• 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 invention relates to an architecture of a propulsion system of a multi-engine helicopter comprising turbine engines (1, 2) connected to a transmission transmission box (3), characterized in that it comprises: a turbine engine (1 ) capable of operating in at least one watch state during a steady flight of the helicopter; a pack (5, 6) for rapidly restarting said hybrid turbine engine (1) to exit said idle mode and reach a nominal operating speed; an auxiliary power unit (11) connected to said electrotechnical restart pack (5, 6) via a first (10) AC-DC converter adapted to supply, on command, a power required for said pack (5, 6); ) restart to output said turbine engine (1) hybrid said idle mode.
    公开号:FR3019218A1
    申请号:FR1452647
    申请日:2014-03-27
    公开日:2015-10-02
    发明作者:Fabien Mercier-Calvairac；Stephane Beddok；Stephane Chevalier；Sophie Humbert
    申请人:Safran Power Units SAS；Turbomeca SA；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION 1. TECHNICAL FIELD OF THE INVENTION The invention relates to an architecture of a propulsion system of a multi-engine helicopter - in particular a twin-engine or a three-engine helicopter - and a helicopter comprising a propulsion system having such an architecture. 2. Technological background A twin-engine helicopter or three-engine helicopter presents in known manner a propulsion system comprising two or three turbine engines, each turbine engine comprising a gas generator and a free turbine driven in rotation by the gas generator, and secured to a shaft. Release. The output shaft of each free turbine is adapted to set in motion a power transmission box (hereinafter referred to as BTP), which itself drives the rotor of the helicopter equipped with variable pitch blades. . Furthermore, it is known that when the helicopter is in a cruising flight (that is to say when it is operating under normal conditions, in the regime known as AEO (Ail Engines Operative), during all phases of the flight, apart from the transient phases of take-off, landing or hovering), the turboshaft engines operate at low powers, lower than their maximum continuous power (hereinafter, PMC). In certain configurations, the power provided by the turbine engines, during a cruising flight, may be less than 50% of the maximum takeoff power (hereinafter, PMD). These low power levels result in a specific consumption (hereinafter Cs) defined as the ratio between the hourly fuel consumption by the turbine engine combustion chamber and the thrust provided by this turbine engine, which is in the order of 30% greater than the Cs of the PMD, and therefore a decrease in the efficiency of gas turbines (or an increase in Cs).
    [0002] In order to reduce this consumption in cruising flight (or waiting on the ground for example), it is possible to stop one of the turboshaft engines and to put it into a so-called idle mode. The active engine (s) then operate at higher power levels to provide all the power required and therefore at more favorable Cs levels. In the following, the term "economic flight phase", a phase of a flight during which at least one turbine engine is on standby and "conventional flight phase", a phase of a flight in the course of which no turbine engine is in standby.
    [0003] The applicants have proposed in applications FR1151717 and FR1359766, methods for optimizing the specific consumption of turbine engines of a helicopter by the possibility of placing at least one turbine engine in a stabilized flight regime, said continuous, and at least one turbine engine in a particular watch mode from which it can leave urgently or normally, as needed. An output of the standby mode is said to be normal when a change of flight situation requires the activation of the engine in standby, for example when the helicopter will go from a cruising flight situation to a landing phase. Such a normal standby output takes place over a period of 10 seconds to 1 minute. An exit from the standby mode is said to be urgent when a power failure or power deficit of the active engine occurs or the flight conditions suddenly become difficult. Such emergency standby output is performed for a period of less than 10s. The output of a standby mode of a turbine engine and the transition from an economic flight phase to a conventional flight phase is obtained for example by means of a restart pack of the turbine engine associated with a storage device. energy such as an electrochemical storage type Li-Ion battery, or electrostatic storage type overcapacity or electromechanical storage type flywheel, which provides the turbine engine with the energy necessary to restart and quickly reach a regime of nominal operation.
    [0004] Such a restart pack turbine engine standby has the disadvantage of significantly increase the total weight of the turbine engine. The gain in fuel consumption by the standby of the turbine engine is partly lost by the overweight caused by the restart device, the energy storage device required for restart, especially when each turbine engine is equipped with such a device. emergency restart device.
    [0005] The inventors have therefore sought to reconcile seemingly incompatible problems that are the possibility of putting the helicopter in economic flight phase, that is to say to place at least one turbine engine in standby, without generating too much overweight the entire propulsion system. In other words, the inventors have sought to propose a new architecture of the propulsion system of a twin-engine or three-engine helicopter. OBJECTIVES OF THE INVENTION The invention aims to provide a new architecture of the propulsion system of a multi-engine helicopter. The invention also aims to provide an architecture of a propulsion system of a multi-engine helicopter that allows the standby of a turbine engine and its rapid restart. The invention also aims to provide, in at least one embodiment of the invention, an architecture that has a weight and a volume not crippling to be embedded in a helicopter.
    [0006] The invention also aims to provide, in at least one embodiment of the invention, an architecture that has a lower cost than the architectures of the prior art with equal performance. 4. DESCRIPTION OF THE INVENTION To this end, the invention relates to an architecture of a propulsion system of a multi-engine helicopter comprising turbine engines connected to a power transmission box, characterized in that it comprises: at least a turbine engine among said turboshaft engines, said hybrid turbine engine, capable of operating in at least one standby mode during a stabilized flight of the helicopter, the other turboshaft engines operating alone during this stabilized flight, at least one restart pack rapid of a hybrid turbine engine out of said idle mode and achieve a nominal operating speed, at least one auxiliary power unit connected to a restart pack and adapted to provide, on command, a power necessary for this restart pack to output said corresponding hybrid turbine engine said idle mode. The architecture of the propulsion system of a multi-engine helicopter according to the invention therefore provides at least one hybrid turbine engine, the other turboshaft engines being non-hybrid, each hybrid turbine engine being adapted to operate in a standby mode. The architecture according to the invention is therefore asymmetrical because it has at least one hybrid turbine engine and at least one non-hybrid turbine engine. In addition, the architecture provides at least one restart pack powered by an auxiliary power unit, which overcomes the disadvantages of the prior art related to the use of a storage source of energy of the battery type or super-capacity. Such an auxiliary power unit (hereinafter acronym APU) ensures a sustainable power supply of a restart pack of a hybrid turbine engine, whatever the weather conditions (especially whatever the temperature ) and constant over time (no aging effect). This APU can for example include a heat engine (type linked gas turbine or two-stroke engine or four-stroke gasoline or diesel) and a generator-starter capable of starting the combustion of the unit and to provide the necessary electrical power to the pack electrical engineering. An architecture according to the invention is particularly suitable for helicopters already comprising an auxiliary power unit intended, for example, to provide non-propulsive power - electrical, mechanical, hydraulic and / or pneumatic - in all phases of the flight where the turboshaft engines are unable to do so: on the ground, in the transition phases (take-off, landing), in the approach phases, etc. The use of this APU in connection with a restart package of an architecture according to the invention therefore eliminates the need for an energy storage system to assist a turbine engine standby.
    [0007] A restart pack of an architecture according to the invention is for example an electrotechnical pack, pyrotechnic, pneumatic or hydraulic. In the following, it will be particularly mentioned an electrotechnical restart pack, it being understood that the invention also extends to an architecture provided with a pyrotechnic restart pack, pneumatic or hydraulic. Advantageously, an auxiliary power unit has an economic standby function, lit room, low speed, and a fast output function of this standby mode to quickly deliver its maximum power to the electrical package to restart a hybrid turbine engine. The electric power is available within a time compatible with the requirements of flight safety, particularly in case of emergency restart of a turbine engine standby, in case of loss of a non-hybrid turbine engine. Advantageously, an architecture according to the invention comprises: a single hybrid turbine engine, capable of operating in at least one watch state during a stabilized flight of the helicopter, the other turboshaft engines operating alone during this stabilized flight, a only fast restart pack of said hybrid turbine engine to remove it from said idle mode and reach a nominal operating speed, a single auxiliary power unit connected to said restart pack and adapted to provide, on command, a power required to said restart pack for to output said hybrid turbine engine from said idle mode. An architecture that has only one hybrid turbine engine, a single restart pack and a single auxiliary power unit connected to said restart pack can minimize the number of components. In addition, this limits the total weight of the propulsion system. Such an architecture therefore makes it possible both to combine the advantages of an optimization of the Cs by the possibility of putting a turbine engine on standby, and a smaller size and weight. Advantageously and according to this variant, the architecture comprises: a continuous low-voltage edge network (hereinafter denoted by the acronym RDB) intended to feed helicopter equipment into flight; at least one power source of said onboard network, and said auxiliary power unit is connected to said onboard network via an AC-DC converter.
    [0008] Said auxiliary power unit is connected to the electrotechnical pack via an AC-DC converter. Such a converter makes it possible to use an auxiliary power unit which supplies an alternating voltage and a DC electrotechnical pack. According to another variant, the auxiliary power unit directly generates a direct current.
    [0009] The power unit not only provides the energy needed to restart the hybrid turbine engine, but also to power the on-board network. The architecture thus presents a redundancy of the electrical generation (by a power supply and the auxiliary power unit) for the supply of the RDB so that a possible failure of the first power source of the RDB is supplemented by the second power source. According to this variant and advantageously, the architecture comprises a contactor arranged between said auxiliary unit and said onboard network and controlled to decouple said auxiliary power unit of said edge network during an emergency restart of said hybrid turbine engine.
    [0010] According to this variant, the auxiliary power unit can provide all of its power to the hybrid turbine engine for a restart of this turbine engine. The contactor makes it possible to cut the auxiliary unit of the on-board network so that all the power of the auxiliary unit is intended for the turbine engine. The power supply of the RDB is maintained by the power supply which then supplies the unavailability of the auxiliary unit. The contactor may be arranged upstream or downstream of the AC-DC converter. Advantageously and according to this variant, the power supply source of said edge network is chosen from the group comprising: at least one current generator arranged between said power transmission box and said edge network associated with an AC-DC converter, a generator-starter arranged between a non-hybrid turbine engine and said onboard network. According to another variant, the auxiliary power unit can be put into standby during the cruising flight phases and therefore can not, therefore, more ensure the generation function. In this case, the architecture must include two RDB power sources. For example, a first power source is a generator arranged between the BTP and the RDB, associated with an AC-DC converter, and a second power source is a generator-starter arranged between a non-hybrid turbine engine and the RDB. Advantageously and according to this variant, said generator is adapted to provide an alternating voltage of 115 volts and said associated converter is adapted to provide a DC voltage of 28 volts.
    [0011] Advantageously and according to the invention, said fast restart pack comprises: an electric machine adapted to restart said hybrid turbine engine under normal standby output conditions, and an emergency standby output device adapted to restart said hybrid turbine engine in emergency conditions of standby output.
    [0012] A turbine engine comprises in a known manner a gas generator and a free turbine fed by the gases of the gas generator. The gas generator comprises a shaft and a combustion chamber fueled. An emergency standby output regime is one in which the combustion chamber is lit and the gas generator shaft is driven at a speed of between 80 and 105%, within a time period of less than 10 seconds after a control of wakeful exit.
    [0013] A normal standby output regime is one in which the combustion chamber is lit and the shaft of the gas generator is driven at a speed of between 80 and 105%, within 10 seconds to 1 min after a command. standby output.
    [0014] The electric machine can be an electric machine that operates in alternating current or direct current. Advantageously and according to the invention, said emergency watch output device is an electrotechnical, pyrotechnic, pneumatic or hydraulic device.
    [0015] Advantageously and according to the invention, said auxiliary power unit is connected to the restart pack via an AC-DC converter. The invention also relates to a helicopter comprising a propulsion system characterized in that said propulsion system has an architecture according to the invention. The invention also relates to an architecture of a propulsion system of a multi-engine helicopter and a helicopter equipped with a propulsion system having such an architecture characterized in combination by all or some of the characteristics mentioned above or below. 5. List of Figures Other objects, features and advantages of the invention will appear on reading the following description given solely by way of non-limiting example and which refers to the appended FIG. 1 which is a schematic view of an architecture of FIG. a propulsion system of a twin-engine helicopter according to one embodiment of the invention. 6. DETAILED DESCRIPTION OF AN EMBODIMENT OF THE INVENTION FIG. 1 is a schematic view of an architecture of a propulsion system of a twin-engine helicopter according to one embodiment of the invention. This architecture comprises two turboshaft engines 1, 2 connected to a power transmission box 3. Each turbine engine 1, 2 is controlled by a clean control device not shown in the figure for the sake of clarity. In known manner, each turbine engine further comprises a gas generator and a free turbine integral with an output shaft driven in rotation by the gas generator. The output shaft of each free turbine is adapted to set in motion the power transmission box 3 (hereinafter denoted by the acronym BTP), which itself drives the rotor of the helicopter equipped for example with blades variable pitch. According to the invention, the turbine engine 1 is a hybrid turbine engine, capable of operating in at least one standby mode during a stabilized flight of the helicopter. This standby mode is preferably chosen from the following operating regimes: a standby mode, referred to as the usual idle speed, in which the combustion chamber is lit and the shaft of the gas generator rotates at a speed of between 60 and 80 % of the nominal speed, a standby mode, called super idle, in which the combustion chamber is lit and the shaft of the gas generator rotates at a speed between 20 and 60% of the rated speed, a speed standby, said assisted super-idle, in which the combustion chamber 20 is lit and the shaft of the gas generator rotates, assisted mechanically, at a speed of between 20 and 60% of the nominal speed, a standby mode, said turning gear, in which the combustion chamber is extinguished and the shaft of the gas generator rotates, mechanically assisted, at a speed of between 5 and 20% of the nominal speed, a standby mode, called stop, in which ch combustion amber is off and the gas generator shaft is shut down completely. The architecture further comprises an electrotechnical pack 5, 6 for quick restart of the hybrid turbine engine 1 to exit the idle mode and reach a nominal operating speed. This restart pack 5, 6 is supplied with electricity by an auxiliary power unit 11 (hereinafter acronym APU) via an AC / DC voltage converter 10. This auxiliary motor provides, on command, non-propulsive power to the pack 5, 6 electrotechnical to allow it to leave the hybrid turbine engine 1 of its standby mode. This APU 11 may for example comprise a heat engine (type attached gas turbine or two-stroke engine or four-stroke gasoline or diesel) and a generator-starter capable of starting the combustion of the APU and provide the power required for the electrotechnical pack. Preferably, the APU provides an alternating voltage of 115 volts. The AC / DC voltage converter 10 converts the 115 volts AC high voltage supplied by the APU 11 to the high DC voltage needed to restart the turbine engine 1. According to other embodiments, the APU directly supplies a voltage. continuous and it is not necessary to have the voltage converter 10. The architecture further comprises a low voltage edge array 7, preferably 28 Volts, (hereinafter referred to as RDB) for providing flight of helicopter equipment. This RDB 7 is supplied with current by both the APU 11 via a low-voltage high-voltage alternating-AC converter 17 and a generator-starter 4 connected to the turbine engine 2 which supplies direct low-voltage directly. . The RDB 7 also supplies a battery 28 for storing 28 volts of energy. According to another variant, not shown in the figure, the supply of the RDB 7 is provided by a generator mounted on the BTP 3. In order not to disturb the restart of the turbine engine 1, a contactor 12 is arranged between the RDB 7 and the APU 11 to disconnect the RDB7 and the APU 11 when all the electrical power of the APU 11 is necessary to ensure the output of the idle mode of the turbine engine 1.
    [0016] Preferably, the APU provides an alternating voltage of 115 volts and the RDB 7 is a network of 28 volts DC. This APU 11 can also directly feed specific equipment 9 of the helicopter. According to the embodiment of FIG. 1, the quick restart pack comprises an electric machine adapted to restart the hybrid turbine engine 1 under normal standby output conditions, and an emergency standby output device 6 adapted to restart. the turbine engine 1 under emergency conditions of standby output. This device 6 emergency standby output is for example an electrical device, pyrotechnic, pneumatic or hydraulic. According to another embodiment of the invention not shown in the figure, the APU is configured to supply a DC voltage and the electrical machine is configured to operate on AC current. In this case, an inverter is arranged between the APU and the electrical machine to rectify the current and supply the electric machine with the energy produced by the APU. The invention is not limited to the embodiments described. In particular, the architecture may include three turboshaft engines for the equipment of a tri-engine helicopter.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Architecture of a propulsion system of a multi-engine helicopter comprising turboshaft engines (1,
    [0002]
    2) connected to a power transmission box (3), characterized in that it comprises: at least one turbine engine among said turboshaft engines, said hybrid turbine engine (1), capable of operating in at least one monitoring mode at during a stabilized flight of the helicopter, the other 10 turboshaft engines (2) operating alone during this stabilized flight, - at least one pack (5, 6) for rapid restart of a hybrid turbine engine (1) for the out of said standby mode and reach a nominal operating regime, 15 - at least one unit (11) of auxiliary power connected to a pack (5, 6) restart and adapted to provide, on command, a power necessary for this pack (5, 6) for releasing said corresponding hybrid turbine engine (1) from said idle mode. 2. Architecture according to claim 1, characterized in that it comprises: - a single hybrid turbine engine (1), able to operate in at least one standby mode during a stabilized flight of the helicopter, the other turboshaft engines (2) operating alone during this stabilized flight, - a single pack (5, 6) for rapid restarting of said hybrid turbine engine (1) to release it from said idle mode and reach a nominal operating speed, - only one auxiliary power unit (11) connected to said restart pack (5, 6) and adapted to provide, on command, a power required for said restart pack (5, 6) to output said hybrid turbine engine (1) from said standby mode .
    [0003]
    3. Architecture according to claim 2, characterized in thatincludes: - a network (7) of continuous low voltage edge intended to supply flight equipment of the helicopter, - at least one source (4) of power supply said edge network (7), and in that said auxiliary power unit (11) is connected to said edge network (7) via an (17) AC-DC converter.
    [0004]
    4. Architecture according to claim 3, characterized in that it comprises a contactor (12) arranged between said auxiliary unit (11) and said network (7) on board and controlled to decouple said auxiliary power unit (11) of said network (7) during an emergency restart of said hybrid turbine engine (1).
    [0005]
    5. Architecture according to one of claims 3 or 4, characterized in that said source (4) of said network power supply is selected from the group comprising: - at least one current generator arranged between said transmission box of power and said on-board network associated with an AC-DC converter, a generator-starter (4) arranged between a non-hybridized turbine engine and said onboard network.
    [0006]
    6. Architecture according to claim 5, characterized in that said generator is adapted to provide an AC voltage of 115 volts and in that said associated converter is adapted to provide a DC voltage of 28 volts.
    [0007]
    7. Architecture according to one of claims 1 to 6, characterized in that at least one pack (5, 6) of rapid restart comprises an electric machine (5) adapted to restart at least one hybrid turbine engine (1) in normal standby output conditions, and an emergency standby output device (6) adapted to restart this hybrid turbine engine (1) under standby emergency conditions.
    [0008]
    8. Architecture according to claim 7, characterized in that said emergency watch output device may be an electrotechnical device, pyrotechnic, pneumatic or hydraulic.
    [0009]
    9. Architecture according to one of claims 1 to 8, characterized in that at least one unit (11) of auxiliary power is connected to a restart pack via a converter (10) AC-DC.
    [0010]
    10. Helicopter comprising a propulsion system characterized in that said propulsion system has an architecture according to one of claims 1 to 9.
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    同族专利:
    公开号 | 公开日
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    WO2015145037A1|2015-10-01|
    CN106458322A|2017-02-22|
    EP3123015B1|2018-11-07|
    JP2017514057A|2017-06-01|
    EP3123015A1|2017-02-01|
    JP6705753B2|2020-06-03|
    ES2702329T3|2019-02-28|
    CA2942942C|2021-10-12|
    CN106458322B|2019-08-13|
    FR3019218B1|2016-03-18|
    RU2016139023A|2018-04-28|
    RU2690608C2|2019-06-04|
    US10766629B2|2020-09-08|
    US20170152055A1|2017-06-01|
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    KR20170002378A|2017-01-06|
    PL3123015T3|2019-04-30|
    CA2942942A1|2015-10-01|
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    法律状态:
    2015-03-16| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-02| PLFP| Fee payment|Year of fee payment: 3 |
    2017-02-10| PLFP| Fee payment|Year of fee payment: 4 |
    2017-08-04| CD| Change of name or company name|Owner name: TURBOMECA, FR Effective date: 20170703 Owner name: SAFRAN POWER UNITS, FR Effective date: 20170703 |
    2017-09-01| CD| Change of name or company name|Owner name: SAFRAN POWER UNITS, FR Effective date: 20170727 Owner name: SAFRAN HELICOPTER ENGINES, FR Effective date: 20170727 |
    2018-02-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-02-20| PLFP| Fee payment|Year of fee payment: 7 |
    2021-02-19| PLFP| Fee payment|Year of fee payment: 8 |
    2022-02-18| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1452647A|FR3019218B1|2014-03-27|2014-03-27|ARCHITECTURE OF A PROPULSIVE SYSTEM OF A MULTI-ENGINE HELICOPTER AND CORRESPONDING HELICOPTER|FR1452647A| FR3019218B1|2014-03-27|2014-03-27|ARCHITECTURE OF A PROPULSIVE SYSTEM OF A MULTI-ENGINE HELICOPTER AND CORRESPONDING HELICOPTER|
    EP15717548.0A| EP3123015B1|2014-03-27|2015-03-20|Multi-engined helicopter architecture and helicopter|
    RU2016139023A| RU2690608C2|2014-03-27|2015-03-20|Multi-engine helicopter power system architecture and corresponding helicopter|
    PCT/FR2015/050693| WO2015145037A1|2014-03-27|2015-03-20|Architecture of a multiple-engine helicopter propulsion system, and corresponding helicopter|
    JP2016559339A| JP6705753B2|2014-03-27|2015-03-20|Structure of multi-engine helicopter propulsion system and corresponding helicopter|
    KR1020167027382A| KR102318629B1|2014-03-27|2015-03-20|Architecture of a multi-engine helicopter propulsion system, and corresponding helicopter|
    PL15717548T| PL3123015T3|2014-03-27|2015-03-20|Multi-engined helicopter architecture and helicopter|
    CA2942942A| CA2942942C|2014-03-27|2015-03-20|Architecture of a multiple-engine helicopter propulsion system, and corresponding helicopter|
    ES15717548T| ES2702329T3|2014-03-27|2015-03-20|Structure of a propulsion system of a helicopter with several engines and corresponding helicopter|
    US15/127,747| US10766629B2|2014-03-27|2015-03-20|Architecture of a multiple-engine helicopter propulsion system, and corresponding helicopter|
    CN201580015360.1A| CN106458322B|2014-03-27|2015-03-20|The framework and corresponding helicopter of multi engine helicopter propulsion system|
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