the takeoff is completed or the go-around is completed, so that it is possible to avoid the troublesome manual operation and forgetting to start the operation of the air conditioner. .. Therefore, air conditioning control before and after takeoff or before and after go-around can be performed more easily and stably.

Further, the parameter detection unit includes an altitude detection sensor that detects the altitude of the aircraft, and the control unit detects the aircraft by the altitude detection sensor when determining the completion of takeoff or go-around of the aircraft. It is preferable that the altitude is equal to or higher than the second predetermined altitude as one of the takeoff completion determination requirements or the go-around completion determination requirements. If the altitude of the aircraft is equal to or higher than the second predetermined altitude, it is highly probable that the takeoff or go-around of the aircraft has been completed. Therefore, the altitude of the aircraft is used as a parameter for determining the takeoff completion or the go-around completion of the aircraft, and it is one of the takeoff completion determination requirements or the go-around completion determination requirement that the altitude is equal to or higher than the second predetermined altitude. Therefore, it is possible to accurately determine the takeoff completion or the go-around completion of the aircraft.

Further, the parameter detection unit includes an airframe weight detection sensor that detects the presence or absence of an airframe weight load acting on the legs of the aircraft, and the control unit determines that the aircraft has completed takeoff or go-around. In this case, it is preferable that the fact that the aircraft weight load does not act on the legs is one of the takeoff completion determination requirements or the go-around completion determination requirement. If there is no weight load on the legs of the aircraft, the aircraft is in the air. Therefore, the presence or absence of the aircraft weight load acting on the legs is used as a parameter for determining the takeoff completion or the go-around completion of the aircraft, and the takeoff completion determination requirement or the fact that the aircraft weight load is not acting on the legs is used. By making it one of the requirements for the go-around completion determination, it is possible to accurately determine the takeoff completion determination or the go-around completion determination of the aircraft.

Further, a manual switch for instructing the control unit to start and stop the air conditioner is further provided, and the control unit uses the manual switch when controlling the air conditioner in the automatic switching mode. When the stop of the air conditioner is instructed, it is preferable to stop the air conditioner even when the start of takeoff or the start of go-around of the aircraft is not determined. As a result, even if the aircraft is not determined to start takeoff or go-around due to a sensor failure, for example, even though the aircraft is starting takeoff or go-around, the pilot will make his own judgment. A manual switch can be used to instruct the air conditioner to stop. As a result, air conditioning control can be performed more stably.

Further, a manual switch for instructing the control unit to start and stop the air conditioner is further provided, and the control unit uses the manual switch when controlling the air conditioner in the automatic switching mode. When the operation of the air conditioner is instructed, it is preferable to operate the air conditioner even when it is not determined that the aircraft has completed takeoff or go-around. As a result, even if the aircraft is not judged to have taken off or landed due to a sensor failure, for example, even after the takeoff is completed or the go-around is completed, the pilot makes his / her own judgment. A manual switch can be used to instruct the start of operation of the air conditioner. As a result, air conditioning control can be performed more stably.

Further, a mode in which a manual switch for instructing the control unit to operate and stop the air conditioner, a manual change mode for manually switching between the automatic change mode and the operation and stop of the air conditioner can be selected. The control unit further includes a selection switch, and when the manual change mode is selected by the mode selection switch, the control unit operates the air conditioner based on an instruction by the manual switch regardless of the parameter. It is preferable to switch between stop and stop. As a result, if the manual switching mode is selected by the mode selection switch, the air conditioning control before and after takeoff or before and after the go-around can be performed at the pilot's discretion. As a result, if the output required for takeoff or go-around can be secured without stopping the bleed air of the engine, for example, when the runway is sufficiently long, the bleed air from the engine and air conditioning can be taken off without stopping. You can make a go-around. Therefore, it is possible to increase the degree of freedom in air conditioning control.

In order to solve the above-mentioned problems and achieve the object, the aircraft according to the present invention is characterized by providing the above-mentioned air conditioning system.

According to the aircraft according to the present invention, in an air conditioning system equipped with an air conditioning device mounted on the aircraft and air-conditioning the inside of the aircraft by bleed air from the engine, air-conditioning control before and after takeoff or before and after a go-around can be performed more easily. It is possible to perform it stably.

In order to solve the above-mentioned problems and achieve the object, the control method of the air conditioning system according to the present invention is equipped with an air conditioning device which is mounted on an aircraft and performs air conditioning in the aircraft by using the bleed air from the engine. A method of controlling an air conditioning system, which detects a parameter for determining the takeoff start or go-around start of the aircraft, and determines the takeoff start or go-around start of the aircraft based on the detected parameter. It is characterized by including one determination step and an automatic stop step of automatically stopping the air conditioner when the start of takeoff or the start of go-around of the aircraft is determined in the first determination step.

The control method of the air conditioning system according to the present invention uses an air conditioner when it is determined that the aircraft is starting takeoff or a go-around based on the parameters for determining the start of takeoff or go-around of the aircraft. Stop automatically. As a result, since it is not necessary for the pilot to manually stop the air conditioning during the start of takeoff or the start of the go-around, it is possible to avoid the troublesome manual operation and forgetting to stop the air conditioning. Therefore, according to the control method of the air conditioning system according to the present invention, in an air conditioning system equipped with an air conditioning device mounted on an aircraft and performing air conditioning in the aircraft by extraction air from an engine, before and after takeoff or before and after a go-around. Air conditioning control can be performed more easily and stably.

Further, after the automatic stop step, a second parameter for determining the takeoff completion or go-around completion of the aircraft is detected, and the takeoff completion or go-around completion of the aircraft is determined based on the detected parameters. It is preferable to include a determination step and an automatic operation step for automatically operating the air conditioner when the completion of takeoff or go-around of the aircraft is determined in the second determination step. As a result, it is not necessary for the pilot to manually start the operation of the air conditioner when the takeoff is completed or the go-around is completed, so that it is possible to avoid the troublesome manual operation and forgetting to start the operation of the air conditioner. .. Therefore, air conditioning control before and after takeoff or before and after go-around can be performed more easily and stably.

The air conditioning system, the aircraft, and the control method of the air conditioning system according to the present invention are mounted on the aircraft and equipped with an air conditioning device that performs air conditioning in the aircraft by extracting air from the engine, before and after takeoff or after landing and returning. It has the effect of making it easier and more stable to control the air conditioning in the front and rear.

FIG. 1 is a schematic view showing an aircraft equipped with an air conditioning system according to an embodiment. FIG. 2 is a block diagram showing an air conditioning system according to an embodiment. FIG. 3 is a front view showing a manual switch and a mode selection switch included in the air conditioning system according to the embodiment. FIG. 4 is a flowchart showing a processing procedure of air conditioning control at the start of takeoff of an aircraft. FIG. 5 is a flowchart showing a processing procedure of air conditioning control at the time of a go-around of an aircraft. FIG. 6 is a flowchart showing a processing procedure of air conditioning control when the takeoff of the aircraft is completed or the go-around is completed.

Hereinafter, embodiments of the air conditioning system, the aircraft, and the control method of the air conditioning system according to the present invention will be described in detail with reference to the drawings. The present invention is not limited to this embodiment.

FIG. 1 is a schematic view showing an aircraft equipped with an air conditioning system according to an embodiment, and FIG. 2 is a block diagram showing an air conditioning system according to an embodiment. Aircraft 1 includes an engine 10, a landing gear 20, and an air conditioning system 30. The aircraft 1 may be any of small, medium and large aircraft, and may be any kind of aircraft such as a general passenger aircraft and an aircraft for freight transportation.

The engine 10 is a general engine used as a power source for an aircraft such as a jet engine or a gas turbine engine. The engine 10 can extract a part of the air to be used and send it to the air conditioner unit (air conditioner) 31 (see FIG. 2) of the air conditioning system 30. The landing gear 20 is a device that supports the aircraft 1 on the ground. The landing gear 20 has a plurality of legs 21 provided with wheels. The landing gear 20 is a retractable type that can store the legs 21 inside the aircraft when the aircraft 1 is in the air, or a fixed type that fixes the legs 21 outside the aircraft even when the aircraft 1 is in the air. It may be either. Each leg 21 has a cylinder (not shown) that contracts due to the weight load of the aircraft when the aircraft 1 is on the ground.

The air conditioning system 30 performs air conditioning in the machine by bleed air that extracts a part of air from the engine 10. As shown in FIG. 2, the air conditioning system 30 includes an air conditioner unit 31, a manual switch 32, a mode selection switch 33, a parameter detection unit 34, an operation terminal 35 for inputting an output of the air conditioner unit 31, and an air conditioner. It includes a control unit 37 that controls the unit 31.

The air conditioner unit 31 is a well-known air conditioner that extracts a part of the air used in the engine 10 to perform air conditioning such as cooling, heating, and dehumidifying the inside of the machine. The air conditioner unit 31 cools the air conditioner duct, various fans that generate an air flow in the air conditioner duct, a heating circuit for heating the air flowing in the air conditioner duct to heat the inside of the machine, and the air flowing in the air conditioner duct. A cooling circuit for dehumidifying and cooling the inside of the machine, various valves provided in the heating circuit and the cooling circuit, and a duct for controlling the bleeding air sent from the engine 10 to the air conditioner unit 31 (none of which are shown). Etc. are provided. The various valves of the air conditioner unit 31, the heating circuit, and the various devices included in the cooling circuit are controlled by the control unit 37 based on the values input at the operation end 35.

FIG. 3 is a front view showing the manual switch 32 and the mode selection switch 33. The manual switch 32 and the mode selection switch 33 are installed on a control panel (not shown) in the pilot room of the aircraft 1 (not shown).

The manual switch 32 is a switch that instructs the control unit 37 to start and stop the air conditioner unit 31. In the present embodiment, the manual switch 32 is a toggle type switch that can be manually switched on (ON) and off (OFF) by the pilot. When the manual switch 32 is set to the on position by the pilot, an instruction to stop the air conditioning in the machine (a stop instruction of the air conditioner unit 31) is output from the manual switch 32 to the control unit 37 by the air conditioner unit 31. When the manual switch 32 is set to the off position by the pilot, an instruction to execute air conditioning in the machine (operation instruction of the air conditioner unit 31) is output from the manual switch 32 to the control unit 37. Further, the manual switch 32 is controlled to be switched between the on position and the off position by the control unit 37. The manual switch 32 also functions as an indicator for displaying to the pilot when the air conditioning is performed by the air conditioner unit 31 and when the air conditioning is not performed. The manual switch 32 may be a push type switch or a rotary type switch.

The mode selection switch 33 is a switch capable of selecting between an automatic switching mode for automatically switching between operation and stop of the air conditioner unit 31 and a manual switching mode for manually switching between operation and stop of the air conditioner unit 31. In the present embodiment, the mode selection switch 33 is a toggle type switch that can switch between the automatic switching mode (AUTO) and the manual switching mode (OFF) manually by the pilot. When the mode selection switch 33 is set to the automatic change mode position by the pilot, the automatic change mode setting that controls the air conditioner unit 31 from the mode selection switch 33 to the control unit 37 based on the parameters detected by the parameter detection unit 34. Instructions are output. When the mode selection switch 33 is set to the manual change mode position by the pilot, a manual change mode setting instruction for controlling the air conditioner unit 31 is output from the mode selection switch 33 to the control unit 37 based on the instruction by the manual switch 32. To. The mode selection switch 33 may be a push type switch or a rotary type switch.

The parameter detection unit 34 detects various parameters for determining the takeoff start, the go-around start, the takeoff completion, and the go-around completion of the aircraft 1. The parameter detection unit 34 includes a barometric altitude sensor 34a, an airframe weight detection sensor 34b, an output value detection unit 34c, and a position detection unit 34d.

The barometric altitude sensor 34a detects the altitude of the aircraft 1 as one of the above parameters. The barometric pressure altitude sensor 34a is an altimeter that detects the atmospheric pressure around the aircraft 1 and detects the altitude of the aircraft 1 based on the atmospheric pressure. The barometric altitude sensor 34a outputs the detected altitude to the control unit 37. The altitude of the aircraft 1 may be detected by a radio altimeter or a GPS altimeter.

The airframe weight detection sensor 34b detects the presence or absence of the airframe weight load of the aircraft 1 acting on the legs 21 as one of the above parameters. In the present embodiment, the airframe weight detection sensor 34b has a body weight load acting on each leg 21 by coming into contact with the cylinder when the cylinder (not shown) of each leg 21 contracts due to the airframe weight load. It is a contact type sensor that detects. When the body weight detection sensor 34b detects that a body weight load is acting on each leg 21, it outputs an on signal to the control unit 37, and the body weight load is acting on each leg 21. If this is not detected, the ON signal is not output to the control unit 37. The body weight detection sensor 34b may be a load sensor that detects the load acting on each leg portion 21.

The output value detection unit 34c detects the output value of the engine 10 as one of the above parameters. The output value detection unit 34c is a part of a control device (not shown) that controls the engine 10 of the aircraft 1, and outputs the current output command value of the engine 10 to the control unit 37 as the output value of the engine 10. The output value of the engine 10 may be an estimated output value of the current engine 10 calculated by a control device (not shown).

The position detection unit 34d detects the current position of the aircraft 1 as one of the above parameters. In the present embodiment, the position detection unit 34d receives a radio wave signal of a predetermined frequency band from a GPS satellite, demodulates the received radio wave signal, and uses the processed signal as the current position of the aircraft 1 as a control unit. Output to 37.

The operation end 35 has a switch for switching between cooling, heating, etc., and inputting an output value thereof as an operation of the air conditioner unit 31. The signal from the operation end 35 (switch) is transmitted to the control unit 37 and reflected in the operation of the air conditioner unit 31.

The control unit 37 inputs an operation instruction or a stop instruction of the air conditioner unit 31 from the manual switch 32. The control unit 37 inputs an automatic switching mode setting instruction or a manual switching mode setting instruction from the mode selection switch 33. As the above parameters, the control unit 37 includes the altitude of the aircraft 1 from the barometric pressure altitude sensor 34a, the presence / absence of an aircraft weight load acting on the leg portion 21 from the aircraft weight detection sensor 34b, and the current output value of the engine 10 from the output value detection unit 34c. , And the current position of the aircraft 1 is input from the position detection unit 34d.

When the manual change mode setting instruction is input from the mode selection switch 33, the control unit 37 controls the air conditioner unit 31 based on the operation instruction or the stop instruction of the air conditioner unit 31 from the manual switch 32. Specifically, the control unit 37 controls opening and closing of valves (not shown) that send bleed air from the engine 10 to the air conditioner unit 31 and various valves included in the air conditioner unit 31, and operation control of various devices in the air conditioner unit 31. I do.

When the automatic switching mode setting instruction is input from the mode selection switch 33, the control unit 37 starts the takeoff of the aircraft 1, starts the go-around, completes the takeoff, and completes the go-around based on the parameters input from the parameter detection unit 34. Is judged according to each judgment requirement. The start of takeoff of the aircraft 1 indicates that the aircraft 1 is in a state from the start of traveling for takeoff on the runway to the completion of takeoff. The start of the go-around of the aircraft 1 means that the aircraft 1 is in a state from the state where the aircraft 1 is in the landing position to the state where the aircraft 1 starts ascending again for some reason and the ascent is completed. The control unit 37 controls the air conditioner unit 31 based on the determination results of the takeoff start, the go-around start, the takeoff completion, and the go-around completion of the aircraft 1.

Next, the air conditioning control by the air conditioning system 30 before and after takeoff and before and after the go-around of the aircraft 1 will be described. FIG. 4 is a flowchart showing a processing procedure of air conditioning control at the start of takeoff of the aircraft 1. The flowchart shown in FIG. 4 is repeatedly executed by the control unit 37 at predetermined time intervals.

In step S11, the control unit 37 determines whether or not the automatic switching mode has been selected by the pilot, that is, whether or not the mode selection switch 33 has given an automatic switching mode setting instruction.

When the control unit 37 determines that the automatic switching mode is selected (step S11, Yes), the control unit 37 detects a parameter for determining the takeoff start of the aircraft 1, and takes off of the aircraft 1 based on the detected parameter. The first determination step for determining the start is executed (steps S12 to S14).

In step S12, the control unit 37 determines whether or not the body weight load of the aircraft 1 is acting on the leg 21 based on the detection result of the body weight detection sensor 34b. The control unit 37 determines that an on-signal is input from the airframe weight detection sensor 34b, determines that an airframe weight load is acting on the leg 21, and does not input an on-signal from the airframe weight detection sensor 34b. , It is determined that the weight load of the machine body is not acting on the leg portion 21.

When the control unit 37 determines that the body weight load of the aircraft 1 is acting on the legs 21 (steps S12, Yes), as step S13, the position of the aircraft 1 is determined based on the detection result of the position detection unit 34d. Determines whether or not is a predetermined position on the runway. The control unit 37 stores preset position information for each runway used by the aircraft 1, and the stored position information for each runway and the current position information of the aircraft 1 input from the position detection unit 34d. It is determined whether or not the aircraft 1 is in a predetermined position on the runway by comparing with the position information of. In the present embodiment, the predetermined position on the runway is a position where the aircraft 1 starts traveling for takeoff on the runway with the output value of the engine 10 as the first predetermined output value required for takeoff. ..

When the control unit 37 determines that the position of the aircraft 1 is located at a predetermined position on the runway (step S13, Yes), in step S14, based on the detection result of the output value detection unit 34c, the engine 10 It is determined whether or not the output value is equal to or greater than the first predetermined output value required for takeoff of the aircraft 1. The control unit 37 compares the current output value of the engine 10 input from the output value detection unit 34c with the first predetermined output value. The first predetermined output value is a value predetermined as an output value required for takeoff of the aircraft 1 and stored in the control unit 37. The first predetermined output value is the maximum value of the output value of the engine 10 in the present embodiment. The first predetermined output value may be smaller than the maximum output value of the engine 10 as long as it is an output value required for takeoff of the aircraft 1.

When the control unit 37 determines that the output value of the engine 10 is equal to or higher than the first predetermined output value (step S14, Yes), the control unit 37 determines that the aircraft 1 has started taking off, and proceeds to step S15. That is, when the control unit 37 determines the start of takeoff of the aircraft 1, the weight load of the aircraft is acting on the legs 21, and the output value of the engine 10 is required for the takeoff of the aircraft 1. The takeoff start determination requirement is that the output value or more and that the position of the aircraft 1 detected by the position detection unit 34d is a predetermined position on the runway.

When the control unit 37 determines the start of takeoff of the aircraft 1 in steps S12 to S14 (first determination step), the control unit 37 executes an automatic stop step of automatically stopping the air conditioner unit 31 as steps S15 and S16. Specifically, the control unit 37 automatically turns on the manual switch 32 in step S15. As a result, a stop instruction for the air conditioner unit 31 is output from the manual switch 32. The control unit 37 that has input the stop instruction executes the stop process of the air conditioning system 30 as step S16. Specifically, the control unit 37 closes and controls a valve (not shown) so as to stop the bleed air from the engine 10, controls various valves and various devices of the air conditioner unit 31, and air in the machine by the air conditioner unit 31. Stop harmony. As a result, the bleed air from the engine 10 is stopped, and the output value of the engine 10 required for the takeoff of the aircraft 1 is secured. After that, in step S17, the control unit 37 sets the takeoff mode flag F, which is set to the value 0 as the initial value, to the value 1, ends this routine once, and executes the process from step S11 again.

When the control unit 37 determines that the weight load of the aircraft is not acting on the leg portion 21 (step S12, No), when it determines that the position of the aircraft 1 is not a predetermined position (step S13, No), and when the engine 10 When it is determined that the output value of is less than the first predetermined output value (step S14, No), it is determined that the aircraft 1 is not in the start of takeoff, and the process proceeds to step S18. In step S18, the control unit 37 determines whether or not the manual switch 32 is set to the on position, that is, whether or not a stop instruction for the air conditioner unit 31 is input. When the control unit 37 determines that the manual switch 32 is set to the on position (step S18, Yes), the control unit 37 executes the processes after step S16. That is, the control unit 37 stops the air conditioner unit 31.

When the control unit 37 determines that the manual switch 32 is set to the off position (steps S18, No), the control unit 37 omits the processing of steps S15 to S17, terminates this routine once, and then starts again from step S11. Executes the processing of. As a result, if the takeoff start of the aircraft 1 is not determined and the stop instruction of the air conditioner unit 31 is not given by the pilot's judgment, the air conditioning in the aircraft is executed (started or continued) by the air conditioner unit 31. To.

Further, the control unit 37 also determines in step S11 that the manual switching mode is selected by the pilot (the manual switching mode setting instruction is given from the mode selection switch 33) (steps S11, No). Proceeding to S18, the operation and stop of the air conditioner unit 31 are switched based on the set position of the manual switch 32.

FIG. 5 is a flowchart showing a processing procedure of air conditioning control at the time of go-around of aircraft 1. The flowchart shown in FIG. 5 is repeatedly executed by the control unit 37 at predetermined time intervals.

In step S21, the control unit 37 determines whether or not the automatic switching mode has been selected by the pilot, that is, whether or not the mode selection switch 33 has given an automatic switching mode setting instruction.

When the control unit 37 determines that the automatic switching mode is selected (step S21, Yes), the control unit 37 detects a parameter for determining the go-around start of the aircraft 1, and based on the detected parameter, the control unit 37 of the aircraft 1 The first determination step for determining the start of the go-around is executed (steps S22 to S24).

In step S22, the control unit 37 determines whether or not the altitude of the aircraft 1 is less than the first predetermined altitude based on the detection result of the barometric altitude altitude sensor 34a. The control unit 37 compares the current altitude of the aircraft 1 input from the barometric altitude sensor 34a with the first predetermined altitude. The first predetermined altitude is preset as the altitude (for example, 0 m to 500 m) when the aircraft 1 descends to the vicinity of the runway for landing, and is stored in the control unit 37.

When the control unit 37 determines that the altitude of the aircraft 1 is less than the first predetermined altitude (step S22, Yes), as step S23, the position of the aircraft 1 is the runway based on the detection result of the position detection unit 34d. Determine if it is in the vicinity. As described above, the control unit 37 stores preset position information for each runway used by the aircraft 1, and is input from the stored position information for each runway and the position detection unit 34d. It is determined whether or not the aircraft 1 is around the runway by comparing it with the current position information of the aircraft 1. In the present embodiment, the position of the aircraft 1 around the runway means that the aircraft 1 has approached the runway for landing, for example, the aircraft 1 has a distance range of 0 m to 10,000 m from the runway. Indicates that you are inside.

When the control unit 37 determines that the position of the aircraft 1 is around the runway (steps S23, Yes), in step S24, the output value of the engine 10 is the aircraft 1 based on the detection result of the output value detection unit 34c. It is determined whether or not the output value is equal to or greater than the second predetermined output value required for the go-around. The control unit 37 compares the current output value of the engine 10 input from the output value detection unit 34c with the second predetermined output value. The second predetermined output value is a value predetermined as an output value required for the go-around of the aircraft 1 and stored in the control unit 37. The second predetermined output value is the maximum value of the output value of the engine 10 in the present embodiment. The second predetermined output value may be smaller than the maximum output value of the engine 10 as long as it is an output value required for the go-around of the aircraft 1.

When the control unit 37 determines that the output value of the engine 10 is equal to or greater than the second predetermined output value (step S24, Yes), the control unit 37 determines that the aircraft 1 has started a go-around and proceeds to step S25. That is, when the control unit 37 determines the start of the go-around of the aircraft 1, the altitude of the aircraft 1 is less than the first predetermined altitude, the position of the aircraft 1 is around the runway, and the output of the engine 10. The landing start determination requirement is that the value is equal to or greater than the second predetermined output value required for the go-around of the aircraft 1.

When the control unit 37 determines the start of the go-around of the aircraft 1 in steps S22 to S24 (first determination step), the control unit 37 executes an automatic stop step of automatically stopping the air conditioner unit 31 as steps S25 and S26. Specifically, the control unit 37 automatically turns on the manual switch 32 in step S25. As a result, a stop instruction for the air conditioner unit 31 is output from the manual switch 32. The control unit 37 that has input the stop instruction executes the stop process of the air conditioning system 30 as step S26. Specifically, the control unit 37 closes and controls a valve (not shown) so as to stop the bleed air from the engine 10, controls various valves and various devices of the air conditioner unit 31, and air in the machine by the air conditioner unit 31. Stop harmony. As a result, the bleed air from the engine 10 is stopped, and the output value of the engine 10 required for the takeoff of the aircraft 1 is secured. After that, in step S27, the control unit 37 sets the takeoff mode flag F, which is set to the value 0 as the initial value, to the value 1, ends this routine once, and executes the process from step S21 again.

The control unit 37 determines that the altitude of the aircraft 1 is equal to or higher than the first predetermined altitude (step S22, No), determines that the position of the aircraft 1 is not around the runway (step S23, No), and the engine. When it is determined that the output value of 10 is less than the second predetermined output value (step S24, No), it is determined that the aircraft 1 is not in the start of go-around, and the process proceeds to step S28. In step S28, the control unit 37 determines whether or not the manual switch 32 is set to the on position, that is, whether or not a stop instruction for the air conditioner unit 31 is input. When the control unit 37 determines that the manual switch 32 is set to the on position (step S28, Yes), the control unit 37 executes the processes after step S26. That is, the control unit 37 stops the air conditioner unit 31.

When the control unit 37 determines that the manual switch 32 is set to the off position (steps S28, No), the control unit 37 omits the processing of steps S25 to S27, terminates this routine once, and then starts again from step S21. Executes the processing of. As a result, if the start of the go-around of the aircraft 1 is not determined and the stop instruction of the air conditioner unit 31 is not given by the pilot's judgment, the air conditioning in the aircraft is executed (started or continued) by the air conditioner unit 31. Will be done.

Further, even when the control unit 37 determines in step S21 that the manual switching mode is selected by the pilot (steps S21, No), the control unit 37 proceeds to step S28 and proceeds to the air conditioner unit based on the set position of the manual switch 32. Switch between running and stopping 31.

FIG. 6 is a flowchart showing a processing procedure of air conditioning control when the takeoff of the aircraft 1 is completed or the go-around is completed. The flowchart shown in FIG. 6 is repeatedly executed by the control unit 37 at predetermined time intervals.

In step S31, the control unit 37 determines whether or not the takeoff mode flag F is set to the value 1. When the takeoff mode flag F is set to the value 1, the air conditioner unit 31 is stopped during the start of takeoff of the aircraft 1 (steps S15 to S17 in FIG. 4), or during the start of the go-around of the aircraft 1. The air conditioner unit 31 is stopped (steps S25 to S27 in FIG. 5) (in this case, the manual switch 32 is set to the on position). Therefore, when the control unit 37 determines that the takeoff mode flag F is set to the value 1 (step S31, Yes), the control unit 37 restarts the air conditioning when the takeoff of the aircraft 1 is completed or the go-around is completed. The process proceeds to step S32. On the other hand, when the control unit 37 determines that the takeoff mode flag F is set to the value 0 (step S31, No), since the air conditioning has not been stopped, this routine is temporarily terminated, and from step S31 again. Executes the processing of.

In step S32, the control unit 37 determines whether or not the automatic changeover mode has been selected by the pilot, that is, whether or not the mode selection switch 33 has given an automatic changeover mode setting instruction.

When the control unit 37 determines that the automatic switching mode is selected (step S32, Yes), the control unit 37 detects a parameter for determining the completion of takeoff or go-around of the aircraft 1, and based on the detected parameter. A second determination step for determining the completion of takeoff or go-around of aircraft 1 is executed (step S33, step S34).

In step S33, the control unit 37 determines whether or not the body weight load of the aircraft 1 is acting on the leg 21 based on the detection result of the body weight detection sensor 34b. The control unit 37 determines that an on-signal is input from the airframe weight detection sensor 34b, determines that an airframe weight load is acting on the leg 21, and does not input an on-signal from the airframe weight detection sensor 34b. , It is determined that the weight load of the machine body is not acting on the leg portion 21.

When the control unit 37 determines that the body weight load of the aircraft 1 is not acting on the legs 21 (steps S33, Yes), as step S34, the altitude of the aircraft 1 is based on the detection result of the barometric altitude sensor 34a. Determines whether or not is equal to or higher than the second predetermined altitude. The control unit 37 compares the current altitude of the aircraft 1 input from the barometric altitude sensor 34a with the second predetermined altitude. The second predetermined altitude is a sufficient altitude (for example, about 500 m to 2000 m) that eliminates the need to secure the output value of the engine 10 to the first predetermined output value or the second predetermined output value when the aircraft 1 takes off or makes a go-around. Is preset and stored in the control unit 37. The second predetermined altitude is set to a different value for each runway used by the aircraft 1. For example, when there are high obstacles such as mountain ranges and buildings around the runway, the second predetermined altitude is set to a relatively high value, and when there are no high obstacles around the runway such as the sea runway. Is set to a relatively low value.

When the control unit 37 determines that the altitude of the aircraft 1 is equal to or higher than the second predetermined altitude (step S34, Yes), the control unit 37 determines that the aircraft 1 has completed takeoff or go-around, and proceeds to step S35. That is, when the control unit 37 determines that the takeoff completion or the go-around completion of the aircraft 1 is completed, the weight load of the aircraft is not acting on the leg portion 21, and the altitude of the aircraft 1 is equal to or higher than the second predetermined altitude. Is a takeoff completion judgment requirement or a go-around completion judgment requirement.

When the control unit 37 determines that the takeoff of the aircraft 1 is completed or the go-around is completed in steps S33 and S34 (second determination step), the control unit 37 executes an automatic operation step of automatically operating the air conditioner unit 31 as steps S35 and S36. To do. Specifically, the control unit 37 automatically turns off the manual switch 32 in step S35. As a result, the operation instruction of the air conditioner unit 31 is output from the manual switch 32. As step S36, the control unit 37 that has input the operation instruction executes the resumption process of air conditioning by the air conditioning system 30. Specifically, the control unit 37 opens and controls a valve (not shown) so as to start bleeding from the engine 10, controls various valves and various devices of the air conditioner unit 31, and air in the machine by the air conditioner unit 31. Start harmony. After that, the control unit 37 sets the takeoff mode flag F to a value of 0 in step S37, terminates this routine once, and executes the process from step S31 again.

When the control unit 37 determines that the weight load of the aircraft is acting on the leg portion 21 (step S33, No), and when it determines that the altitude of the aircraft 1 is less than the second predetermined altitude (step S34, No). ), It is determined that the takeoff or go-around of the aircraft 1 has not been completed (takeoff is starting or go-around is in progress), and the process proceeds to step S38.

In step S38, the control unit 37 determines whether or not the operation end 35 is set at the same position as when this routine was executed last time. When the control unit 37 determines that the operation end 35 is set at a position different from that when the routine was executed last time (steps S38, No), the control unit 37 proceeds to step S35. That is, the control unit 37 executes the resumption process of air conditioning by the air conditioning system 30. For example, if the cooling output is changed at the operating end 35, it can be presumed that the pilot wants to resume air conditioning. Therefore, when the pilot operates the operation end 35, the manual switch 32 is set to off in step S35 to restart air conditioning even if the takeoff or go-around of the aircraft 1 is not completed. In addition, even if the aircraft weight detection sensor 34b or the barometric pressure altitude sensor 34a has failed and the air conditioning is not restarted due to the completion of takeoff or go-around, when the pilot operates the operation end 35, , Estimate that the pilot wants to resume air conditioning, and do the same. This makes it possible to promptly resume air conditioning when it is presumed that the pilot wants to resume air conditioning.

On the other hand, when the control unit 37 determines that the operation end 35 is set at the same position as when this routine was executed last time (step S38, Yes), the control unit 37 proceeds to step S39. In step S39, the control unit 37 determines whether or not the manual switch 32 is set to the on position, that is, whether or not a stop instruction for the air conditioner unit 31 is input. When the control unit 37 determines that the manual switch 32 is set to the off position (the operation instruction of the air conditioner unit 31 is input) (steps S39 and No), the control unit 37 executes the processes after step S36. That is, the control unit 37 executes the resumption process of air conditioning by the air conditioning system 30.

When the control unit 37 determines that the manual switch 32 is set to the on position (the stop instruction of the air conditioner unit 31 is input) (steps S39 and Yes), the processes of steps S36 and S37 are omitted. Then, this routine is temporarily terminated, and the process from step S31 is executed again. As a result, if it is not determined that the aircraft 1 has completed takeoff or go-around, and the operation instruction of the air conditioner unit 31 has not been given by the pilot's judgment, the air conditioning in the aircraft by the air conditioner unit 31 has stopped. Is continued.

Further, even when the control unit 37 determines that the manual switching mode is selected by the pilot (step S32, No), the control unit 37 proceeds to step S38, and the operation end 35 is in the same position as when this routine was executed last time. The operation and stop of the air conditioner unit 31 are switched based on whether or not it is set to and the setting position of the manual switch 32.

As described above, the control method of the air conditioning system 30, the aircraft 1 provided with the air conditioning system 30, and the air conditioning system 30 according to the embodiment is a parameter for determining the takeoff start or the go-around start of the aircraft 1. When it is determined that the aircraft 1 has started takeoff or go-around based on (Yes in all steps S12 to S14 in FIG. 4 or Yes in all steps S22 to S24 in FIG. 5), the air conditioner unit 31 is set. It is automatically stopped (steps S15 and S16 in FIG. 4 or steps S25 and S26 in FIG. 5). As a result, since it is not necessary for the pilot to manually stop the air conditioner unit 31 during the start of takeoff or the start of the go-around, it is possible to avoid the troublesome manual operation and forgetting to stop the air conditioner unit 31. Therefore, in the air conditioning system 30 equipped with the air conditioning unit 31 mounted on the aircraft 1 and performing the air conditioning in the aircraft by the bleed air from the engine 10, the air conditioning control before and after takeoff or before and after the go-around is performed more easily and stably. It becomes possible.

Further, the parameter detection unit 34 includes an airframe weight detection sensor 34b that detects the presence or absence of an airframe weight load of the aircraft 1 acting on the leg 21 of the aircraft 1, and the control unit 37 determines the takeoff start of the aircraft 1. In this case, it is one of the requirements for determining the start of takeoff that the weight load of the aircraft is acting on the legs 21 (step S12 in FIG. 4). When the weight load of the aircraft is acting on the legs 21 of the aircraft 1, the aircraft 1 is on the ground instead of in the air. Therefore, the presence or absence of the aircraft weight load acting on the legs 21 is used as a parameter for determining the takeoff start of the aircraft 1, and the fact that the aircraft weight load acts on the legs 21 is one of the requirements for determining the takeoff start. By doing so, it is possible to accurately determine the takeoff start of the aircraft 1.

Further, the parameter detection unit 34 includes an output value detection unit 34c that detects the output value of the engine 10, and the control unit 37 determines the takeoff start of the aircraft 1 and the engine is detected by the output value detection unit 34c. One of the takeoff start determination requirements is that the output value of 10 is equal to or greater than the first predetermined output value required for the takeoff of the aircraft 1 (step S14 in FIG. 4). When the output value of the engine 10 of the aircraft 1 is the first predetermined output value, it is highly possible that the aircraft 1 is about to start takeoff. Therefore, the output value of the engine 10 is used as a parameter for determining the takeoff start of the aircraft 1, and the fact that the output value of the engine 10 is equal to or higher than the first predetermined output value is set as one of the takeoff start determination requirements. The takeoff start determination of the aircraft 1 can be accurately performed.

Further, the parameter detection unit 34 includes a position detection unit 34d that detects the position of the aircraft 1, and the control unit 37 determines the position of the aircraft 1 detected by the position detection unit 34d when determining the takeoff start of the aircraft 1. Is one of the takeoff start determination requirements at a predetermined position on the runway (step S13 in FIG. 4). If the aircraft 1 is in place on the runway, it is likely that the aircraft 1 is about to start running for takeoff. Therefore, by using the position of the aircraft 1 as a parameter for determining the takeoff start of the aircraft 1 and setting that the position of the aircraft 1 is a predetermined position on the runway as one of the requirements for determining the start of takeoff, the aircraft 1 can be determined. The takeoff start determination can be made accurately.

In the present embodiment, the takeoff start of the aircraft 1 is determined when all the takeoff start determination requirements of steps S12 to S14 of FIG. 4 are satisfied. As a result, the takeoff start determination of the aircraft 1 can be performed more accurately. The process of step S14 in FIG. 4 may be omitted. In that case, the output value detection unit 34c may be omitted if necessary.

Further, the speed of the aircraft 1 may be used as another parameter for determining the start of takeoff, and the control unit 37 may set that the speed of the aircraft 1 has changed from the value 0 as one of the requirements for determining the start of takeoff of the aircraft 1. .. In this case, in addition to the processing of steps S12 to S14 of FIG. 4, or instead of any or all of the processing of steps S12 to S14, it is determined whether or not the speed of the aircraft 1 has changed from the value 0. do it.

Further, the parameter detection unit 34 includes a barometric altitude altitude sensor 34a that detects the altitude of the aircraft 1, and the control unit 37 determines that the altitude detected by the barometric altitude sensor 34a is the first when determining the start of a go-around of the aircraft 1. 1 One of the requirements for determining the start of a go-around is that the altitude is less than a predetermined altitude (step S22 in FIG. 5). If the altitude of the aircraft 1 is less than the first predetermined altitude, it is considered that at least the aircraft 1 is about to land, and there is a possibility that a go-around that resurfaces for some reason is performed thereafter. Therefore, the altitude of the aircraft 1 is used as a parameter for determining the start of the go-around of the aircraft 1, and the fact that the altitude is less than the first predetermined altitude is set as one of the requirements for determining the start of the go-around of the aircraft 1. It is possible to accurately determine the start of a go-around.

Further, the parameter detection unit 34 includes an output value detection unit 34c that detects the output value of the engine 10, and the control unit 37 is detected by the output value detection unit 34c when determining the start of a go-around of the aircraft 1. One of the requirements for determining the start of a go-around is that the output value of the engine 10 is equal to or greater than the second predetermined output value required for the go-around of the aircraft 1 (step S24 in FIG. 5). When the output value of the engine 10 of the aircraft 1 is the second predetermined output value, it is highly possible that the aircraft 1 is about to start a go-around. Therefore, the output value of the engine 10 is used as a parameter for determining the start of the go-around of the aircraft 1, and it is one of the requirements for determining the start of the go-around that the output value of the engine 10 is equal to or higher than the second predetermined output value. Therefore, the go-around start determination of the aircraft 1 can be accurately performed.

Further, the parameter detection unit 34 includes a position detection unit 34d that detects the position of the aircraft 1, and the control unit 37 determines that the go-around start of the aircraft 1 of the aircraft 1 is detected by the position detection unit 34d. One of the requirements for determining the start of a go-around is that the position is around the runway (step S23 in FIG. 5). When the aircraft 1 is in the vicinity of the runway, it is considered that at least the aircraft 1 is about to land, so that there is a possibility that a go-around that resurfaces for some reason is performed thereafter. Therefore, the position of the aircraft 1 is used as a parameter for determining the start of the go-around of the aircraft 1, and the position of the aircraft 1 is set to be around the runway as one of the requirements for determining the start of the go-around of the aircraft 1. It is possible to accurately determine the start of a go-around.

In the present embodiment, the start of the go-around of the aircraft 1 is determined when all the requirements for determining the start of the go-around of the aircraft 1 are satisfied from steps S22 to S24 of FIG. As a result, the go-around start determination of the aircraft 1 can be performed more accurately. The process of step S23 in FIG. 5 may be omitted. In this case, the position detection unit 34d may be omitted if necessary.

Further, the parameter detection unit 34 detects the parameters for determining the takeoff completion or the go-around completion of the aircraft 1, and the control unit 37 detects the takeoff completion or the takeoff completion of the aircraft 1 based on the parameters detected by the parameter detection unit 34. When it is determined that the go-around is completed (Yes in steps S33 and S34 of FIG. 6), the air conditioner unit 31 is automatically operated (steps S35 and S36 of FIG. 6). As a result, since it is not necessary for the pilot to manually start the operation of the air conditioner unit 31 when the takeoff is completed or the go-around is completed, it is possible to avoid the troublesome manual operation and forgetting to start the operation of the air conditioner unit 31. .. Therefore, air conditioning control before and after takeoff or before and after go-around can be performed more easily and stably.

Further, the parameter detection unit 34 includes a pressure altitude sensor 34a for detecting the altitude of the aircraft 1, and the control unit 37 is detected by the pressure altitude sensor 34a when determining the completion of takeoff or go-around of the aircraft 1. It is one of the takeoff completion judgment requirements or the go-around completion judgment requirement that the altitude is equal to or higher than the second predetermined altitude. If the altitude of the aircraft 1 is equal to or higher than the second predetermined altitude, it is highly possible that the takeoff or go-around of the aircraft 1 has been completed. Therefore, the altitude of the aircraft 1 is used as a parameter for determining the takeoff completion or the go-around completion of the aircraft 1, and it is one of the takeoff completion determination requirements or the go-around completion determination requirement that the altitude is equal to or higher than the second predetermined altitude. Therefore, the takeoff completion determination or the go-around completion determination of the aircraft 1 can be accurately performed.

Further, the parameter detection unit 34 includes an airframe weight detection sensor 34b that detects the presence or absence of an airframe weight load of the aircraft 1 acting on the leg 21 of the aircraft 1, and the control unit 37 completes takeoff or go-around of the aircraft 1. When determining the completion, it is one of the takeoff completion determination requirements or the go-around completion determination requirement that the weight load of the aircraft is not acting on the leg portion 21. When no body weight load is applied to the legs 21 of the aircraft 1, the aircraft 1 is in the air. Therefore, the presence or absence of the aircraft weight load acting on the leg 21 is used as a parameter for determining the takeoff completion or the go-around completion of the aircraft 1, and it is determined that the aircraft weight load is not acting on the leg 21. By setting it as one of the completion determination requirements or the go-around completion determination requirements, the takeoff completion determination or the go-around completion determination of the aircraft 1 can be accurately performed.

In the present embodiment, when both the takeoff completion determination requirement and the go-around completion determination requirement of steps S33 and S34 of FIG. 6 are satisfied, the takeoff completion or go-around completion of the aircraft 1 is determined. As a result, the takeoff completion determination or the go-around completion determination of the aircraft 1 can be performed more accurately. The process of step S33 in FIG. 6 may be omitted. In that case, the body weight detection sensor 34b may be omitted if necessary.

Further, the output value of the engine 10 is used as another parameter for the takeoff completion determination or the go-around completion determination, and the control unit 37 indicates that the output value of the engine 10 is reduced by a predetermined amount from the first predetermined output value. One of the requirements for determining the completion of takeoff of the aircraft 1, and the fact that the output value of the engine 10 is reduced by a predetermined amount from the second predetermined output value may be one of the requirements for determining the completion of the go-around of the aircraft 1. In this case, the control unit 37 sets the output value of the engine 10 as the first predetermined output value in addition to the processes of steps S33 and S34 of FIG. 6, or in place of any or all of the processes of steps S33 and S34. Alternatively, it may be determined whether or not the output value has decreased by a predetermined amount from the second predetermined output value.

Further, a manual switch 32 for instructing the control unit 37 to start and stop the air conditioner unit 31 is further provided, and when the control unit 37 controls the air conditioner unit 31 in the automatic switching mode (Yes in step S11 of FIG. 4). , Or Yes in step S21 of FIG. 5, when the manual switch 32 is instructed to stop the air conditioner unit 31 (Yes in step S18 of FIG. 4 or Yes in step S28 of FIG. 5), the aircraft Even when the start of takeoff or the start of go-around of 1 is not determined (No in any of steps S12 to S14 in FIG. 4 or No in any of steps S22 to S24 in FIG. 5), the air conditioner unit 31 is stopped (step S16 in FIG. 4 or step S26 in FIG. 5). As a result, even if the takeoff start or the go-around start is not determined due to, for example, a sensor failure, the pilot himself / herself. Since the manual switch 32 can be used to instruct the air conditioner unit 31 to stop, the air conditioning control can be performed more stably.

Further, a manual switch 32 for instructing the control unit 37 to start and stop the air conditioner unit 31 is further provided, and when the control unit 37 controls the air conditioner unit 31 in the automatic switching mode (Yes in step S32 of FIG. 6). ), When the operation of the air conditioner unit 31 is instructed by the manual switch 32 (No in step S39 in FIG. 6), the completion of takeoff or go-around of the aircraft 1 is not determined (step in FIG. 6). The air conditioner unit 31 is also operated in either S33 or S34 (No) (step S36 in FIG. 6). As a result, even if the takeoff completion or the go-around completion of the aircraft 1 is not determined due to, for example, a sensor failure, the pilot himself / herself even after the takeoff is completed or the go-around is completed. Since the operation start of the air conditioner unit 31 can be instructed by the manual switch 32, the air conditioning control can be performed more stably.

Further, a mode selection switch capable of selecting a manual switch 32 for instructing the control unit 37 to start and stop the air conditioner unit 31, and a manual switching mode for manually switching between the automatic switching mode and the running and stopping of the air conditioner unit 31. 33, and the control unit 37 further includes a parameter when the manual switching mode is selected by the mode selection switch 33 (No in step S11 in FIG. 4, step S21 in FIG. 5, or step S32 in FIG. 6). Regardless of this, the operation and stop of the air conditioner unit 31 are switched based on the instruction by the manual switch 32 (step S18 in FIG. 4, step S28 in FIG. 5, or step S39 in FIG. 6). As a result, if the manual switching mode is selected by the mode selection switch 33, the air conditioning control before and after takeoff or before and after the go-around can be performed at the pilot's discretion. As a result, if the output required for takeoff or go-around can be secured without stopping the bleed air of the engine 10, for example, when the runway is sufficiently long, the bleed air and air conditioning from the engine 10 are not stopped. Can take off and go-around. Therefore, it is possible to increase the degree of freedom in air conditioning control.

1 Aircraft 10 Engine 20 Landing gear 21 Leg 30 Air conditioning system 31 Air conditioner unit 32 Manual switch 33 Mode selection switch 34 Parameter detection unit 35 Operation end 34a Atmospheric pressure altitude sensor 34b Airframe weight detection sensor 34c Output value detection unit 34d Position detection unit

Claims (20)

An air conditioning system that is mounted on an aircraft and equipped with an air conditioner that uses bleed air from the engine to adjust the air inside the aircraft.
A parameter detection unit that detects parameters for determining the start of takeoff or go-around of the aircraft, and
A control unit that controls the air conditioner in an automatic switching mode that automatically switches between operation and stop of the air conditioner based on the parameters detected by the parameter detector.
With
An air conditioning system characterized in that the control unit automatically stops the air conditioning device when it determines the start of takeoff or the start of a go-around of the aircraft based on the parameters. The parameter detection unit includes an airframe weight detection sensor that detects the presence or absence of an airframe weight load on the aircraft that acts on the legs of the aircraft.
The first aspect of claim 1, wherein the control unit determines that the takeoff start of the aircraft is determined, and one of the takeoff start determination requirements is that the weight load of the aircraft acts on the legs. Air conditioning system. The parameter detection unit includes an output value detection unit that detects the output value of the engine.
When determining the takeoff start of the aircraft, the control unit determines that the output value of the engine detected by the output value detection unit is equal to or greater than the first predetermined output value required for takeoff of the aircraft. The air conditioning system according to claim 1 or 2, wherein the takeoff start determination requirement is one of the requirements. An air conditioning system that is mounted on an aircraft and equipped with an air conditioner that uses bleed air from the engine to adjust the air inside the aircraft.
A parameter detection unit that detects parameters for determining the start of takeoff or go-around of the aircraft, and
A control unit that controls the air conditioner in an automatic switching mode that automatically switches between operation and stop of the air conditioner based on the parameters detected by the parameter detector.
With
When the control unit determines the start of takeoff or the start of go-around of the aircraft based on the parameters, the control unit automatically stops the air conditioner.
The parameter detection unit includes a position detection unit that detects the position of the aircraft.
When determining the takeoff start of the aircraft, the control unit is characterized in that one of the takeoff start determination requirements is that the position of the aircraft detected by the position detection unit is a predetermined position on the runway. air conditioning system you. An air conditioning system that is mounted on an aircraft and equipped with an air conditioner that uses bleed air from the engine to adjust the air inside the aircraft.
A parameter detection unit that detects parameters for determining the start of takeoff or go-around of the aircraft, and
A control unit that controls the air conditioner in an automatic switching mode that automatically switches between operation and stop of the air conditioner based on the parameters detected by the parameter detector.
With
When the control unit determines the start of takeoff or the start of go-around of the aircraft based on the parameters, the control unit automatically stops the air conditioner.
The parameter detection unit includes an altitude detection sensor that detects the altitude of the aircraft.
When determining the start of a go-around of the aircraft, the control unit is characterized in that the altitude detected by the altitude detection sensor is less than the first predetermined altitude as one of the requirements for determining the start of a go-around. air conditioning system you. An air conditioning system that is mounted on an aircraft and equipped with an air conditioner that uses bleed air from the engine to adjust the air inside the aircraft.
A parameter detection unit that detects parameters for determining the start of takeoff or go-around of the aircraft, and
A control unit that controls the air conditioner in an automatic switching mode that automatically switches between operation and stop of the air conditioner based on the parameters detected by the parameter detector.
With
When the control unit determines the start of takeoff or the start of go-around of the aircraft based on the parameters, the control unit automatically stops the air conditioner.
The parameter detection unit includes an output value detection unit that detects the output value of the engine.
When the control unit determines the start of a go-around of the aircraft, the output value of the engine detected by the output value detection unit is equal to or greater than the second predetermined output value required for the go-around of the aircraft. air conditioning system that is characterized in that one of the landing return voyage start determination requires that. An air conditioning system that is mounted on an aircraft and equipped with an air conditioner that uses bleed air from the engine to adjust the air inside the aircraft.
A parameter detection unit that detects parameters for determining the start of takeoff or go-around of the aircraft, and
A control unit that controls the air conditioner in an automatic switching mode that automatically switches between operation and stop of the air conditioner based on the parameters detected by the parameter detector.
With
When the control unit determines the start of takeoff or the start of go-around of the aircraft based on the parameters, the control unit automatically stops the air conditioner.
The parameter detection unit includes a position detection unit that detects the position of the aircraft.
When determining the start of a go-around of the aircraft, the control unit is characterized in that the position of the aircraft detected by the position detection unit is one of the requirements for determining the start of a go-around. air conditioning system you. The parameter detection unit detects parameters for determining the completion of takeoff or go-around of the aircraft.
From claim 1, the control unit automatically operates the air conditioner when it determines that the aircraft has completed takeoff or go-around based on the parameters detected by the parameter detection unit. The air conditioning system according to any one of claims 7. The parameter detection unit includes an altitude detection sensor that detects the altitude of the aircraft.
When determining the takeoff completion or go-around completion of the aircraft, the control unit determines that the altitude detected by the altitude detection sensor is equal to or higher than the second predetermined altitude as a takeoff completion determination requirement or a go-around completion determination requirement. The air conditioning system according to claim 8, wherein the air conditioning system is one of the above. The parameter detection unit includes an airframe weight detection sensor that detects the presence or absence of an airframe weight load on the aircraft that acts on the legs of the aircraft.
When determining the takeoff completion or go-around completion of the aircraft, the control unit shall make it one of the takeoff completion determination requirements or the go-around completion determination requirement that the aircraft weight load is not acting on the legs. The air conditioning system according to claim 8 or 9. A manual switch for instructing the control unit to start and stop the air conditioner is further provided.
When the control unit controls the air conditioner in the automatic switching mode and the manual switch instructs the stop of the air conditioner, the control unit determines whether the aircraft has started takeoff or go-around. The air conditioning system according to any one of claims 1 to 10, wherein the air conditioning device is stopped even when the system is not used. A manual switch for instructing the control unit to start and stop the air conditioner is further provided.
When the control unit controls the air conditioner in the automatic switching mode and the operation of the air conditioner is instructed by the manual switch, the control unit determines that the aircraft has completed takeoff or go-around. The air conditioning system according to any one of claims 8 to 10, wherein the air conditioning device is operated even when the air conditioning device is not operated. A manual switch that instructs the control unit to start and stop the air conditioner,
A mode selection switch that can select between the automatic switching mode and the manual switching mode for manually switching between the operation and stop of the air conditioner,
With more
When the manual switching mode is selected by the mode selection switch, the control unit is characterized by switching between operation and stop of the air conditioner based on an instruction by the manual switch regardless of the parameter. The air conditioning system according to any one of claims 1 to 12. An aircraft comprising the air conditioning system according to any one of claims 1 to 13. A control method for an air conditioning system that is mounted on an aircraft and equipped with an air conditioning device that uses bleed air from the engine to harmonize the air inside the aircraft.
A first determination step of detecting a parameter for determining the takeoff start or a go-around start of the aircraft and determining the takeoff start or a go-around start of the aircraft based on the detected parameter.
When the takeoff start or the go-around start of the aircraft is determined in the first determination step, the automatic stop step for automatically stopping the air conditioner and the automatic stop step.
A method of controlling an air conditioning system, which comprises. A control method for an air conditioning system that is mounted on an aircraft and equipped with an air conditioning device that uses bleed air from the engine to harmonize the air inside the aircraft.
A first determination step of detecting a parameter for determining the takeoff start or a go-around start of the aircraft and determining the takeoff start or a go-around start of the aircraft based on the detected parameter.
When the takeoff start or the go-around start of the aircraft is determined in the first determination step, the automatic stop step for automatically stopping the air conditioner and the automatic stop step.
With
A control method for an air conditioning system, characterized in that, when determining the start of takeoff of the aircraft, one of the requirements for determining the start of takeoff is that the position of the aircraft is a predetermined position on the runway. A control method for an air conditioning system that is mounted on an aircraft and equipped with an air conditioning device that uses bleed air from the engine to harmonize the air inside the aircraft.
A first determination step of detecting a parameter for determining the takeoff start or a go-around start of the aircraft and determining the takeoff start or a go-around start of the aircraft based on the detected parameter.
When the takeoff start or the go-around start of the aircraft is determined in the first determination step, the automatic stop step for automatically stopping the air conditioner and the automatic stop step.
With
A control method for an air conditioning system, characterized in that one of the requirements for determining the start of a go-around is that the altitude of the aircraft is less than the first predetermined altitude when determining the start of a go-around of the aircraft. A control method for an air conditioning system that is mounted on an aircraft and equipped with an air conditioning device that uses bleed air from the engine to harmonize the air inside the aircraft.
A first determination step of detecting a parameter for determining the takeoff start or a go-around start of the aircraft and determining the takeoff start or a go-around start of the aircraft based on the detected parameter.
When the takeoff start or the go-around start of the aircraft is determined in the first determination step, the automatic stop step for automatically stopping the air conditioner and the automatic stop step.
With
When determining the start of a go-around of the aircraft, one of the requirements for determining the start of a go-around is that the output value of the engine is equal to or greater than the second predetermined output value required for the go-around of the aircraft. How to control the air conditioning system. A control method for an air conditioning system that is mounted on an aircraft and equipped with an air conditioning device that uses bleed air from the engine to harmonize the air inside the aircraft.
A first determination step of detecting a parameter for determining the takeoff start or a go-around start of the aircraft and determining the takeoff start or a go-around start of the aircraft based on the detected parameter.
When the takeoff start or the go-around start of the aircraft is determined in the first determination step, the automatic stop step for automatically stopping the air conditioner and the automatic stop step.
With
A control method for an air conditioning system, characterized in that, when determining the start of a go-around of an aircraft, the position of the aircraft is around the runway as one of the requirements for determining the start of a go-around. After the automatic stop step, a second determination step of detecting a parameter for determining the takeoff completion or go-around completion of the aircraft and determining the takeoff completion or go-around completion of the aircraft based on the detected parameter. When,
When the takeoff completion or the go-around completion of the aircraft is determined in the second determination step, the automatic operation step of automatically operating the air conditioner and the automatic operation step
The control method for an air conditioning system according to any one of claims 15 to 19, wherein the air conditioning system is provided.

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