• 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 (5, 6), characterized in that it comprises: at least one hybrid turbine engine (5), capable of operating in at least one a watch state during a stabilized flight of the helicopter, the other turboshaft engines (6) operating alone during this stabilized flight; an air turbine (30) mechanically connected to the gas generator (17) of the hybrid turbine engine (5) and adapted to rotate the gas generator (17); means for withdrawing air under pressure on the gas generator (27) of a running turbine engine (6); and a duct (31) for routing this air taken to said air turbine (30).
    公开号:FR3019224A1
    申请号:FR1452646
    申请日:2014-03-27
    公开日:2015-10-02
    发明作者:Olivier Bedrine；Olivier Pierre Descubes
    申请人:Turbomeca SA；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD OF THE INVENTION The invention relates to a method for assisting a multistage engine of a multi-engine helicopter and to the architecture of a propellant system of a helicopter comprising at least one engine able to be idle. method of assisting a turbine engine standby of a multi-engine helicopter, in particular twin engine. The invention also relates to an architecture of a propulsion system of a multi-engine helicopter comprising at least one turbine engine that can be placed in a specific standby mode. 2. Technological background A helicopter is usually equipped with at least two turboshaft engines operating at similar speeds that depend on the helicopter's flight conditions. In all of the following text, a helicopter is said to be in a cruising flight situation when it is operating under normal conditions during all phases of the flight, except for transitional phases of take-off, climb, landing or hovering. . Throughout the following text, a helicopter is said to be in a critical flight situation when it is necessary for it to have the total installed power, that is to say in the transitional phases of take-off, climb, landing and revving in which one of the turboshaft engines failed, designated by the acronym OEI (One Engine Inoperative). It is known that when the helicopter is in cruise flight, the turboshaft engines operate at low power levels, lower than their maximum continuous power. 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 mechanical power supplied by this turbine engine, which is greater by about 30%. at the Cs of the maximum power of takeoff, and thus an overconsumption of fuel in cruising flight. In addition, the turboshaft engines of a helicopter are designed oversized to be able to keep the helicopter in flight in case of failure of one of the engines. This flight situation corresponds to the OEI regime described above. This flight situation arises following the loss of an engine and results in the fact that each running engine provides power well beyond its rated power to allow the helicopter to face a perilous situation, then to be able to continue his flight. On the other hand, the turboshaft engines are also oversized to ensure the flight in all the flight range specified by the aircraft manufacturer and in particular the flight at high altitudes and in hot weather. These flight points, very restrictive, especially when the helicopter has a mass close to its maximum take-off weight, are encountered only in certain cases of use.
    [0002] These oversized turboshaft engines are penalizing in terms of weight and fuel consumption. In order to reduce this consumption in cruising flight, it is envisaged to stop one of the turboshaft engines in flight and to put it in the so-called "standby mode". The active engine (s) then operate at higher power levels to provide all the power required and therefore at more favorable Cs levels. 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 power 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. In particular, the applicants proposed the following two watch systems: a standby mode, called super-idle assisted, in which the combustion chamber is lit and the shaft of the gas generator rotates, mechanically assisted, at a speed between and 60% of the nominal speed. Such a regime makes it possible to have the gas generator at the lowest rotational speed possible in order to minimize the fuel consumption. To improve the performance of the gas generator in this low regime, it is planned to inject mechanical energy on the gas generator by an external source. a standby mode, said turning, in which the combustion chamber is extinguished and the shaft of the gas generator rotates, mechanically assisted, at a speed between 5 and 20% of the nominal speed. Such a regime makes it possible to maintain a rotation of the gas generator in a speed range which allows a faster ignition of the combustion chamber when necessary.
    [0003] These two standby modes therefore require continuous assistance of the gas generator. The duration of assistance can be several hours on the mission of the helicopter. There is therefore the technical problem of providing a method of mechanical assistance of a standby turbine engine. There is also the technical problem of providing an architecture of a propulsion system which makes it possible to ensure the mechanical assistance of the gas generator of a turbine engine on standby during the mission. 3. OBJECTIVES OF THE INVENTION The invention aims to provide a method of mechanical assistance of the gas generator of a turbine engine standby.
    [0004] The invention also aims to provide an architecture of a propulsion system that ensures the mechanical assistance of the gas generator of a turbine engine standby during the mission. The invention also aims to provide, in at least one embodiment, such an architecture that does not use a specific electrical machine. 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, each turbine engine comprising a gas generator and a free turbine driven in rotation by the gases. said gas generator. An architecture according to the invention is characterized in that it comprises: at least one 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, called operating turbines, operating alone during this stabilized flight, an air turbine mechanically connected to said gas generator, means for withdrawing air under pressure from the gas generator of a running turbine engine, a routing duct of this air taken to said air turbine so that the air turbine can transform the energy of this pressurized air into a mechanical energy driving said gas generator of said hybrid turbine engine. An architecture according to the invention therefore makes it possible to supply mechanical power to the gas generator of the hybrid turbine engine by means of an air turbine. This air turbine is powered by pressurized air taken from a running turbine engine. The architecture according to the invention thus makes it possible to assist mechanically the gas generator of the hybrid turbine engine, when it is placed in a "super-idle assisted" standby mode or a "slewing" standby mode. This mechanical assistance is possible without, however, requiring the use of an external electric machine. The invention therefore allows a saving in mass, cost and life compared to an electrical assistance. In addition, the invention does not require the collection of electrical energy on the helicopter's onboard network. An architecture according to the invention uses a primary source of energy already available in a propulsion system in the form of pressurized air supplied by a running turbine engine. The architecture according to the invention can therefore be obtained from an already existing architecture of a propulsion system without requiring significant modifications of the architecture. Advantageously and according to the invention, the means for withdrawing air from the gas generator of a running turbine engine comprise at least one sampling port 10 integrated on a compressor of this operating turbine engine. According to this variant, the pressurized air is directly taken from a compressor of the operating turbine engine. Such an air bleed makes it possible to meet the needs of pressurized air to supply the air turbine, without, however, impacting the performance of the operating turbine engine on which the air is taken. Advantageously and according to the invention, the air sampling means comprise a nozzle for dosing the flow of air taken from said turbine engine running. The presence of a nozzle, preferably arranged directly on the air intake port, makes it possible to limit the maximum air flow delivered to the air turbine in the event of rupture of the air path duct towards the air intake port. air turbine or in case of failure on the assistance circuit. Advantageously and according to the invention, said air turbine is mechanically connected to said gas generator through an accessory box. An accessory box allows the drive of servitudes necessary for the operation of the gas turbine generator of the hybrid turbine engine and helicopter equipment, such as air conditioning devices. According to this variant, the air turbine is integrated directly into this accessory box, which makes it possible, on the one hand, to facilitate its installation and interconnection with the gas turbine generator of the hybrid turbine engine, and, on the other hand, to provide a part of the power required to drive the easements and / or power equipment of the helicopter. Advantageously, an architecture according to the invention comprises means for modulating the mechanical power delivered by said air turbine to said gas generator of said hybrid turbine engine.
    [0005] The modulation means make it possible to adapt the mechanical power delivered to the gas turbine generator of the hybrid turbine engine as needed. In particular, for a hybrid turbine engine that can operate on command in several distinct standby modes, including a super-idle assisted speed and a rpm, the modulation means can adjust the power at each speed. Advantageously and according to this variant, said modulation means comprise means for controlling the flow rate and / or the air pressure supplied to said air turbine. According to this variant, the modulation of the power is obtained through the control of the flow and / or the pressure of the air which supplies the air turbine. These control means can be of all types. For example, according to a first variant, these control means comprise a controlled valve which is arranged on the air path duct. This valve may be a two-state cut-off valve, a conducting state in which the air circulates freely in the flow pipe, and a blocked state in which the air can not supply the air turbine. According to another variant, these control means comprise a variable valve distributor integrated in the air turbine and adapted to determine the flow rate and / or the air pressure of the air turbine. According to another variant, the control means comprise a plurality of air injection points in the air turbine controlled by valves or by a single distributor. Advantageously, an architecture according to the invention comprises means for reading information representative of the operation of said hybrid turbine engine, and said control means are a function of this information. According to this variant, information representative of the operation of the hybrid turbine engine is used to determine the flow rate and / or the air pressure to be delivered to the air turbine, which makes it possible to adapt the power delivered to the gas generator of the hybrid turbine engine. depending on the operating state of the hybrid turbine engine. For example, this information is measurements of parameters such as the speed of rotation of the gas generator or the temperature at the outlet of the high-pressure turbine of the gas generator. This information also makes it possible to adapt the power delivered to the conditions observed, to cut off the power supply if an event requires it, or to release the hybrid turbine engine from its standby mode in the event of malfunction of the mechanical assistance of the generator. gas by the air turbine. This information may also include a measurement of the speed of rotation of the air turbine to avoid overspeed due to a failure of the kinematic chain connecting the air turbine to the gas generator of the hybrid turbine engine. Advantageously, an architecture according to the invention comprises a controlled mechanical uncoupling device arranged between the air turbine and said gas generator of said hybrid turbine engine adapted to be able to uncouple said air turbine and said gas generator in the event of absence of power supply. in air from the air turbine. This uncoupling device makes it possible to mechanically separate the air turbine from the gas generator of the hybrid turbine engine when the intake of air on the operating turbine engine is cut off or does not exist. Such a device can be of all types. According to a variant, it comprises a freewheel arranged between the output shaft of the air turbine and the gas generator shaft of the hybrid turbine engine. According to another variant, it comprises a clutch mechanism. According to another variant, it comprises a clutch. Advantageously and according to the invention, the hybrid turbine engine comprises an engine compartment in which the gas generator is arranged, and the air turbine has an air outlet which opens into the engine compartment of said hybrid turbine engine so as to limit the decrease. 30 temperature in this compartment and facilitate the restart of the turbine engine. According to another variant, the air outlet opens outwardly from the engine compartment. According to another variant, the air outlet is used to maintain the engine oil temperature at a certain level in order to facilitate its restart.
    [0006] According to another variant, the air outlet opens into an air inlet of the hybrid turbine engine in order to limit the temperature drop of the internal parts of the turbine engine in order to facilitate its restart. The invention applies to both a twin-engine helicopter and a three-engine helicopter. In the case of a three-engine helicopter, and according to a first variant, the three turbine engines are of identical sizes. One of the three turboshaft engines is a hybrid turbine engine capable of operating in at least one standby mode during a stabilized flight of the helicopter, the other two engines being then running and operating alone during this stabilized flight. In this case, the air turbine is arranged between one of the running turboshaft engines and the hybrid turbine engine. According to another variant, the hybrid turbine engine is smaller than the two operating turboshaft engines. It is this smaller engine that is able to operate in a standby mode. In this case, the air turbine is arranged between one of the two large turboshaft engines and the hybrid turbine engine.
    [0007] According to another variant, the three turbine engines are of different sizes. The smallest turbine engine can be extinguished during a stabilized flight and one of the two largest engines is a hybrid turbine engine capable of being put in standby mode if necessary, the other turbine engine then being the turbine engine running . In this case, the air turbine is arranged between the two largest turboshaft engines, the hybrid turbine engine and the turbine engine running. 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 a method of mechanical assistance of a turbine engine, said standby turbine engine, operating in a standby mode during a stabilized flight of a helicopter comprising turbine engines, each turbine engine comprising a gas generator and a free turbine, the other turboshaft engines, said turboshaft engines running, operating alone during this stabilized flight. A method according to the invention is characterized in that it comprises: a step of withdrawing air under pressure on the gas generator of a running turbine engine, a step of routing air taken to an air turbine mechanically connected to said gas turbine generator of said standby turbine engine, a step of transformation by said air turbine of the energy of the air supplied by said routing step into a driving mechanical energy of said gas generator. A method according to the invention is advantageously implemented by an architecture according to the invention. An architecture according to the invention advantageously implements a method according to the invention. Advantageously and according to the invention, said air sampling step consists in taking air on a compressor of said gas generator of a running turbine engine. Advantageously, a method according to the invention comprises a step of modulating the mechanical power supplied by said air turbine to said standby turbine engine. Advantageously and according to this variant, said step of modulating the power comprises a step of controlling the flow rate and / or the air pressure delivered to said air turbine.
    [0008] The invention also relates to an assistance method, an architecture of a propulsion system and a helicopter 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 become apparent on reading the following description given solely by way of non-limiting example and which refers to the appended figures in which: FIG. 1 is a diagrammatic view of an architecture of a propulsion system of a twin-engine helicopter according to one embodiment of the invention, FIG. 2 is a schematic view of an architecture of a propulsion system of a twin-engine helicopter according to another embodiment of FIG. FIG. 3 is a schematic view of an architecture of a propulsion system of a twin-engine helicopter according to another embodiment of the invention, a schematic view of a control device according to an embodiment of the invention. of the invention, Figure 4 is a schematic view of an architecture of a propulsion system of a twin-engine helicopter according to another embodiment of the invention. 6. DETAILED DESCRIPTION OF AN EMBODIMENT OF THE INVENTION The embodiments described below relate to an architecture of a propulsion system of a twin-engine helicopter. That being so, those skilled in the art will easily understand how to adapt the described embodiments to a propulsion system multi-engine, including three-engine.
    [0009] This architecture comprises two turboshaft engines 5, 6. Each turbine engine 5, 6 is controlled by a clean control device not shown in the figures for the sake of clarity. Each turbine engine 5, 6 comprises respectively and as shown in FIG. 1, a generator 17, 27 of gas and a free turbine 10, supplied by the generator 17, 27. The gas generator 17, 27 comprises a compressor 14, 24 air supplied by an air inlet 18, 28. The compressor 14, 24 feeds a combustion chamber 13, 23 of a fuel into the compressed air which delivers burnt gases supplying kinetic energy. A turbine 12, 22 for partial expansion of the flue gases is coupled to the compressor 14, 24 by means of a drive shaft 15, in order to drive in rotation the compressor 14, 24 and the equipment necessary for the operation of the generator. gas or helicopter. These devices are arranged in a box 32, 33 of accessories. The resultant portion of the flue gases drives the turbine to power transmission fiber in connection with the helicopter's power transmission gearbox and then evacuates via the exhaust 19,29.
    [0010] In all the following, it is considered that the turbine engine 5 is a hybrid turbine engine capable of operating in at least one standby mode during a stabilized flight of the helicopter, the turbine engine 6 running then running alone during this flight stabilized. The architecture further includes an air turbine 30 mechanically connected to the gas turbine generator 17 of the hybrid turbine engine 5 through the accessory box 32. This turbine 30 is supplied with air through a conduit 31 of air flow. The air duct 31 is connected to an air intake port on the compressor 24 of the turbine engine 6 running so as to be able to convey the compressed air from the compressor 24 to the air turbine 30. The conduit 31 for routing is thus arranged between the air intake port on the gas generator 27 of the turbine engine 6 running and an air intake inlet mouth 30 of the air turbine. The air turbine 30 thus makes it possible to transform the energy available in the compressed air delivered by the air duct 31 into a mechanical energy available on its output shaft. According to one embodiment, this air turbine 30 is a jet turbine of the axial or centripetal type. According to another embodiment, the air turbine is an action turbine with partial or total injection. According to an embodiment not shown in the figures, the architecture 25 further comprises a nozzle for dosing the air flow taken from the compressor 24 of the turbine engine 6 running. According to the embodiment of FIG. 2, the architecture comprises a controlled cut-off valve 33 acting as a means for controlling the flow rate and the air pressure delivered to the air turbine 30. According to this embodiment, the valve is adapted to be placed in two states a first passing state in which the air taken from the compressor 24 is entirely delivered to the air turbine 30, and a second blocked state in which the air can no longer be delivered to the air turbine. According to another embodiment as shown in Figure 3, the architecture further comprises a module 35 for controlling a variable valve distributor 34 of an air turbine 30 of axial or centripetal type. This assembly forms the means for controlling the flow rate and the air pressure delivered to the air turbine 30 and, by extension, forms the means for modulating the mechanical power delivered to the gas generator 17 of the hybrid turbine engine. According to the embodiment of FIG. 4, the architecture further comprises a freewheel 40 arranged between the air turbine 30 and the accessory box 32. This free wheel 40 forms a controlled mechanical uncoupling device of the air turbine 30 and the gas generator 17. This free wheel 40 thus makes it possible to guarantee that the air turbine 30 is no longer in mechanical connection with the gas generator 17 when it is no longer supplied with air by the air path duct 31. The air outlet of the air turbine 30 may have different organizations, not shown in the figures. For example, according to a first organization, the air leaving the air turbine 30 is discharged into the engine compartment in order to limit the decrease in temperature in order to facilitate the restart of the turbine engine in standby. According to another organization, the air leaving the air turbine 30 is discharged to the outside of the engine compartment. According to another organization, the air is injected into the air inlet 18 of the turbine engine in standby in order to limit the temperature drop of the internal parts 25 to the turbine engine in order to facilitate its restart. According to another organization, the air is used to maintain the turbine engine oil at a temperature compatible with a limitation of the resistive torque during a restart of the turbine engine and to quickly have all the power necessary for this restart. The invention also relates to a method of mechanical assistance of the hybrid turbine engine, when in a standby mode.
    [0011] The method comprises a step of drawing air under pressure on the gas generator of a running turbine engine, a step of routing the air taken to an air turbine mechanically connected to said gas generator of said standby turbine engine and a stage of transformation of the energy available in the air under pressure into a mechanical energy available on the shaft at the output of the accessory box. A method according to the invention is advantageously implemented by an architecture of a propulsion system according to the invention.
    权利要求:
    Claims (14)
    [0001]
    REVENDICATIONS1. Architecture of a propulsion system of a multi-engine helicopter comprising turbine engines (5, 6), each turbine engine (5, 6) comprising a generator (17, 27) of gas and a free turbine (10, 20) driven by rotation by the gases of said gas generator, characterized in that it comprises: at least one turbine engine among said turboshaft engines, said hybrid turbine engine (5), capable of operating in at least one standby mode during a stabilized flight of the helicopter, the other turboshaft engines, said turboshaft engines (6) running, operating alone during this stabilized flight, - an air turbine (30) mechanically connected to said gas generator (17) of said hybrid turbine engine (5), means for withdrawing air under pressure on the gas generator (27) of a running turbine engine (6); a duct (31) for routing this air taken to said air turbine (30) so that the air turbine (30) can transform the energy of this air under ssion into a mechanical energy driving said gas generator (17) of said hybrid turbine engine (5).
    [0002]
    2. Architecture according to claim 1, characterized in that said means for withdrawing air from the gas generator (27) of a running turbine engine comprise a sampling port on a compressor (24) of this turbine engine ( 6) running.
    [0003]
    3. Architecture according to one of claims 1 or 2, characterized in that said air sampling means comprises a nozzle for dosing the air flow taken from said turbine engine (6) running.
    [0004]
    4. Architecture according to one of claims 1 to 3, characterized in that said turbine (30) air is connected to said generator (17) gas through a box (32) of accessories.
    [0005]
    5. Architecture according to one of claims 1 to 4, characterized in that it comprises means (33; 34, 35) of modulation of the mechanical power delivered by said turbine (30) air to said gas generator of said turbine engine hybrid.
    [0006]
    6. Architecture according to one of claims 1 to 5, characterized in that said modulation means comprise means (33; 34, 35) for controlling the flow rate and / or the air pressure supplied to said turbine (30). ) to air.
    [0007]
    7. Architecture according to claim 6, characterized in that it comprises means for reading information representative of the operation of said hybrid turbine engine (5), and in that said means (35, 34) of control are a function of these information.
    [0008]
    8. Architecture according to one of claims 1 to 7, characterized in that it comprises a device (40) controlled mechanical decoupling arranged between the turbine (30) air and said generator (17) of said gas turbine engine ( 5) hybrid adapted to be able to uncouple said turbine (30) to air and said generator (17) gas in case of lack of air supply of the turbine (30) air.
    [0009]
    9. Architecture according to one of claims 1 to 8, characterized in that said turbine (30) air has an air outlet which opens into a motor compartment of said hybrid turbine engine so as to limit the decrease in temperature in this case. compartment and facilitate the restart of the turbine engine.
    [0010]
    10. Helicopter comprising a propulsion system characterized in that said propulsion system has an architecture according to one of claims 1 to 9. 25
    [0011]
    11. A method of mechanical assistance of a turbine engine, said turbine engine (5) in standby, operating in a standby mode during a stabilized flight of a helicopter comprising turbine engines (5, 6), each turbine engine comprising a generator (17, 27) of gas and a free turbine, the other turboshaft engines, said turboshaft engines (6) in operation, operating alone during this stabilized flight, characterized in that it comprises: a sampling step of air under pressure on the gas generator (27) of a running turbine engine (6), - a step of routing the air taken to an air turbine (30) mechanically connected to said gas generator (17) of said turbine engine (5) in stand-by, - a step of transformation by said turbine (30) to air of the energy of the air supplied by said step of tracking, into a mechanical energy driving said generator (17) of said gas turbine engine (5) in standby.
    [0012]
    12. The method of claim 11, characterized in that said air bleeding step comprises drawing air on a compressor (24) of said gas generator (27) of a running turbine engine (6).
    [0013]
    13. Method according to one of claims 11 or 12, characterized in that it comprises a step of modulation of the mechanical power supplied by said turbine (30) to said air turbine engine (5) standby.
    [0014]
    14. The method of claim 13, characterized in that said step of modulation of the power comprises a step of controlling the flow rate and / or the air pressure delivered to said turbine (30) air.
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    同族专利:
    公开号 | 公开日
    JP2017521585A|2017-08-03|
    RU2016136368A3|2018-10-24|
    FR3019224B1|2016-03-18|
    US20170016399A1|2017-01-19|
    JP6609566B2|2019-11-20|
    CN106460662A|2017-02-22|
    CN106460662B|2018-10-02|
    KR102302370B1|2021-09-14|
    KR20160137532A|2016-11-30|
    CA2942012C|2021-07-27|
    PL3123012T3|2020-07-27|
    WO2015145034A1|2015-10-01|
    EP3123012A1|2017-02-01|
    US10337409B2|2019-07-02|
    RU2016136368A|2018-04-28|
    RU2689266C2|2019-05-24|
    EP3123012B1|2020-03-04|
    CA2942012A1|2015-10-01|
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    2021-12-10| ST| Notification of lapse|Effective date: 20211105 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1452646A|FR3019224B1|2014-03-27|2014-03-27|METHOD FOR ASSISTING A MULTI-ENGINE HELICOPTER SLEEPING TURBOMOTEUR AND ARCHITECTURE OF A PROPELLANT HELICOPTER SYSTEM COMPRISING AT LEAST ONE TURBOMOTEUR WHICH CAN BE ON SLEEP|FR1452646A| FR3019224B1|2014-03-27|2014-03-27|METHOD FOR ASSISTING A MULTI-ENGINE HELICOPTER SLEEPING TURBOMOTEUR AND ARCHITECTURE OF A PROPELLANT HELICOPTER SYSTEM COMPRISING AT LEAST ONE TURBOMOTEUR WHICH CAN BE ON SLEEP|
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    PL15717546T| PL3123012T3|2014-03-27|2015-03-20|Method for assisting a turboshaft engine in standby of a multi-engine helicopter and architecture of a propulsion system of a helicopter comprising at least one turboshaft engine that can be in standby|
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    PCT/FR2015/050690| WO2015145034A1|2014-03-27|2015-03-20|Method for assisting a turboshaft engine in standby of a multi-engine helicopter and architecture of a propulsion system of a helicopter comprising at least one turboshaft engine that can be in standby|
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    JP2016557239A| JP6609566B2|2014-03-27|2015-03-20|Method for supporting a turboshaft engine in a stand-by state of a multi-engine helicopter, and architecture of a propulsion system for a helicopter comprising at least one turboshaft engine capable of entering a stand-by state|
    US15/124,669| US10337409B2|2014-03-27|2015-03-20|Method for assisting a turboshaft engine in standby of a multiple-engine helicopter, and architecture of a propulsion system of a helicopter comprising at least one turboshaft engine that can be in standby|
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