• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a power plant (1) for a rotary wing aircraft (30) comprising two main engines (11,12), a secondary engine (21) and a main gearbox (2). Said main (11,12) and secondary (21) motors mechanically drive said main power transmission (2) to rotate a main rotor (31) of said aircraft (30). Said secondary engine (21) provides two separate mechanical power levels so that said main (11,12) and secondary (21) engines jointly provide sufficient mechanical power to ensure the flight of said aircraft (30), on the one hand a first secondary mechanical power PMS1 and secondly a secondary mechanical power PMS2 to compensate for a loss of the main mechanical power of at least one main motor (11,21).
    公开号:FR3015428A1
    申请号:FR1303052
    申请日:2013-12-20
    公开日:2015-06-26
    发明作者:Guido Borchers；Romain Stephant
    申请人:Eurocopter France SA；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION The present invention is in the field of the motorization of rotary wing aircraft, and more particularly of rotary wing aircraft equipped with a rotary engine. several engines. The present invention relates to a power plant for a rotary wing aircraft and a rotary wing aircraft 10 provided with this power plant and a method of managing such a power plant. A power plant for a rotary wing aircraft generally comprises one or two engines and a main power gearbox. Each motor mechanically drives the main power transmission gearbox to rotate at least one main output shaft of the main power transmission gearbox. This main output shaft is secured in rotation with a main rotor of the rotary wing aircraft to provide lift or even propulsion of the aircraft. This main power gearbox generally has secondary output shafts which can, for example, drive a rear rotor or one or two propulsion propellers via an auxiliary power transmission gearbox as well as a motor. electric power generator and / or hydraulic systems. The respective rotation frequencies of these output secondary shafts are generally different from the rotation frequency of the output main shaft.
    [0002] It should be noted that the term "engine" means a power unit mechanically driving said main gearbox and, consequently, participating in the lift and / or propulsion of the rotary wing aircraft, via the main rotor. Such engines are for example turbine engines fitted to rotary wing aircraft. An aircraft may also be equipped with an auxiliary power unit known by the acronym APU corresponding to the English designation "Auxiliary Power Unit". This auxiliary power unit can for example be used to generate electrical energy or to drive hydraulic systems. On the other hand, the auxiliary power unit does not drive a main gearbox, nor a rotor on a rotary wing aircraft.
    [0003] Consequently, the auxiliary power unit of an aircraft does not represent an engine within the meaning of the invention. Moreover, it is common today to use on rotary wing aircraft a power plant comprising several engines and more particularly two engines, each engine being controlled by a dedicated computer. These engines are generally identical. The term "identical motors" means motors having drive characteristics of a rotary member, such as rotation frequency, power and / or torque, which are identical.
    [0004] Documents US4177693 and US3963372 are particularly known which describe a power plant comprising three motors driving a main transmission gearbox, these three engines being identical. Document US3963372 proposes more particularly a solution for managing and controlling the power of these three motors. Document WO2012 / 059671 is also known which proposes a power plant comprising two motors having different maximum available powers. Furthermore, the document US2009 / 0186320 describes an aircraft, equipped with a power plant comprising three engines, used in the context of pilot training and making it possible to simulate a total failure of an engine in different configurations of 10 vol. This system makes it possible in particular to adapt the power available at the level of the power plant according to the total mass of the aircraft. Within a power plant, regardless of the number of engines it comprises, each turbine engine can operate 15 in a regime called "current regime" during a cruise flight. This current regime is sometimes referred to as "continuous maximum speed" and associates a maximum continuous power PMC with an unlimited service life. In addition, each engine may also operate at specific regimes used during particular phases of operation of the rotary wing aircraft. In particular, during the take-off phase of a rotary wing aircraft, each engine operates according to a "takeoff regime" with which a maximum power take-off PMD is associated during a limited period of use. The maximum takeoff power PMD is greater than the maximum continuous power PMC. In addition, a power plant, when it comprises at least two motors, is oversized to ensure the safety of the flight in the event of engine failure. Indeed, specific emergency regimes are used for example on twin-engine aircraft, when one of the engines is down and then provides no power. These emergency regimes are known by the acronym 0E1 corresponding to the English designation "One Engine Inoperative". A first specific emergency regime 0E1 30sec then allows the engine remaining operational to operate at a super-emergency power for a duration of the order of thirty consecutive seconds.
    [0005] A second specific emergency mode 0E1 2mn also allows the engine remaining operational to operate at a maximum emergency power for a duration of use of the order of two minutes. A third continuous 0E1 emergency specific regime finally allows the remaining operational engine to operate at an emergency intermediate power for a duration of use covering the end of a flight. A characteristic of each motor may be a minimum guaranteed mechanical power 0E1 guaranteed POElm INI 20 which is the minimum power that can provide this engine emergency mode 0E1. Consequently, the powers 0E1 associated with each emergency regime 0E1 30sec, 0E1 2mn and continuous OEI are greater than or equal to a minimum mechanical emergency power 0E1 guaranteed POEIMIN. The emergency mechanical powers 0E1 developed during the use of these specific emergency regimes are more important than the powers developed during the use of the current regime in order to compensate for the power loss resulting from the failure of an emergency. engine. In fact, the minimum mechanical emergency power 0E1 guaranteed POE / m / Ni is higher than the maximum continuous power PMC. Thus, the motors must be oversized to meet safety requirements to provide this extra power in the event of engine failure. The motors then generally cooperate with a control unit known by the acronym ECU for the English designation "Engine Control Unit". In addition, the use of these emergency regimes 0E1 during the recommended periods is accompanied by predefined maintenance operations. Indeed, even if the use of these OEI emergency regimes is provided in the design of these engines, the powers developed are significantly higher than the maximum continuous power PMC. As a result, maintenance must be performed following the use of these 0E1 emergency regimes to control in particular the state of this engine and these components. In addition, the use of these 0E1 emergency regimes for periods longer than the recommended times may cause damage to the engine, which then requires greater maintenance operations. As a result, the use of these emergency regimes OE1, which is therefore accompanied by more or less important maintenance operations has a direct cost of maintenance that can be high. This direct maintenance cost, also referred to as DMC for the English Direct Maintenance Cost designation, includes all costs associated with the use and operation of this engine. This direct cost of maintenance is therefore an important element in the operating cost of a rotary wing aircraft.
    [0006] In addition, for an engine, this direct cost of maintenance also depends on the utilization rate of the engine. An engine used at 50% of its maximum continuous power PMC for example has a direct maintenance cost less than an engine used at 100% of this maximum continuous power PMC. This difference in the direct cost of maintenance depends in particular on the loading of the engine components and more particularly the rotating elements which wear out more quickly when the engine is used at high power, the frequency of the maintenance operations being also greater. . In addition, an engine can also suffer damage during its lifetime impacting its characteristics. This motor, however, continues to provide power that can then be reduced. A deterioration that may be experienced by a rotary wing aircraft engine is for example the appearance of defects on at least one component of this engine or the ingestion of a foreign object by this engine. Such ingestion of a foreign object is designated by the acronym FOD designating in English "Foreign Object Damage". These deteriorations, although they do not lead to a total loss of mechanical power supplied by this engine, degrade its operation and limit the mechanical power supplied. For example, this engine can continuously provide power equal to the maximum continuous power PMC, but can no longer temporarily reach emergency power 0E1 greater than or equal to the minimum guaranteed mechanical emergency power POElm INI. Maintenance of this engine is then to be provided in order to repair the deteriorations of this engine and to allow this engine to supply again emergency powers 0E1 greater than or equal to the minimum guaranteed mechanical emergency power POElm In fact, these deteriorations, and more particularly the maintenance operations which correct them, increase the direct cost of maintenance of this engine. However, the engine can be used despite these deteriorations and with this decrease in the power available at this engine. The flight envelope of the rotary wing aircraft can then be reduced to take into account this decrease in the power available at this engine, while ensuring the safety of the flight. Likewise, the total mass of the rotary wing aircraft is generally reduced to take into account this decrease in the power available at this engine, this reduction in the total mass of the aircraft being obtained by reducing the payload transported by this aircraft. Finally, an engine also undergoes a loss of power following its aging. Indeed, throughout the life of the engine and its use, all of these components wear out and may eventually deform due to thermal stresses. In fact, from a certain level of aging, this engine can not temporarily provide an emergency power 0E1 greater than or equal to the minimum guaranteed mechanical emergency power POEIMINI for which it has been dimensioned. The maintenance operations carried out on this engine throughout its life make it possible to maintain it and to possibly replace certain components in order to maintain characteristics of this engine at a sufficient level. As a result, this engine operates reliably, but from a certain level of aging, with a loss of mechanical emergency power over the minimum guaranteed mechanical emergency power POEIMINI. These maintenance operations also impact the direct cost of maintenance of this engine. In addition, the execution of these maintenance operations 5 consecutive to such deteriorations of this engine immobilizes the rotary wing aircraft, which is then not available to perform a flight. Furthermore, in order to characterize the effects of these deteriorations and / or aging on an engine, each engine is regularly subjected to engine health checks, also referred to by the acronym EPC for the English Engine Power Check designation. ". These engine health checks make it possible to monitor the performance of an engine by means of monitoring parameters representative of the degradation of the engine. The engine health check is thus performed by comparing the performance of the engine with engine performance obtained on a test bench and declared by the engine manufacturer. The engine health check makes it possible to determine a margin of one or more parameters for monitoring this engine with respect to a limit value of each monitoring parameter and, consequently, to determine the available mechanical powers such as the maximum mechanical power. continues PMC and emergency powers OE1. Moreover, it can be deduced from these monitoring parameters whether the engine has suffered damage and whether it must undergo maintenance operations, in particular in order to be able to supply the mechanical powers for which it is adapted again.
    [0007] The engine health check therefore makes it possible to determine, on the one hand, the current characteristics of this engine and, on the other hand, whether this engine must undergo one or more maintenance operations. For example, if this engine is a turbine engine provided with a high-pressure turbine arranged upstream of a free turbine, a monitoring parameter may be the temperature of the gas at the inlet of the free turbine. Another monitoring parameter relating to the power delivered by the turbine engine may be the rotational speed of the gas turbine engine of the turbine engine substantially proportional to the power or the torque delivered by the turbine engine. In addition, the monitoring parameters may depend on different criteria such as the rotational speed of the engine used, engine stabilization conditions or atmospheric conditions, each motor health check must be carried out according to a predetermined procedure. This engine health check can be done during flight or between flights. In addition, this engine health check is performed regularly, for example every twenty hours of operation of the engine. The present invention therefore aims to provide a power plant for a rotary wing aircraft to reduce the direct cost of maintenance of each engine of this power plant and limit the immobilization of the aircraft it equips, without limitation on the performance of the power plant and, consequently, on the performance of the aircraft. According to the invention, a power plant for a rotary wing aircraft comprises at least two main engines, at least one secondary engine and a main gearbox. The main and secondary engines mechanically drive the main gearbox in order to rotate at least one main output shaft of the main power transmission gearbox, this main output shaft being adapted to be secured in rotation with a rotor principal of the aircraft. Each main engine continuously delivers a first main mechanical power less than or equal to a maximum continuous main mechanical power PMCp and temporarily a second emergency main mechanical power greater than or equal to a minimum guaranteed minimum emergency mechanical power POEIMINI. Each secondary motor delivers continuously a secondary mechanical power less than or equal to a maximum continuous secondary mechanical power PMCs. This device is remarkable in that each secondary engine can provide two distinct levels of secondary mechanical power during a flight of the aircraft. The secondary mechanical power provided by each secondary engine thus allows each main engine and secondary engine together to provide sufficient mechanical power to ensure the flight of the aircraft via the main rotor and, consequently, to maintain the performance of the aircraft. flight of the aircraft 25 unchanged. The two secondary mechanical power levels are a first secondary mechanical power PMs / and a second secondary mechanical power PMs2. The second secondary mechanical power PMs2 is greater than the first secondary mechanical power Reg / and such that PMs2 = PMs1 + K.Pdet K is a coefficient greater than or equal to the zero value, Pdet being a value of a predetermined main mechanical power and ". Being the multiplication function. The second secondary mechanical power PMs2 thus makes it possible to compensate for a loss of the main mechanical power of at least one main motor. The coefficient K can be designated by the acronym VRF denoting in English "Rating Variation Factor" corresponding to a "coefficient of variation of power stop". Indeed, all the main engines can provide, when each main engine is operating properly, sufficient mechanical power to ensure the flight of the aircraft safely. Conversely, when a main motor has undergone one or more deteriorations, the main mechanical power it provides can be reduced or limited, a loss of main mechanical power more or less significant that may be consecutive to each deterioration as mentioned above. Similarly, the aging of a main motor is accompanied by a greater or lesser loss of mechanical main power. As a result, from a certain level of main mechanical power loss, a first main motor can not temporarily provide a second emergency main mechanical power greater than or equal to the minimum guaranteed minimum mechanical emergency power POEImINI . Consequently, in the event of failure of a second main motor of the power plant according to the invention, this first main motor can not provide a second emergency main mechanical power 0E1 sufficient to compensate for the failure of this second main motor. .
    [0008] In fact, all the main engines can no longer provide sufficient mechanical power to ensure the flight of the aircraft safely. Each main engine having suffered such a loss of significant emergency main mechanical power must then undergo at least one maintenance operation or the performance of the aircraft using this main engine must be reduced in order to allow the completion of a flight by all security. The reduction of these performances of the rotary wing aircraft is essentially a reduction of the aircraft's flight envelope and / or the total mass of the aircraft. Indeed, each secondary motor of the power plant according to the invention makes it possible to supply a second secondary mechanical power PMs2 compensating for the loss of the main emergency mechanical power of this first main motor due to deteriorations of this main motor and / or to its aging. This second secondary mechanical power compensates in effect, at least the deficit of emergency main mechanical power between the second emergency main mechanical power and the main mechanical emergency minimum guaranteed power POEIMINI. Thus, the power plant can provide through the main and secondary engines sufficient mechanical power to ensure a safe flight of the rotary wing aircraft.
    [0009] Advantageously, the power plant according to the invention thus allows the aircraft whose at least one main engine suffers a loss of emergency main mechanical power and at least one second main engine fails to perform flights without performing these maintenance operations and without reducing its performance.
    [0010] As a result, the power plant according to the invention makes it possible to improve the availability of this aircraft by avoiding carrying out these maintenance operations immediately. The power plant according to the invention also reduces the cost of direct maintenance of this aircraft. Failure of a main engine can be detected via an ECU control unit cooperating with this main engine. The second secondary mechanical power PMs2 of a secondary motor is according to the formula PMs2 = PMsi + K. Pet, in which PMs / is a first secondary mechanical power of this secondary motor, K is a coefficient greater than or equal to the zero value. , Pdet is a value of a predetermined main mechanical power and ". Is the multiplication function. Each secondary engine can thus provide two distinct levels of secondary mechanical power during a flight of the aircraft, on the one hand a first secondary mechanical power PMs / and secondly a second secondary mechanical power PMs2. The second secondary mechanical power PMs2 is greater than the first secondary mechanical power PMs / when the coefficient K is strictly positive in order to compensate for a loss of the second emergency main mechanical power of a main motor. In fact, the secondary motor is used just as needed by adapting the secondary mechanical powers Pitisi, PMs2 and thus sees its maintenance operations reduced.
    [0011] In addition, the second secondary power PMs2 is limited by the maximum continuous secondary mechanical power PMCs. In fact, the second motor can not provide a second secondary power PMs2 greater than this maximum continuous secondary mechanical power PMCs without risk of deterioration, and the coefficient K is therefore limited as well. On the other hand, the first secondary mechanical power PMsi is a predefined power so that each secondary motor is more responsive at the time of delivering the second secondary mechanical power PMs2. This first secondary mechanical power PMs / is preferably a constant power. This first secondary mechanical power PMs / may however be zero, each secondary motor then requiring, to achieve this second secondary mechanical power PMs2, a longer time than if this first secondary mechanical power PMs / was non-zero. Advantageously, although the first secondary mechanical power PMs / is non-zero, the secondary engine may be required to provide no secondary power in certain flight phases of the aircraft, when the main engines are not stressed significantly. Indeed, this first secondary mechanical power PMs / is non-zero to allow the second engine to be reactive in case of engine failure and to provide the second secondary power PMs2 quickly. This is particularly the case in the phases of take-off, landing, hovering flights or when turning under strong aerodynamic loads or a rapid increase in altitude, during which the main engines are strongly solicited and the reaction time must be low. By cons, in the case of a cruise flight for example, the main engines are less stressed. In fact, if a failure of a main engine occurs, the reaction time may be greater for each main engine still functional to provide its second emergency main mechanical power 0E1 and for each second engine to provide the second secondary power PMs2 . Consequently, it is possible to stop or put the second engine at idle during such phases of flight without calling into question the safety of the flight of the aircraft. Since the second secondary mechanical power PMs2 is intended to compensate for a loss of the second main emergency mechanical power of a main engine relative to the minimum guaranteed main mechanical emergency power of this main motor, it is interesting that this second secondary mechanical power PMs2 is determined in particular according to this main mechanical emergency power minimum guaranteed POE / mmii. Thus, in the general case of a power plant comprising a plurality of main engines, the predetermined main mechanical power Pdét is the sum of the minimum guaranteed main mechanical emergency power POEIMINI of each main engine except one. Indeed, it is statistically unlikely to have two main engines down simultaneously, so we can consider the case of a failure of a single main engine. Advantageously, in the particular case of a power plant comprising two identical main engines, the predetermined main mechanical power Pdét is the minimum emergency main mechanical power guaranteed POE / fienvr a main engine. However, the predetermined main mechanical power Pdet may be a function of another main mechanical power characteristic of a main engine, such as its maximum continuous main mechanical power PMCs or its maximum main mechanical takeoff power PMDp. The predetermined main mechanical power Pdet is, for example, a percentage of the maximum continuous main mechanical power PMCp of a main motor, such that Pdet = 120% of PMCp in the particular case of a power plant comprising two identical main engines. Likewise, the predetermined main mechanical power Pdet may be a percentage of the main mechanical maximum takeoff power PMDp of a main engine, such that Pdet = 110% of PMDp in the particular case of a power plant comprising two main engines. identical. The second secondary mechanical power PMs2, compensating for a loss of the second main emergency mechanical power of a main engine compared to the POEIM INI main guaranteed minimum emergency mechanical power of this main engine, is lower than the mechanical power Maximum main continuous PMCs of each main motor. In fact, each secondary motor can therefore be smaller than each main motor and the maximum continuous secondary mechanical power PMCs provided by each secondary motor is less than the maximum continuous main mechanical power PMCp of each main motor. Advantageously, the use of secondary motors of smaller dimensions than each main motor makes it possible to limit the increase in the mass of the power plant and, consequently, the mass of the aircraft. For example, the maximum secondary mechanical power Continuous PMCs provided by each secondary motor is in the range of 30% of the maximum continuous main mechanical power PMCp of a main motor. According to this example, the first secondary mechanical power PMs / may be equal to 10% of this maximum continuous main mechanical power PMCp and the second secondary mechanical power PMs2 is then between 10% and 30% of this maximum continuous main mechanical power PMCp . Likewise, the first and second secondary mechanical powers PMsi, PMs2 may correspond to a power limitation of this secondary motor. Such limitations constitute in fact power stops of this secondary motor in the same way as emergency powers 0E1. associated with each emergency regime 0E1 30sec, 0E1 2mn and 0E1 continuous main engines, these stops being generally predetermined. Preferably, the power plant according to the invention comprises several main motors which can be identical and a single secondary motor. Advantageously, the use of a single secondary motor, which may also be smaller than each main motor, limits the effect on the mass of the power plant and, consequently, on the mass of the aircraft. . The power plant according to the invention being intended for a rotary wing aircraft, each main engine may be a turbine engine and each secondary engine may be a heat engine, for example a turbine engine, or an electric motor.
    [0012] In a preferred embodiment of the invention, the power plant comprises two identical main motors and a single secondary motor, the maximum continuous secondary mechanical power PMCs supplied by the secondary motor being less than the maximum continuous main mechanical power PMCp of each main motor. . The operating status of each main engine can be determined by a motor health check that must be performed regularly. Each engine health check determines the level of deterioration and / or aging of each main engine as well as a main mechanical power margin of each main engine. The coefficient K for determining the value of the second secondary power PMs2 is preferably determined from this main mechanical power margin. This power margin is for example positive when the main engine can provide an available power greater than or equal to a reference power and negative when the main engine can not provide an available power greater than or equal to a reference power. This power margin can be expressed as a percentage. The coefficient K is preferably according to the formula K = imin [0, CSMP11, CSMpiz] CSMp11, CSMp / 2 respectively representing the power margin of each main motor, "0" representing the zero value, "min" representing a function giving as a result the minimum value of a series of values and "" being the absolute value function.
    [0013] In addition, since the second secondary power PMs2 is limited by the maximum continuous secondary mechanical power PMCs, the coefficient K is also limited. For example, the K coefficient must remain below a value of 0.2. In fact, the coefficient K when it is different from zero corresponds to the power margin of a main engine which is negative, this main engine having a deficit of emergency main mechanical power. If the absolute value of this negative power margin and, consequently, the coefficient K are too great, it means that the loss of the main emergency mechanical power of this main engine is important and can not be compensated by the engine. secondary. In this case, the aircraft equipped with this main engine must be immobilized for maintenance or fly with a reduction of its flight envelope and / or its total mass.
    [0014] In addition, the power margin of a main engine may be a margin vis-à-vis the minimum guaranteed mechanical emergency main power POEIMINI of this main engine according to the formula CSM = PoElnispo-POEIMINI POEIMINI POEIMINI representing the mechanical power Guaranteed minimum main emergency of this main engine and POE / Dispo representing 0E1 emergency main mechanical power available from this main engine. This main available emergency mechanical power POE / Dispo of this main engine corresponds to the second main emergency mechanical power that can actually provide this main engine in its current state. When this main engine can provide a POE / Dispo main available emergency mechanical power of this main engine greater than or equal to its minimum guaranteed POElm INI prime mechanical power, the power CSM margin is positive. As a result, the coefficient K is equal to zero and the second secondary mechanical power PMs2 is equal to the first secondary mechanical power PM57. Each secondary motor therefore does not need to deliver the second secondary mechanical power PMs2, each main engine can deliver a second OEI emergency main mechanical power sufficient in case of failure of one of the main engines. On the other hand, when a main engine can provide only a POE / Dispo available emergency main mechanical power less than its minimum guaranteed minimum emergency mechanical power, POEIMINJ, the power CSM margin is negative. As a result, the coefficient K is equal to the absolute value of the smallest power CSM margin of these main engines. Each secondary motor then needs to deliver the second secondary mechanical power PMs2 to compensate for the loss of emergency main mechanical power of at least one main engine in the event of failure of one of the main engines. Each engine health check to determine the power CSM margin and, consequently, the second PMs2 secondary mechanical power, this second PMs2 secondary mechanical power is constant between two engine health checks of each main engine. In addition, in the case of a power plant comprising two or more main engines, the predetermined main mechanical power Pdét is attached to the main engine whose deficit of emergency main mechanical power is the largest. This emergency main mechanical power deficit is the product of the main engine power CSM margin considered by the minimum guaranteed emergency main mechanical power POE / mmu of this considered main engine, ie CSM x POE1 trust. In the particular case of a power plant comprising two identical main engines, the predetermined main mechanical power Pdét is attached to the main motor whose margin CSMp11, CSMp / 2 main mechanical power is the lowest. According to a first variant of the invention, the second secondary mechanical power of each secondary motor may be an emergency secondary mechanical power. In this case, each secondary motor may have an emergency secondary mechanical power greater than its maximum continuous mechanical power PMCs. However, this emergency secondary mechanical power is accompanied by maintenance operations on this secondary engine similarly to the use of emergency power 0E1 on the main engines and then impacts the direct cost of maintenance of the engine. motor installation. However, it may be advantageous to use an emergency secondary mechanical power on a secondary engine for example to compensate for the main emergency power loss of a main engine. Indeed, the maintenance operations resulting from the use of emergency power on this secondary engine lead to an increase in its direct maintenance cost, which may be lower than the immobilization cost of the aircraft. According to a second variant of the invention, the delivery of the second secondary mechanical power PMs2 of each secondary engine can be controlled by an operator, such as the pilot of the aircraft, independently of a health check of each main engine. Thus, this operator can, if necessary, benefit from a contribution of mechanical power at the power plant to ensure the safety of the flight of the aircraft. For example, a decrease in the main mechanical power of at least one main engine can be detected between two engine health checks. In another example, the pilot of the aircraft may temporarily need additional power at the power plant to benefit from a greater margin of safety in the case of particular maneuvers requiring additional power, such a takeoff or hovering at maximum mass of the aircraft or to increase its flight envelope. The operator can control the delivery of the second secondary mechanical power PMs2 of each secondary motor through a dedicated control means and also choose the value of this second secondary mechanical power PMs2. The present invention also relates to a rotary wing aircraft comprising at least one main rotor and a powerplant previously described. The power plant rotates, via the main gearbox, the main rotor which is rotatably connected to a main output shaft of the main gearbox of the power plant. In addition, the aircraft may comprise a rear rotor or at least one propulsion propeller. This rear rotor or each propeller propeller can also be rotated by the main gearbox through a secondary output shaft and an auxiliary power transmission. The present invention also relates to a method for managing a power plant for a rotary wing aircraft, the power plant comprising at least two main engines, at least one secondary engine and a main gearbox. The main and secondary engines mechanically drive the main gearbox to rotate at least one main output shaft of the main gearbox, the main output shaft being rotatably connected to a main rotor of the aircraft. Each main engine continuously delivers a first main mechanical power less than or equal to a maximum continuous main mechanical power PMCp and temporarily a second emergency main mechanical power greater than or equal to a minimum guaranteed minimum emergency mechanical power POEIMINI. Each secondary motor delivers continuously a secondary mechanical power less than or equal to a continuous maximum secondary mechanical power PMCs. During this power plant management process, each main motor is controlled to provide a main mechanical power, and each secondary motor is controlled to provide two separate mechanical power levels, the secondary mechanical power provided by each motor. secondary circuit enabling each main motor and each secondary motor to jointly provide a mechanical power greater than or equal to a sufficient mechanical power in order to ensure the flight of the aircraft via the main rotor, the two secondary mechanical power levels being a first mechanical power secondary P.Ms/ and a second secondary mechanical power PMs2, the second secondary mechanical power PMs2 being greater than the first secondary mechanical power PMs / and such that PMs2 = PMsi + K.Pdet, K being a coefficient greater than or equal to the value zero, Pcmt being a value of a mechanical power pr predetermined and "" being the multiplication function, the second secondary mechanical power PMs2 thus making it possible to compensate for a main mechanical power loss of at least one main motor. Each main motor can be controlled via an ECU control unit cooperating with this main motor. Similarly, each secondary engine can be controlled by an ECU control unit cooperating with this secondary engine. Thus, maintenance operations of each main engine can be avoided and, as a result, the direct cost of maintenance of each main engine is reduced. In addition, each secondary engine offsets the main emergency mechanical power loss of each main engine, the flight performance of this aircraft are maintained unchanged. Similarly, the availability of the aircraft is improved, the power plant according to the invention for postponing maintenance operations without degradation of flight performance of the aircraft. The predetermined main mechanical power Pdet is preferably the minimum emergency main mechanical power 25 guaranteed POE / mnvi of a main engine. The predetermined main mechanical power Pdet may also be a function of another main power characteristic of a main engine, such as its maximum continuous main mechanical power PMCs or its maximum main mechanical takeoff power PMDp. In addition, during this method of managing the power plant, a motor health check is carried out of each main motor determining a level of deterioration of each main motor and a margin CSMp11, CSMp / 2 of main mechanical power of each main motor, and the coefficient K is determined such that K = Imin [0, CSMP11, CSMpu] CSMP11, CSMP12 being respectively the main mechanical power margin of each main motor, "0" being the value zero, "min" being a function giving as a result the minimum value of a series of values, where "I" is the absolute value function. The operating state of each main engine is thus determined by a motor health check which is carried out regularly. Each engine health check determines the level of deterioration and / or aging of each main engine and the margin CSMp11, CSMp12 power of each main engine. Each secondary engine then compensates for the main emergency mechanical power losses of each main engine. This margin CSMp11, CS / frIp / 2 power of a main engine may be a margin vis-à-vis the minimum mechanical emergency main power guaranteed POElm INI of this main engine according to the formula CSM = POEIDiSpo-POEIMINI POEIMINI POElm INI representing the minimum guaranteed emergency main mechanical power of this main engine and POE / Dispo representing a 0E1 emergency main mechanical power available from this main engine. This main available emergency mechanical power POE / Dispo of this main engine corresponds to the second main emergency mechanical power that can actually provide this main engine in its current state. Finally, during this power plant management process, each secondary motor is controlled so that said secondary mechanical power is zero when said aircraft is in cruising flight. The invention and its advantages will appear in more detail with reference to the following description with examples of embodiments given by way of illustration with reference to the appended figures which represent: FIG. 1, a rotary wing aircraft equipped with a power plant according to the invention, and 20 - Figure 2, a diagram showing power curves provided by the motors of the power plant. The elements present in several separate figures are assigned a single reference. FIG. 1 represents a rotary wing aircraft 25 comprising a main rotor 31, a rear rotor 32 and a powerplant 1. The powerplant 1 comprises two identical main engines 11, 12, a secondary engine 21 and a gearbox. 2. The main engines 11, 12 and the secondary engine 21 can jointly drive the main power gearbox 2 in order to rotate a main output shaft 3 of this main power gearbox 2. This shaft main output 3 is integral in rotation with the main rotor 31 to ensure the lift and propulsion of the aircraft 30. The rear rotor 32 can also be rotated by the main power transmission box 2 by the intermediate of a secondary output shaft 4 of this main power transmission 2 and an auxiliary power transmission The main engines 11, 12 are, for example, turboshaft engines comprising a gas generator and a free turbine driving the main power transmission gearbox 2. The secondary engine 21 may be a turbine engine or an electric motor. In addition, the secondary motor 21 is of smaller dimensions than each main motor 11,12. Each main engine 11,12 continuously delivers a first main mechanical power less than or equal to a maximum continuous main mechanical power PMCp and temporarily a second main emergency mechanical power greater than or equal to a minimum emergency main mechanical power POE / mmi warranty. Each secondary motor 21 continuously delivers a secondary mechanical power less than or equal to a maximum continuous secondary mechanical power PMCs. The secondary motor 21 is smaller than each main motor 11,12 and the maximum continuous secondary mechanical power PMCs is less than the maximum continuous main mechanical power PMCp. The secondary motor 21 can provide two distinct levels of secondary mechanical power, a first secondary mechanical power PMs / and a second secondary mechanical power PMs2, the second secondary mechanical power PMs2 being greater than the first secondary mechanical power When the two main motors 11, 12 operate normally that is to say so that each main motor 11,12 can deliver in continuous operation a first main mechanical power equal to the maximum continuous main mechanical power PMCp and temporarily a second main mechanical power emergency greater than or equal to the minimum mechanical emergency main power POE / mm guaranteed, the main engines 11,12 can ensure the sole flight of the aircraft 30 safely, especially in case of failure of a main engine . On the other hand, when a main engine 11, 12 can not deliver a second emergency main mechanical power greater than or equal to the minimum guaranteed mechanical emergency power POEIMINI, the secondary engine 21 delivers a second secondary mechanical power. The two main engines 11, 12 and the secondary engine 21 thus jointly deliver sufficient mechanical power to ensure the flight of the aircraft safely following the failure of a main engine. The second secondary mechanical power PMs2 thus compensates for the loss of the main mechanical power of a main engine 11, 12 vis-à-vis its minimum emergency mechanical power 30 guaranteed POEIMINI.
    [0015] In this way, the use of the secondary engine 21 keeps the flight performance of the aircraft 30 unchanged although one of the two main engines 11,12 can not deliver a second main mechanical power greater than or equal to the mechanical power main emergency minimum guaranteed POElm IN1. A main engine 11, 12 may experience a loss of emergency main mechanical power as a result of one or more deteriorations suffered by this main engine 11, 12 or following the aging of this main engine 11, 12. Such deteriorations can be for example the appearance of defects on at least one component of this main engine 11,12 or the ingestion of a foreign object by this main engine 11,12. These deteriorations, although they do not lead to a total loss of mechanical power provided by the main engine 11,12, degrade its operation and limit the mechanical power it can provide. Maintenance of this main engine 11, 12 is then to be provided in order to repair these deteriorations of this engine and to allow this engine to supply again a second emergency main mechanical power greater than or equal to the minimum emergency main mechanical power. POE guarantee / m / m. In fact, these deteriorations, and more particularly the maintenance operations that correct them, increase the direct cost of maintenance of this main engine 11,12. In addition, these maintenance operations immobilize this aircraft 30 on the ground or the flights of this aircraft 30 are performed with a reduction of its flight envelope or its total mass. Advantageously, the secondary motor 21 of the power plant 1 can deliver the second secondary mechanical power to compensate for this loss of emergency main mechanical power of a main engine 11, 12 and thus allow the aircraft 30 to continue its safe flight. In this way, the direct maintenance cost of these main engines 11, 12 and, consequently, of the aircraft 30 can be reduced thanks to the use of the secondary engine 21, the maintenance operations of the main engines 11, 12 being able to not be performed, the flight performance of the aircraft 30 is not degraded. In addition, the aircraft 30 remains thus available to perform flights without degradation of its performance.
    [0016] Such a loss of the main mechanical power delivered by a main engine 11, 12 is generally demonstrated during a motor health check, which must be performed regularly on each main engine 11,12. This engine health check checks the operating status of each main engine 11, 12 and allows to determine a CSM margin of main mechanical power of each main engine 11,12. Following such a motor health check of each main motor 11, 12 and the demonstration of a loss of the main mechanical power delivered by at least one main motor 11, 12, each main motor 11, 12 can be brought to to undergo maintenance operations. The main mechanical power margin of a main engine 11,12 may be according to the formula CSM = POEIDISPO-POEIMINI POEIMINI representing the minimum guaranteed mechanical emergency main power POEIMINI of this main engine and POE / Dispo representing a main mechanical power of 0E1 available emergency of this main engine is the power that can actually provide this main engine 11,12 in its current POEIMINI state. This coefficient K is therefore positive when the main engine 11,12 has an available emergency main mechanical power POE / Dispd greater than or equal to its guaranteed minimum main mechanical power of this main engine POEIMIN1, and negative in the opposite case. This margin CSMp11, CSMp / 2 power of a main engine 11,12 then makes it possible to determine the second secondary mechanical power according to the formula PMs2 = PMsi + K. Pdét, in which PMs / is a first predefined secondary mechanical power of this secondary motor, K is a coefficient greater than or equal to the zero value, Pdet is a value of a predetermined main mechanical power. The coefficient K is according to the formula K = Imin [0, CSMp11, CSMpiz] CSMp11, CSMp / 2 respectively representing the main mechanical power margin of each main motor 11, 12, "min" representing a function giving as a result the minimum value of a series of values. In fact, the coefficient K is equal to zero when the two main engines 11, 12 have an available emergency main mechanical power POE / Dispd greater than or equal to its minimum guaranteed minimum emergency mechanical power POElm INI and it is Negative when at least one main engine 11, 12 has an available emergency main mechanical power POEIDispo greater than or equal to its minimum guaranteed minimum emergency mechanical power POElm INI.
    [0017] The diagram of FIG. 2 represents, as a function of time, the secondary mechanical power levels of the secondary engine 21 as well as the main mechanical power supplied jointly by the two main engines 11, 12.
    [0018] The curve PPRINC represents the main mechanical power supplied jointly by the two main engines 11, 12 and the curve PsEc the secondary mechanical power supplied by the secondary engine 21. In FIG. 2 is also represented the maximum mechanical power of takeoff 2.PMDp which can be provided jointly by the two main engines of each main engine 11,12 and equal to twice the main mechanical power PMDp of each main engine 11,12asi that the secondary maximum continuous mechanical power PMCs that can deliver the secondary engine 21. The first time interval [to, ti] corresponds, for example, to a take-off phase and an altitude gain of the aircraft 30 to a point A corresponding to an entry in the cruise phase. The curve PsEc represents a first secondary mechanical power PMs / which is constant. The PPRINC curve PRINC represents the main mechanical power provided jointly by the two main engines 11, 12 during the takeoff phase. The sum of these two powers PPRINC PRINC and PsEc thus allows the aircraft to safely perform this takeoff phase. The secondary engine 21 provides a first secondary mechanical power PMs / because the last engine health check performed had detected no loss of emergency main power on the main engines 11,12, the margin CSMp11, CSMp / 2 power each main motor 11,12 being positive. The second time interval [t 1, t 3] corresponds, for example, to a cruise phase from point A to point B. This cruise flight phase 5 requires less mechanical power at the level of the power plant 1. In fact, the PPRINC main mechanical power supplied jointly by the two main motors 11,12 can be reduced. In addition, the secondary engine 21 may be stopped or idle providing no secondary mechanical power. During this cruise flight phase, a motor health check is carried out at the time t2 corresponding to the point D on the P - PRINC curve. This health check engine highlighted a margin CSMp11, CSMp / 2 negative power. The secondary motor 21 must therefore provide a second secondary power PMs2 in order to compensate for the corresponding emergency main mechanical power loss in the event of a main engine failure 11,12. However, since the aircraft 30 is still in the cruising phase, the secondary engine 21 remains stopped or idle, providing no secondary mechanical power. Indeed, if a failure on a main engine 11,12 appears during this cruising flight phase, the secondary engine 21 has a sufficiently large reaction time to reach the second secondary power PMs2, without questioning flight safety. Then, the aircraft 30 leaves the cruising flight phase at point B (time t3) to enter a flight phase more demanding in terms of power, such as a landing phase 30 or hovering. The secondary engine 21 then supplies the second secondary secondary power PMs2 according to the last motor health check performed. Advantageously, the two main engines being functional can provide a reduced power taking into account the increase in the secondary power supplied by the secondary engine 21 with respect to the take-off phase. From point B, the dotted PPRINC curve represents the main mechanical power that would be provided by the two main engines 11, 12 if the secondary engine 21 provided the first secondary mechanical power PMsi. The curve PPRINC PRINC in continuous line represents the main mechanical power that provide the two main engines 11,12 when the secondary engine 21 provides the second secondary mechanical power PMs2. This main mechanical power PPRINC PRINC is thus reduced, which makes it possible to less stress the main engines 11,12 and, consequently, to reduce slightly their direct cost of maintenance. It may indeed be more interesting to solicit the secondary engine 21 which is small and can have a lower direct cost of maintenance.
    [0019] Then, at point C (time t5), a failure of a main engine 11,12 occurs. A single main engine 11,12 then provides a main mechanical power, which is an emergency main mechanical power OE1. This emergency main mechanical power 0E1 is also lower than its minimum mechanical emergency main power guaranteed POEIMINI. Advantageously, the secondary motor 21 which already provides the second secondary mechanical power PMs2 compensates for this deficit of emergency main mechanical power 0E1 guaranteeing a safe flight.
    [0020] In addition, this secondary engine 21 continues to provide this second secondary mechanical power PMs2 until the next engine health check or until the next maintenance operation of this main engine 11,12.
    [0021] The power plant 1 according to the invention thus makes it possible to keep the performance of the power plant 1 unchanged and, consequently, the flight performance of this aircraft 30, while reducing the maintenance operations of each main engine 11.12 .
    [0022] As a result, the direct cost of maintenance of each main engine 11, 12 can be reduced without limitation on the performance of the power plant 1 and, consequently, the performance of the aircraft 30. Advantageously, the secondary engine 21 is used just by the adaptation of the secondary mechanical powers Pfiis1, PMs2 and thus sees its maintenance cost reduced to a minimum. Naturally, the present invention is subject to many variations as to its implementation. Although several embodiments have been described, it is well understood that it is not conceivable to exhaustively identify all possible modes. It is of course conceivable to replace a means described by equivalent means without departing from the scope of the present invention. 25
    权利要求:
    Claims (20)
    [0001]
    REVENDICATIONS1. Power plant (1) for a rotary wing aircraft (30), said power plant (1) comprising at least two main engines (11,12), at least one secondary engine (21) and a main power transmission gearbox (2), said main (11,12) and secondary (21) motors mechanically driving said main power transmission (2) to rotate at least one output main shaft (3) of said main gearbox power supply (2), said main output shaft being adapted to be secured in rotation with a main rotor (31) of said aircraft (30), each main motor (11,12) continuously delivering a first lower main mechanical power or equal to a maximum continuous main mechanical power PMCp and temporarily a second emergency main mechanical power greater than or equal to a minimum emergency main mechanical power e POEIMINI warranty, each secondary motor (21) continuously delivering a secondary mechanical power less than or equal to a maximum continuous secondary mechanical power PMCs, characterized in that each secondary motor (21) can provide two distinct levels of secondary mechanical power, said secondary mechanical power supplied by each secondary motor (21) allowing each main motor (11,12) and each secondary motor (21) to jointly provide a mechanical power greater than or equal to a sufficient mechanical power PMS to ensure the flight of said aircraft (30) via said main rotor (31), said two secondary mechanical power levels being a first secondary mechanical power PMs / and a second secondary mechanical power PMs2, said second secondary mechanical power PMs2 being greater than said first secondary mechanical power PMs / and such that PMs2P K-Pdé t, K- -Si - - - det, K being a coefficient greater than or equal to the zero value, Pdet being a value of a predetermined main mechanical power and ". Being the multiplication function, said second secondary mechanical power PMs2 thus making it possible to compensate for a main mechanical power loss of at least one main motor (11, 21).
    [0002]
    2. Powerplant (1) according to claim 1, characterized in that said power plant (1) comprises two main motors (11,12) identical and a single secondary motor (21).
    [0003]
    3. power plant (1) according to any one of claims 1 to 2, characterized in that said maximum continuous secondary mechanical power PMCs provided by each secondary motor (21) is less than said maximum continuous main mechanical power PMCp of each engine principal (11,12).
    [0004]
    4. Powerplant (1) according to any one of claims 1 to 3, characterized in that said second secondary mechanical power PMs2 is determined following a motor health check of each main motor (11,12), said control of engine health determining a level of deterioration of each main engine (11,12) and a margin CSMp11, CSMp12 of main mechanical power of each main engine (11,12).
    [0005]
    5. Powerplant (1) according to claim 4, characterized in that said coefficient K such that K = Imin [0, CS / v / p11, CSMp12] 1, CSA / p / 1, CSMp12 respectively being said power margin main mechanics of each main motor (11,12), where "0" is the zero value, "min" being a function giving as the result the minimum value of a series of values, "" being the absolute value function.
    [0006]
    6. power plant (1) according to any one of claims 4 to 5, characterized in that said margin CSM / o //, CSMp / 2 main mechanical power of a main motor (11,12) is a margin vis-à-vis said guaranteed minimum main mechanical power POEIMINI of each main engine (11,12) such poElDispo-POEIMINI that CSMP11 = POEIMINI being said minimum guaranteed minimum main mechanical power of said main engine (11,12 ), POE / Dispo being an available emergency main mechanical power of said main motor (11,12).
    [0007]
    7. Powerplant (1) according to any one of claims 1 to 6, characterized in that said predetermined main mechanical power Pdét is said main mechanical power emergency minimum guaranteed POE / nenvi of a main engine (11,12 ).
    [0008]
    8. Powerplant (1) according to any one of claims 1 to 6, POEIMINIcharacteriser in that said predetermined main mechanical power Pdét is a percentage of said maximum continuous main mechanical power PMCp of a main motor (11,12).
    [0009]
    9. Powerplant (1) according to any one of claims 1 to 6, characterized in that each main motor (11,12) having a maximum main mechanical takeoff power PMDp, said predetermined main mechanical power Pdét is a percentage of said maximum main mechanical takeoff power PMDp of a main engine (11,12).
    [0010]
    10. Powerplant (1) according to any one of claims 4 to 9, characterized in that said predetermined main mechanical power Pdét is attached to said main motor (11,12) including said margin CSMpm, CSMp / 2 main mechanical power is the weakest.
    [0011]
    11. Powerplant (1) according to any one of claims 1 to 10, characterized in that the delivery of said second secondary mechanical power of each secondary motor (21) can be controlled by an operator.
    [0012]
    12. power plant (1) according to any one of claims 1 to 11, characterized in that said second secondary mechanical power of each secondary motor (21) may be a secondary mechanical power emergency.
    [0013]
    13. Powerplant (1) according to any one of claims 4 to 12, characterized in that said second secondary mechanical power is constant between two motor health checks of each main motor (11,12).
    [0014]
    14. Powerplant (1) according to any one of claims 1 to 13, characterized in that said first secondary mechanical power is constant.
    [0015]
    15. power plant (1) according to any one of claims 1 to 14 characterized in that said secondary mechanical power supplied by each secondary engine (21) can be zero when said aircraft (30) is in cruise flight
    [0016]
    16. Powerplant (1) according to any one of claims 1 to 15 characterized in that said first and second secondary mechanical power PMsi, PMs2 are power limitations of each secondary motor (21).
    [0017]
    A rotary wing aircraft (30) having at least one main rotor (31) and a power plant (1), said power plant (1) rotating said main rotor (31), characterized in that said power plant ( 1) is according to any one of claims 1 to 16.
    [0018]
    18. A method for managing a power plant (1) for a rotary wing aircraft (30), said power plant (1) comprising at least two main engines (11, 12), at least one secondary engine (21). and a main power transmission (2), said main (11,12) and secondary (21) motors mechanically driving said main power transmission (2) to rotate at least one main output shaft ( 3) of said main power transmission gearbox (2), said output main shaft (3) being rotatably connected to a main rotor (31) of said aircraft (30), each main motor (11, 12) delivering continuously, a first main mechanical power less than or equal to a maximum continuous main mechanical power PMCp and temporarily a second main emergency mechanical power greater than or equal to a main mechanical power of guaranteed minimum urgency POEIMINE, each secondary motor (21) continuously delivering a secondary mechanical power less than or equal to a maximum continuous secondary mechanical power PMes, characterized in that - each main motor (1, 1.12) is controlled for supplying a main mechanical power, and controlling each secondary motor (21) to provide two distinct mechanical power levels, said secondary mechanical power supplied by each secondary motor (21) allowing each main motor (11, 12) and each secondary motor (21) together provide a mechanical power greater than or equal to a sufficient mechanical power PMS to ensure the flight of said aircraft (30) via said main rotor (31), said two secondary mechanical power levels being a first power secondary mechanical 30 PMs / and second secondary mechanical power PMs2, said second power m secondary echanic PMs2 being greater than said first secondary mechanical power PA / si and such that PMs2 = PMsi + K.Pciét, K being a coefficient greater than or equal to the zero value, Pdét being a value of a predetermined main mechanical power and ". Being the multiplication function, said second secondary mechanical power PMs2 thus making it possible to compensate for a main mechanical power loss of at least one main motor (11, 21).
    [0019]
    19. Control method of a power plant (1) according to claim 18, characterized in that - a motor health check of each main motor (11,21) determines a level of deterioration of each main motor (11,12) and a CSM / 9 // margin, CSMp / 2 of main mechanical power of each main motor (11,12), and said coefficient K is determined such that K = Imin [0, CSMpn, CSMpiz] I, CSMp11, CSMP12 being respectively said main mechanical power margin of each main motor (11,12), "0" being the value zero, "min" being a function giving as result the minimum value of a series of values, "" Is the absolute value function.
    [0020]
    20. Control method of a power plant (1) according to any one of claims 18 to 19, characterized in that - each secondary motor (21) is controlled so that said secondary mechanical power is zero when said aircraft (30) is in cruise flight.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP2886456B1|2017-05-03|Method of managing a propulsion installation for a rotary wing aircraft
    EP2735508B1|2016-07-06|Method and rotary-wing aircraft provided with two main turboshaft engines and one less-powerful secondary turboshaft engine
    EP2735512B1|2017-01-18|Method and rotary-wing aircraft provided with three engines
    EP3109156B1|2017-11-15|Method for controlling a three-engined power plant of a rotary-wing aircraft
    EP2724939B1|2016-07-06|Method for managing an engine failure on a multi-engine aircraft provided with a hybrid powerplant
    EP2829472B1|2019-04-17|Controlled three-engined aircraft powerplant for a rotary wing aircraft
    EP2327625A1|2011-06-01|Power plant, helicopter comprising such a power plant and method carried out by such power plant.
    EP3207223B1|2018-05-16|Propulsion system of a helicopter including a hybrid turboshaft engine and a system for reactivating said hybrid turboshaft engine
    EP3109155B1|2017-11-15|A method of regulating a three-engined power plant for a rotary wing aircraft
    FR3039614A1|2017-02-03|HYBRID POWER SUPPLY FOR AN AIRCRAFT WITH A ROTARY REVOLVING WING
    EP2623749B1|2018-02-07|Device and method for controlling a power plant comprising at least one turbine engine, and aircraft
    EP3123007B1|2018-10-17|Turboshaft engine, twin-engine helicopter equipped with such a turboshaft engine, and method for optimising the standby-idle speed of such a twin-engine helicopter
    FR3019223A1|2015-10-02|TURBOMOTOR COMPRISING A CONTROLLED MECHANICAL COUPLING DEVICE, HELICOPTER EQUIPPED WITH SUCH A TURBOMOTOR, AND METHOD OF OPTIMIZING THE SUPER-SLOWING SYSTEM WITH NULL POWER OF SUCH A HELICOPTER
    FR3090576A1|2020-06-26|Assistance method for single-engine rotary wing aircraft during an engine failure.
    FR3078057A1|2019-08-23|ARCHITECTURE OF PROPULSIVE SYSTEM OF A HELICOPTER BIMOTEURS
    EP3696084B1|2021-09-08|Method for optimising the ground noise generated by a rotorcraft
    FR3056558A1|2018-03-30|METHOD FOR OPTIMIZING THE OPERABILITY OF THE MOTORIZATION OF AN AIRCRAFT
    EP2447510A1|2012-05-02|Powerplant of an aircraft, aircraft and method for piloting said aircraft
    同族专利:
    公开号 | 公开日
    EP2886456A1|2015-06-24|
    EP2886456B1|2017-05-03|
    US20150176488A1|2015-06-25|
    US9890708B2|2018-02-13|
    FR3015428B1|2017-04-28|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3963372A|1975-01-17|1976-06-15|General Motors Corporation|Helicopter power plant control|
    US4177693A|1978-06-22|1979-12-11|Avco Corporation|Drive system|
    US20090186320A1|2008-01-23|2009-07-23|John Rucci|Modules and methods for biasing power to a multi-engine power plant suitable for one engine inoperative flight procedure training|
    EP2623746A1|2012-02-06|2013-08-07|Eurocopter|Method for optimising the performance of an aircraft, device and aircraft|
    EP2623748A1|2012-02-06|2013-08-07|Eurocopter|Method and device for monitoring the health of a turbine engine of an aircraft provided with at least one turbine engine|
    EP2623747A1|2012-02-06|2013-08-07|Eurocopter|Method and device for monitoring the health condition of a turbine engine of an aircraft|
    EP2724939A2|2012-10-29|2014-04-30|Airbus Helicopters|Method for managing an engine failure on a multi-engine aircraft provided with a hybrid powerplant|
    FR2933910B1|2008-07-18|2010-12-17|Eurocopter France|HYBRID POWER PLANT AND METHOD FOR CONTROLLING SUCH A MOTOR INSTALLATION|
    FR2967132B1|2010-11-04|2012-11-09|Turbomeca|METHOD OF OPTIMIZING THE SPECIFIC CONSUMPTION OF A BIMOTING HELICOPTER AND DISSYMMETRIC BIMOTOR ARCHITECTURE WITH A CONTROL SYSTEM FOR ITS IMPLEMENTATION|
    FR2978124B1|2011-07-18|2013-08-02|Eurocopter France|METHOD FOR CONTROLLING A GROUP OF ENGINES AND AIRCRAFT|
    FR2998543B1|2012-11-26|2015-07-17|Eurocopter France|METHOD AND AIRCRAFT WITH ROTATING WING WITH TWO MAIN TURBOMOTORS AND A LOWER-POWERED SECONDARY TURBOMOTOR|FR3004164B1|2013-04-09|2016-06-10|Eurocopter France|METHOD FOR DRIVING A MAIN ROTOR OF GIRAVION IN THE FRAMEWORK OF A SIMULATION OF A CASE OF FAILURE OF ONE OF THE ENGINES OF THE GIRAVION|
    US10748441B2|2013-04-09|2020-08-18|Airbus Helicopters|Method of driving a main rotor of a rotorcraft in the context of simulating a failure of one of the engnes of the rotorcraft|
    FR3037923B1|2015-06-23|2018-05-04|Airbus Helicopters|METHOD FOR CONTROLLING A TRIMOTIVE MOTOR INSTALLATION FOR A ROTARY WING AIRCRAFT|
    FR3043724A1|2015-11-16|2017-05-19|Snecma|METHOD OF DIMENSIONING A PROPULSIVE ASSEMBLY COMPRISING A MAIN ENGINE AND AN AUXILIARY ENGINE|
    US10106269B1|2017-03-17|2018-10-23|Rockwell Collins, Inc.|System and method for inadvertent engine shutdown prevention|
    FR3064680B1|2017-04-03|2019-04-05|Safran Helicopter Engines|METHOD FOR VERIFYING THE MAXIMUM POWER AVAILABLE FROM A TURBOMACHINE OF AN AIRCRAFT EQUIPPED WITH TWO TURBOMACHINES|
    FR3090576B1|2018-12-20|2021-09-10|Airbus Helicopters|Assistance method for single-engine rotary-wing aircraft during engine failure.|
    EP3951150A1|2020-08-04|2022-02-09|LEONARDO S.p.A.|Method for controlling an aircraft capable of hovering and relative aircraft|
    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-01-29| CD| Change of name or company name|Owner name: AIRBUS HELICOPTERS, FR Effective date: 20151229 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 7 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 8 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1303052A|FR3015428B1|2013-12-20|2013-12-20|MOTOR INSTALLATION HAVING SECONDARY MOTOR COMPRISING POWER LOSSES OF MAIN ENGINES FOR ROTARY TURNING AIRCRAFT|FR1303052A| FR3015428B1|2013-12-20|2013-12-20|MOTOR INSTALLATION HAVING SECONDARY MOTOR COMPRISING POWER LOSSES OF MAIN ENGINES FOR ROTARY TURNING AIRCRAFT|
    EP14004078.3A| EP2886456B1|2013-12-20|2014-12-03|Method of managing a propulsion installation for a rotary wing aircraft|
    US14/577,254| US9890708B2|2013-12-20|2014-12-19|Power plant including a secondary engine for compensating for losses of power from main engines in a rotary wing aircraft|
    [返回顶部]