• 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 method for rotating a rotor (2) of an aircraft (1), said aircraft (1) comprising at least two heat engines (10) and an electric motor (50) able to drive in rotation said rotor (2). The rotor (2) is driven by urging said heat engines (10) together. An authorization is generated only during at least one predetermined flight phase, said authorization authorizing the use of the electric motor (50) to rotate said rotor (2). When said authorization is generated, an operation command is generated to request the operation of said electric motor (50) if one of said heat engines (10) has failed. When said operating order is generated, said rotor (2) is driven together with each heat engine (10) which is not out of order and said electric motor (50).
    公开号:FR3036235A1
    申请号:FR1501001
    申请日:2015-05-15
    公开日:2016-11-18
    发明作者:Regis Rossotto
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The present invention relates to a method for activating an electric motor of a hybrid power plant of a multi-engine aircraft, and an aircraft applying this method. An aircraft may include a hybrid powerplant with a plurality of engines. In particular, a rotorcraft is provided with at least one motor for rotating at least one rotor through at least one power transmission box. A power plant has for example at least two heat engines. In addition, the power plant is optionally equipped with at least one electric motor capable of providing additional power.
    [0002] Such a power plant is then called "hybrid power plant" due to the presence of heat engines and an electric motor. The use of an electric motor on a vehicle, and in particular an aircraft poses difficulties. Indeed, the electrical energy can be stored in batteries, but these batteries have a detrimental mass. Therefore, the power gain provided by an electric motor can be affected by the presence of heavy batteries to power such an electric motor.
    [0003] Document FR2998542 describes a rotary wing aircraft equipped with three engines, and a method for controlling this aircraft.
    [0004] The aircraft comprises in particular two main engines and a main control system regulating these main engines according to a variable speed setpoint. In addition, the aircraft includes a secondary engine, a secondary regulation system regulating the secondary engine according to a constant setpoint. The secondary control system is independent of the main control system. The main engines are heat engines, the secondary engine can be an electric motor.
    [0005] The secondary engine can be started or used continuously during a flight, or used intermittently according to alternative procedures. In particular, the secondary engine is inhibited in flight when the aircraft is traveling at a forward speed greater than a speed threshold.
    [0006] FR2962404 discloses an architecture for a hybrid powered rotary wing aircraft. This architecture is equipped with combustion engines connected to a power transmission. In addition, the architecture comprises an electric machine which is also in mechanical engagement with the gearbox. The document WO2014009620 describes an architecture provided with two main engines. The architecture further includes an auxiliary motor connected to the main motors. Document US8727271 describes an aircraft equipped with a turbine engine. The turbine engine is connected to an electric generator. This electric generator then supplies an electric motor capable of rotating a rotor or a propeller. In addition, the aircraft includes batteries able to power the electric motor.
    [0007] The document EP2148066 describes an installation provided with an electric motor for starting a turbine engine. The electric motor can operate in flight in electric power generator mode, or in motor mode to participate in the drive of a power transmission. The present invention therefore aims to provide a method for activating an electric motor of a hybrid power plant. The invention therefore relates to a method for rotating a rotor of an aircraft, said aircraft comprising at least two heat engines and an electric motor capable of rotating the rotor. This process is notably remarkable in that the following steps are carried out successively: the rotor is driven by soliciting the heat engines jointly, an authorization is generated only during at least one predetermined flight phase, this authorization authorizing the use of the engine In order to drive the rotor in rotation, when said authorization is generated, an operation command is generated to require the operation of the electric motor if one of the heat engines is considered to be out of order, when the operating order is generated. the rotor is driven together with each engine that is not considered out of order and the electric motor.
    [0008] As a result, the aircraft comprises at least two heat engines and an electric motor all of which can participate in the setting in motion of a rotor. Such a rotor is a rotor that can participate in the lift and / or the propulsion of the aircraft.
    [0009] The method according to the invention determines precisely under which conditions the electric motor is biased to participate in driving the rotor in rotation. Indeed, this method does not provide for permanently driving the rotor using the electric motor.
    [0010] In addition, this method does not provide for obligatorily driving the rotor with at least the electric motor following a failure of an engine. Similarly, this method does not provide for obligatorily driving the rotor at least with the electric motor when the aircraft is in a predetermined flight phase. Indeed, according to this method, the rotor is driven under normal conditions by the heat engines. During a so-called "initial step" step for convenience, the thermal engines are then all urged to move the rotor.
    [0011] During a flight phase estimation step, aircraft systems determine whether the aircraft is operating in a predetermined flight phase. A predetermined flight phase represents a flight phase during which the electric motor is likely to provide a favorable power gain. The manufacturer can determine by tests, simulations, calculations or experience the nature of these phases of flight.
    [0012] The electric motor can therefore only be used during these predetermined flight phases. Nevertheless, such a condition is not sufficient to activate the electric motor.
    [0013] 5 Therefore, the step of estimating the flight phase is to only generate an authorization to use the electric motor when the aircraft is operating in a predetermined flight phase. This authorization simply means that the electric motor can be used if necessary.
    [0014] As a result, during a heat engine health estimation step, aircraft systems determine whether a heat engine should be considered out of order. The expression "if a heat engine is considered to be out of order" is to be interpreted in the broad sense. This term means that a heat engine does not operate optimally, for example by delivering a power lower than the power that can normally be delivered by this engine. Thus, a heat engine can be considered out of order if the heat engine has been stopped involuntarily, if the heat engine has been stopped voluntarily or if a malfunction is detected. The expression "if a heat engine is considered to be out of order" is therefore close to the meaning given to the expression "to break down" in the maritime domain. If a heat engine is considered out of order and an authorization to use the electric motor has been made, then an order of operation is worked out.
    [0015] This operating order is then transmitted to the electric motor to require the operation of the electric motor to drive the rotor in rotation during a hybridization step. Therefore, the method according to the invention provides a clear activation sequence leading to the operation of the electric motor only in particular circumstances. Two conditions must simultaneously be met for the electric motor to be used, namely a first condition relating to the current flight phase and a second condition relating to the operation of the thermal engines. The invention consists on the one hand in detecting whether an engine is not operating optimally and, on the other hand, in detecting whether the current flight phase is a flight phase requiring additional power. The combination of these two pieces of information is necessary to activate the electric motor. Therefore, the electric motor can be used in motor mode to drive a rotor only under special conditions rarely occurring in flight.
    [0016] In particular, the electric motor is not biased to drive the rotor if the power input generated by the electric motor is not necessary. Therefore, the electric motor can be sized to have a small size and consume limited electrical energy. The method according to the invention thus allows an arrangement of an electric motor on an aircraft which may be less penalizing from a mass point of view and in terms of space requirement, than the arrangement of an electric motor capable of being often asked.
    [0017] This method may further include one or more of the following features. For example, the aircraft having a thermal engine management system and an avionics system communicating with the management systems, the authorization is generated by the avionics system, this authorization being transmitted to each management system, the operating order being issued by a management system and transmitted to the electric motor. Typically a motor can be controlled by a management system. For example, a management system of a turbine engine includes a calculator and a fuel dispenser. Such a management system can then be a system known by the acronym "FADEC" and the English expression "Full Authority Digital Engine Control".
    [0018] An aircraft also includes a system sometimes referred to as an "avionics system". An avionics system includes electronic, electrical and computer equipment that assist in flying aircraft. Therefore, the avionics system has the function of detecting whether the aircraft is moving in a predetermined flight phase capable of authorizing the operation of the electric motor. If yes, the avionics system sends the authorization to the management systems. Therefore, if a management system considers that a heat engine is down, this management system issues the order of operation. This order of operation can be transmitted directly to the electric motor by the management system, or indirectly via the avionics system.
    [0019] This process is then relatively simple and allows to define well the steps to successively implement to activate an electric motor, namely to use the electric motor to drive a rotor in rotation.
    [0020] Furthermore, if a heat engine is considered to be out of order and, if said authorization is not given, the electric motor is not required to drive the rotor. During an iteration during the operation of the power plant, a management system may consider that a heat engine has failed. If at the previous iteration the avionic system has issued an "authorization", then the management system generates the order of operation to order the operation of the electric motor.
    [0021] On the other hand, if at the previous iteration the avionic system did not issue this "authorization", then the management system does not generate the operating order. Furthermore, each predetermined flight phase may be a flight phase which requires a given power to drive the rotor, this given power being lower than the maximum power delivered by the thermal engines when one of the thermal engines is considered to be out of order. The given power may represent a minimum power to provide for the flight, or a minimum power plus a safety margin. At each calculation iteration, the avionics system determines under these conditions whether the current flight phase is a flight phase that would require additional power input if a thermal engine was to be considered out of order. If so, the authorization is issued to ensure the safety of the flight if a heat engine were to be considered out of order in the future.
    [0022] Moreover, and according to one variant, the authorization is inhibited when the aircraft rests on the ground. The term "soil" should be interpreted broadly, covering both a solid surface and a liquid surface. For example, the soil refers to soil as well as water. Indeed, some aircraft have the ability to land. According to this variant, no authorization is then issued on the ground. Indeed, the aircraft is not likely to crash when this aircraft rests on the ground. As a result, this method can take the part of never soliciting the electric motor in this configuration. Furthermore, a predetermined flight phase may be a so-called "low speed flight phase" during which said aircraft has a forward speed lower than a threshold forward speed.
    [0023] The speed of advance threshold is of the order of 50 Kts (knots or "Knot" in English) for example. The avionics system determines the forward speed of the aircraft. This speed of advance may be for example the true speed of the aircraft called "True Air Speed" in English, or the air speed indicated known by the acronym "IAS" corresponding to the English expression "lndicated Air Speed.
    [0024] According to the applicant's performance studies, the power to be delivered by a power plant of a rotorcraft increases when the forward speed decreases in the low speed range. Thus, at low flight speed, for example during a hover or even uphill or downhill, the power required in case of failure of a heat engine is greater than at high speed. The method according to the invention then allows the operation of the electric motor during the flight phases at low speed.
    [0025] Therefore, a so-called "current speed" speed of the forward speed of the aircraft can be determined and compared to the threshold forward speed, said authorization being given if said current speed is less than said forward speed threshold.
    [0026] The current speed represents the current value of the forward speed at each calculation iteration. In general, the term "current" refers to the calculation iteration during processing. This current speed is therefore compared by usual calculation methods to the threshold advance speed stored by the manufacturer. Moreover, a predetermined flight phase may be a so-called "low power margin flight phase" during which at least one engine has a power margin with respect to a predetermined power limit below a threshold. power. Each heat engine operates at a current operating speed. Each regime can be associated with a power limit. For example, an aircraft may use: 3036235 11 - a take-off regime associating a maximum power at take-off PMD to a duration of use of the order of five to ten minutes, - a maximum continuous speed combining a maximum continuous power 5 PMC has an unlimited life. Emergency power surges are also used on a power plant with multiple heat engines to be used when one of the engines fails. The emergency power-up regimes following 10 are known: - a first emergency regime associating a super urgency power 0E130 "to a duration of the order of thirty consecutive seconds, this first emergency regime can be used about three times during a flight, 15 - a second emergency regime associating a maximum emergency power 0E12 'with a duration of use of the order of two minutes, - a third emergency regime associating an emergency intermediate power with a duration of use covering the end of a flight after the failure of a turbine engine, for example, when a regime is employed, a power margin is determined, which power margin separates the maximum power from the engine. this regime and the current power developed at each calculation iteration by the thermal engine 25. If the power margin is lower than the stored power threshold the authorization of use of the electric motor e st given.
    [0027] Furthermore, said at least one predetermined flight phase may comprise a so-called "single-engine flight phase" flight phase during which a single heat engine is in operation, this single thermal engine operating at an emergency overpowering regime. , said emergency boosting regime can only be used for a predetermined duration. For example, the avionics system issues said authorization if a heat engine operates in accordance with the first emergency regime mentioned above, namely the emergency power up regime with the lowest usage time. In addition, the failure of a heat engine can be evaluated according to various criteria. Thus, a heat engine can be considered out of order when the heat engine delivers no power.
    [0028] Alternatively or additionally, a heat engine is considered out of order when the engine is stopped or shut down. A thermal engine is said to stop when no organ is moving in this engine.
    [0029] For example, a turbine engine may have a gas generator followed by a power unit comprising at least one turbine. The turbine engine is then stopped when the gas generator and the power unit are not rotated.
    [0030] On a piston engine rotating a crankshaft, the engine is for example stopped when the crankshaft is stationary.
    [0031] For example, the turbine engine is considered to be stopping when an order has been given for this purpose by a pilot. The engine can be considered out of order when stopping is voluntary or involuntary.
    [0032] A voluntary shutdown can be determined by monitoring a selector controlling a heat engine, such a selector having a position requiring the shutdown of a heat engine. An unintentional shutdown can be determined by monitoring operating parameters of the engine, such as the rotational speed of an engine member, for example. Alternatively or additionally, a heat engine is considered out of order when the engine is running at an idle speed. A heat engine can provide an idle speed. At idle speed, the engine is not stopped, but does not deliver torque to the dynamic sets. The idle speed may have been initiated involuntarily or voluntarily. Voluntary idling can be determined by monitoring a selector controlling a heat engine, such a selector having a position requiring the idling operation of a heat engine. Unintentional idling may be determined by monitoring operating parameters of the engine, such as the rotational speed of a member of the engine, for example. Alternatively or additionally, a heat engine can be considered out of order if the power 3036235 14 developed by this heat engine is frozen following a malfunction of a fuel flow control system and if the torque developed by this engine is less than a torque threshold. The expression "power developed by this engine is frozen" means that the position of the fuel dispenser is maintained at the last known valid position. Therefore, without variation of the external conditions of the ambient air, the delivered power remains constant regardless of the order given to the flow control system. . A total failure of the control system occurs when, following a malfunction, the engine management system is unable to regulate the fuel flow (following a failure of all the speed sensors of a free turbine by Example). A total failure of a fuel flow control system can cause the position of a fuel filler to freeze. The power delivered by a motor following a total control failure can therefore be low or high depending on the moment when the total failure is detected. Therefore, an order of operation is given according to the variant if the torque developed by the engine is below a torque threshold. The torque threshold may be between 10% and 100% of the theoretical torque to be supplied to the current operating speed of the thermal engine under consideration. Alternatively or additionally, a heat engine can be considered out of action when a difference between a torque developed by a heat engine and a torque developed by another heat engine is greater than a predetermined difference.
    [0033] If a difference in torque between two heat engines is greater than the predetermined difference, the order of operation is emitted. The predetermined difference may be between 2% and 100% of the theoretical torque to be provided at the current operating speed of the thermal engines examined. In addition to a method, the invention also relates to an aircraft provided with at least one rotor, this aircraft comprising at least two heat engines and an electric motor capable of driving the rotor in rotation. The aircraft is favorably a rotorcraft. Therefore, the aircraft comprises a control device implementing the method described above. Optionally, the control device comprising a thermal engine management system, each management system controlling a heat engine, the control device comprising an avionics system communicating with the management systems, said authorization is generated by the avionics system, this authorization being transmitted to each management system, the operating order being issued by a management system and transmitted to the electric motor. The order of operation is transmitted by a management system directly or indirectly to the electric motor. For example, the regulating device comprises at least one member to be chosen from the following list: a measurement system for determining a speed of advance of the aircraft, a measurement device by a heat engine for determining a torque developed by the thermal engine, a measuring member 3036235 16 by thermal engine to determine a power developed by the heat engine, a sensor by a heat engine to determine a speed of rotation of a member of the engine, a touch device to determine if the aircraft 5 rests on a floor, a control switch by a heat engine to at least require the operation of a heat engine or its shutdown or idling. The measurement system may include a conventional anemobarometric system.
    [0034] The measuring device and the measuring device may comprise a torque meter, the power being related to the measured torque. A conventional sensor can be used to measure the rotational speed of an engine. It should be noted that torque, power and rotational speed are commonly measured on a rotorcraft turbine engine, for example. Finally, the touch device may comprise a system arranged on a landing gear. For example, a touch device may include a system measuring the force exerted on a landing gear. Reference will be made to the literature for the description of such a touch device. The invention and its advantages will appear in more detail in the following description with examples given by way of illustration with reference to the appended figures which represent: FIG. 1, a diagram illustrating an aircraft according to the invention, and FIG. 2, a diagram illustrating the method according to the invention. The elements present in several separate figures are assigned a single reference.
    [0035] Figure 2 shows an aircraft 1 according to the invention. This aircraft 1 is provided with a cell 200 resting on a floor 400, solid or liquid, via a lander 300. The undercarriage 300 may comprise a skate landing gear, or wheels or skis for example. An undercarriage 300 10 may also include buoyancy means. Furthermore, the cell 200 carries a minus one rotor 2. Such a rotor 2 may be a main rotor 3 participating in the lift or propulsion of the aircraft. A rotor 2 may also include a yaw motion control rotor 4 of the aircraft. According to FIG. 1, the aircraft is a rotorcraft and in particular a helicopter equipped with a main rotor 3 and a yaw movement control rotor 4. To put in motion each rotor, the aircraft comprises an installation For example, each heat engine is mechanically connected to a main power transmission gearbox 5. This main power transmission gearbox 5 rotates a rotor mast driving the rotor in rotation. 3. In addition, the main power transmission gearbox 5 can rotate a rear power transmission gearbox 6 causing the yaw movement control rotor 4 to rotate. Such a heat engine 10 is, for example, a turbine engine. The heat engine then comprises a gas generator 13 followed by a power unit 14. The power unit 14 comprises at least one turbine mechanically driving the main power transmission box 5. In addition, the aircraft comprises at least one In particular, the aircraft comprises an electric motor 50. Such an electric motor 50 can be a motor of any kind using electrical energy to move at least one rotor. For example, each electric motor 50 is mechanically connected to a main power transmission gearbox 5. By way of illustration, the electric motor may comprise a not shown electronic system, as well as a stator 51 and a rotating member 52. , the aircraft comprises a regulating device 100. This control device 100 has the function of controlling the thermal engines 10 and electrical 50 by applying the method according to the invention. This control device thus comprises a management system 20 by a heat engine 10. A management system 20 may be of the FADEC type. Thus, a first heat engine 11 is controlled by a first management system 21, the second thermal engine 12 being controlled by a second management system 22. Therefore, a management system may comprise a management computer 23 and a control system 23. fuel dispenser 26.
    [0036] Such a management computer 23 has, for example, a processor 24 or equivalent which executes instructions stored in a memory unit 25. Conventionally, the management computer applies regulation laws stored in the memory unit in order, in particular, to control the metering device. of fuel of the associated engine. Each management system 20 may be connected directly or indirectly to measuring means 40 monitoring the associated thermal engine operator, or even measurement systems 35 of the aircraft.
    [0037] Thus, each management system can be connected by a wired or non-wired connection to a sensor 41 measuring a rotation speed Ng of the gas generator 13 of the controlled thermal engine. In addition, each management system can be connected by a wired or non-wired connection to a member 42 determining a torque and / or a power developed by the power unit 14 of the controlled thermal engine. For example, a torque meter makes it possible to measure a torque developed by the power assembly 14 of the controlled thermal engine. In addition, a conventional system makes it possible to measure a rotational drive speed of the power assembly 14. The power developed by the power assembly 14 is then equal to the product of the measured torque and the drive speed. in rotation measured at the level of the measured torque.
    [0038] In these conditions, the thermal engine management systems can conventionally communicate with each other to exchange information relating to the operation of said heat engines.
    [0039] Furthermore, the regulation device 100 comprises an avionic system 30 communicating via a wired or non-wired link with each heat engine 10 and with the electric motor 50. This avionic system is for example equipped with at least one computer called avionics calculator 31 "for convenience. In addition, the avionics system comprises various measurement systems 35 for determining information relating to the operation of the aircraft. In particular, the avionics computer can communicate with a measurement system 36 able to determine the speed of advance of the aircraft. The measurement system 36 may in particular include an anemobarometric system and / or a positioning system of the type known by the acronym GPS for example.
    [0040] The avionics computer may also communicate with a touch device 37. Such a touch device 37 has the function of evaluating whether the aircraft is resting on the ground. A touch device 37 may for example comprise a system determining a force exerted on a landing gear 300. If this effort is less than a threshold, the touching device 37 deduces that the aircraft is in flight, namely that the aircraft does not rest on the ground 400.
    [0041] In addition, the avionic system may comprise a selector 38 for control by a heat engine. For example, a selector is a three-position selector respectively to require the operation of a heat engine or its shutdown or idling. Therefore, this aircraft 1 applies the method according to the invention illustrated by Figure 2. During an initial step STP1, each rotor 2 is set in motion by the heat engines.
    [0042] The first heat engine 11 and the second heat engine 12 jointly drive the rotors 2 through power transmission boxes 5, 6. The control systems 20 control the fuel metering units 26 by applying the appropriate control laws.
    [0043] On the other hand, the electric motor does not operate in motor mode during this initial step STP1. The rotating member 52 therefore does not move the rotors 2. Optionally, the electric motor can draw energy from the main power transmission box 5 operating in an alternator mode. During a step of estimating the flight phase STP2, an authorization is generated to authorize the use of the electric motor 50 in order to rotate the rotors 2, only if the aircraft is operating in a predetermined flight phase.
    [0044] The issuance of the authorization is not sufficient to use the electric motor to drive the rotors, but is a prerequisite for this use.
    [0045] For example, the avionics system 30 determines the current flight phase of the aircraft using the measurement systems 35, and compares this current flight phase to predetermined flight phases.
    [0046] If the aircraft is operating in one of the predetermined flight phases, the avionic system transmits said authorization to each management system 20. According to this method, at least one predetermined flight phase may be a flight phase that requires a given power. to drive the rotors 2, this given power being greater than the maximum power delivered by the set of heat engines 10 in case of failure of one of said thermal engines 10. Therefore, a predetermined flight phase is a phase of flight during which each heat engine taken alone is insufficient to obtain the given power necessary to maintain the mission in progress. In addition, the authorization can be inhibited when the aircraft 1 rests on the ground 400. Consequently, a predetermined flight phase 20 is according to this option a phase occurring in flight in the strict sense of the term "flight", namely above ground. Therefore, the avionics computer 31 solicits the touch device 37 to determine if the aircraft rests on the ground. For example, at least one predetermined flight phase includes a low-speed flight phase. A flight phase is called "low speed" when the aircraft moves with a forward speed lower than a threshold forward speed.
    [0047] As a result, the avionics computer 31 requests the measurement system 36 to determine a so-called "running speed" value of the speed of advance of the aircraft 1. The avionics computer 31 compares this current speed with a speed of 30 mph. Advancement threshold stored in a memory of the avionics computer 31. The authorization is then given by the avionics computer 31 if the current speed is less than the forward speed threshold. Moreover, said at least one predetermined flight phase may include a flight phase with a low power margin. A flight phase is called "low power margin" when at least one engine 10 has a power margin with respect to a predetermined power limit below a power threshold.
    [0048] Each management system transmits to the avionics system a so-called "current power" power developed by the corresponding thermal engine. In addition, the management system can transmit a power limit to be respected for the current operating speed of the engine.
    [0049] Therefore, the avionics computer 31 derives a current power margin for each engine. The avionics computer 31 then compares this current power margin with a stored power limit. If this current power margin is less than the power limit, then the avionics calculator issues said authorization. In addition, said at least one predetermined flight phase may comprise a single-engine flight phase. A flight phase is said to be "single-engined" when only one heat engine 10 is in operation, this single heat engine 10 operating on an emergency boosting system, the emergency boosting system being able to be used only during a predetermined duration. Therefore, the management systems indicate to the avionics system that a motor is down. The engine management system in operation can specify the current operating regime. Indeed, the heat engine can operate in a plurality of different overpower regime.
    [0050] Therefore, the avionic system issues the authorization to use the electric motor if the heat engine 10 in operation implements a particular emergency power-up scheme, namely an emergency power-up scheme which can only be used during a predetermined period.
    [0051] During a step of estimating the health of the STP3 heat engines, it is determined whether a heat engine should be considered out of order. If a heat engine is considered to have failed and if said authorization has been given, an operating order 20 is generated to require the operation of the electric motor 50. On the other hand, if a heat engine 10 is considered to be out of order and if said authorization does not is not given, the order of operation is not issued. For example, the operating order is issued by a management system 20. This operating order can be issued either by the management system considering the failure of a heat engine, or by the other management system for example .
    [0052] This operating order is transmitted during an STP4 hybridization step to the electric motor. The electric motor then operates in motor mode to participate in the rotational drive of the rotors 2.
    [0053] The order of operation can be transmitted directly from a management system to the electric motor, or indirectly through the avionics system 30. During the health estimation step of the STP3 heat engines, a heat engine 10 may be considered out of order when this engine 10 delivers no power. For example, the management system of a heat engine determines the current power developed by this heat engine, by requesting the measuring device 42.
    [0054] If this current power is zero and if said authorization has been issued, the management system issues the order of operation. A heat engine 10 may also be considered inoperative when the engine 10 is stopped or shut down, intentionally or unintentionally. A management system can detect for example that the gas generator of a turbine engine or the crankshaft of a piston engine is immobile through information from a sensor 41.
    [0055] Such a failure can be detected in the usual manner, and can induce the issuance of a so-called "FAIL DOWN" alarm in the English language.
    [0056] If a pilot operates the selector 38 to voluntarily stop a heat engine, the management system of this engine stops the associated engine. In addition, this management system issues the operation order if said authorization has been issued. A heat engine may also be considered out of order when this engine is operating at idle speed. A management system can detect, for example, that the gas generator of a turbine engine is rotated at a predetermined idle speed. Such a failure can be detected in the usual manner, and can induce the issuance of an alarm called "FAIL IDLE" in English. If a pilot operates the selector 38 to idle a heat engine, the management system of this engine thus idles the associated engine. In addition, this management system issues the operation order if said authorization has been issued. Moreover, a heat engine 10 is considered to be inoperative if the power developed by this heat engine 10 is frozen following a malfunction of a fuel flow control system 23, 36 and if the torque developed by this engine 10 is below a torque threshold. The management system of a heat engine can thus locate a gel of the power developed by the neighboring heat engine, while the torque level exerted by the neighboring engine is less than a stored torque threshold. This management system then issues the operation order if said authorization is issued.
    [0057] Such a failure can be detected in the usual manner, and can induce the issuance of a so-called "FAIL FREEZE" alarm in the English language. A heat engine 10 is also considered inoperative when a difference between a torque developed by a heat engine 10 and a torque developed by another engine 10 is greater than a predetermined difference. The management systems communicate with each other to compare the torques developed by the heat engines. If a significant difference is noted between these pairs and if said authorization is issued, then a management system issues the operation order. 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. 20
    权利要求:
    Claims (17)
    [0001]
    REVENDICATIONS1. Method for rotating a rotor (2) of an aircraft (1), said aircraft (1) comprising at least two heat engines (10) and an electric motor (50) capable of rotating said rotor (2), characterized in that the following steps are carried out successively: - said rotor (2) is driven by requesting said heat engines (10) jointly, - an authorization is generated only during at least one predetermined flight phase, said authorization authorizing the use of the electric motor (50) for rotating said rotor (2), when said authorization is generated, generating an operation order to require the operation of said electric motor (50) if one of said heat engines (10) is considered when said operating order is generated, said rotor (2) is driven together with each heat engine (10) which is not considered to have failed and said electric motor tramp (50).
    [0002]
    2. Method according to claim 1, characterized in that said aircraft (1) comprising a management system (20) by a heat engine (10) and an avionic system (30) communicating with said management systems (20), said authorization is generated by the avionic system (30), this authorization being transmitted to each management system 3036235 29 (20), said operating order being issued by a management system (20) and transmitted to the electric motor (50).
    [0003]
    3. Method according to any one of claims 1 to 2, characterized in that if a heat engine (10) is considered in failure and if said authorization is not given, the electric motor (50) is not biased to drive the rotor (2).
    [0004]
    4. Method according to any one of claims 1 to 3, characterized in that each predetermined flight phase is a flight phase which requires a given power to drive said rotor (2), said given power being less than the power maximum delivered by said engines (10) when said engine (10) is considered out of order.
    [0005]
    5. Method according to any one of claims 1 to 4, characterized in that said authorization is inhibited when the aircraft (1) rests on the ground (400).
    [0006]
    6. Method according to any one of claims 1 to 4, characterized in that said at least one predetermined flight phase comprises a low-speed flight phase during which said aircraft (1) has a forward speed of less than 20. a threshold advance speed.
    [0007]
    7. A method according to claim 6, characterized in that a so-called "current speed" speed of the forward speed of the aircraft (1) is determined and said current speed is compared with said forward travel speed, said authorization being given if said current speed is lower than said threshold advance speed. 3036235
    [0008]
    8. Method according to any one of claims 1 to 7, characterized in that a predetermined flight phase is a flight phase low power margin during which at least one engine (10) has a power margin by 5 to a predetermined power limit below a power threshold.
    [0009]
    9. Method according to any one of claims 1 to 8, characterized in that a predetermined flight phase is a single-engine flight phase during which a single engine 10 (10) is in operation, this single engine (10) ) operating on an emergency power-over mode, said emergency power-saving scheme can only be used for a predetermined period of time.
    [0010]
    10. Method according to any one of claims 1 to 9, characterized in that a heat engine (10) is considered out of order when the engine (10) delivers no power.
    [0011]
    11. A method according to any one of claims 1 to 10, characterized in that a heat engine (10) is considered out of action when the engine (10) is stopped or stopping.
    [0012]
    12. A method according to any one of claims 1 to 11, characterized in that a heat engine is considered out of order when the engine operates at an idle speed. 3036235 31
    [0013]
    13. Method according to any one of claims 1 to 12, characterized in that a heat engine (10) is considered out of order if the power developed by the heat engine (10) is frozen due to a malfunction of a fuel flow control system (23, 36) and whether the torque developed by the engine (10) is below a torque threshold.
    [0014]
    14. A method according to any one of claims 1 to 13, characterized in that a heat engine (10) is considered out of order when a difference between a torque developed by a heat engine (10) and a torque developed by another heat engine (10) is greater than a predetermined difference.
    [0015]
    15. Aircraft (1) provided with at least one rotor (2), said aircraft (1) comprising at least two heat engines (10) and an electric motor (50) able to rotate said rotor (2), characterized in that said aircraft (1) comprises a regulating device (100) implementing the method according to any one of the preceding claims. 20
    [0016]
    16. An aircraft according to claim 15, characterized in that said regulating device (100) comprising a management system (20) by a heat engine (10), each management system (20) controlling a heat engine (10), said a controller (100) having an avionic system (30) communicating with said management systems (20), said authorization is generated by the avionics system (30), this authorization being transmitted to each management system 3036235 32 (20) , said operating order being transmitted by a management system (20) and transmitted to the electric motor (50).
    [0017]
    17. Aircraft according to claim 16, characterized in that said regulating device (100) comprises at least one member to be chosen from the following list: a measuring system (36) for determining a speed of advance of the aircraft (1), a measuring device (42) by a heat engine (10) for determining a torque developed by the heat engine (10), a measuring member (42) by a heat engine (10) for determining a power developed by the heat engine (10), a sensor (41) by a heat engine (10) for determining a rotational speed of a member (13, 14) of the heat engine (10), a touch device (37) for determining whether the aircraft (1) rests on a floor (400). 15
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    同族专利:
    公开号 | 公开日
    CN106143892A|2016-11-23|
    CN106143892B|2019-05-10|
    FR3036235B1|2018-06-01|
    US9914536B2|2018-03-13|
    EP3095695B1|2019-06-26|
    EP3095695A1|2016-11-23|
    US20160375994A1|2016-12-29|
    引用文献:
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    FR2978124A1|2011-07-18|2013-01-25|Eurocopter France|METHOD FOR CONTROLLING A GROUP OF ENGINES AND AIRCRAFT|
    US20140034781A1|2012-07-31|2014-02-06|Bell Helicopter Textron Inc.|System and Method of Augmenting Power in a Rotorcraft|
    FR2997382A1|2012-10-29|2014-05-02|Eurocopter France|METHOD FOR MANAGING AN ENGINE FAILURE ON A MULTI-ENGINE AIRCRAFT PROVIDED WITH A HYBRID POWER PLANT|
    FR2998542A1|2012-11-26|2014-05-30|Eurocopter France|METHOD AND AIRCRAFT WITH ROTARY WING WITH THREE ENGINES|FR3092562A1|2019-02-12|2020-08-14|Airbus Helicopters|Method for optimizing the noise generated on the ground by a rotorcraft|US8727271B2|2008-01-11|2014-05-20|Ival O. Salyer|Aircraft using turbo-electric hybrid propulsion system|
    FR2933910B1|2008-07-18|2010-12-17|Eurocopter France|HYBRID POWER PLANT AND METHOD FOR CONTROLLING SUCH A MOTOR INSTALLATION|
    ITTO20090079U1|2009-06-10|2010-12-11|Agusta Spa|SYSTEM FOR THE MANAGEMENT AND CONTROL OF THE SPEED OF ONE OR MORE ROTORS OF AN AIRCRAFT SUITABLE FOR FLYING AT A FIXED POINT|
    FR2962404B1|2010-07-08|2012-07-20|Eurocopter France|ELECTRICAL ARCHITECTURE FOR AN AIRCRAFT WITH A HYBRID MOTORIZED TURNING SAIL|
    FR2987031B1|2012-02-21|2014-10-24|Eurocopter France|A SAILBOAT WITH A REAR ROTOR, AND METHOD FOR OPTIMIZING THE OPERATION OF AN REAR ROTOR|
    FR2992024B1|2012-06-15|2017-07-21|Turbomeca|METHOD AND ARCHITECTURE OF OPTIMIZED ENERGY TRANSFER BETWEEN AN AUXILIARY POWER MOTOR AND THE MAIN ENGINES OF A HELICOPTER|
    FR2994687B1|2012-08-27|2014-07-25|Eurocopter France|METHOD FOR ASSISTING A PILOT OF A ROTARY VESSEL FLYING MONOMOTER AIRCRAFT DURING A FLIGHT PHASE IN AUTOROTATION|
    FR3021627B1|2014-05-28|2016-06-10|Airbus Helicopters|ALARM DEVICE FOR A TILT SIGNAL GYROVAN PILOT USING A "TRIM CYLINDER" CONNECTED TO A FLIGHT CONTROL MEMBER|
    AU2015361236A1|2014-08-29|2017-04-20|Zunum Aero, Inc.|System and methods for implementing regional air transit network using hybrid-electric aircraft|AU2015361236A1|2014-08-29|2017-04-20|Zunum Aero, Inc.|System and methods for implementing regional air transit network using hybrid-electric aircraft|
    FR3035641B1|2015-04-29|2020-07-17|Airbus Helicopters|METHOD AND DEVICE FOR MANAGING LOSS OF POWER ON A TRIMOTIVE DRIVE|
    FR3037924B1|2015-06-23|2018-05-04|Airbus Helicopters|METHOD FOR CONTROLLING A TRIMOTIVE MOTOR INSTALLATION FOR A ROTARY WING AIRCRAFT|
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    US10934008B2|2017-02-10|2021-03-02|General Electric Company|Dual function aircraft|
    US10762726B2|2017-06-13|2020-09-01|General Electric Company|Hybrid-electric propulsion system for an aircraft|
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    US11015480B2|2018-08-21|2021-05-25|General Electric Company|Feed forward load sensing for hybrid electric systems|
    FR3089205B1|2018-11-29|2020-11-13|Airbus Helicopters|Modular type aircraft and method of preparing such an aircraft for a specific mission|
    US20200277063A1|2019-03-01|2020-09-03|Pratt & Whitney Canada Corp.|Normal mode operation of hybrid electric propulsion systems|
    CA3132269A1|2019-03-01|2020-09-10|Pratt & Whitney Canada Corp.|Degraded mode operation of hybrid electric propulsion systems|
    FR3096659B1|2019-05-29|2021-05-07|Voltaero|Machine comprising a hybrid powertrain and corresponding piloting method|
    US10953754B1|2019-09-05|2021-03-23|Beta Air, Llc|Systems and methods for restricting power to a load to prevent engaging circuit protection|
    法律状态:
    2016-05-20| PLFP| Fee payment|Year of fee payment: 2 |
    2016-11-18| PLSC| Search report ready|Effective date: 20161118 |
    2017-05-23| PLFP| Fee payment|Year of fee payment: 3 |
    2018-05-22| PLFP| Fee payment|Year of fee payment: 4 |
    2019-05-22| PLFP| Fee payment|Year of fee payment: 5 |
    2020-05-22| PLFP| Fee payment|Year of fee payment: 6 |
    2021-05-20| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1501001|2015-05-15|
    FR1501001A|FR3036235B1|2015-05-15|2015-05-15|METHOD FOR ACTIVATING AN ELECTRIC MOTOR OF A HYBRID INSTALLATION OF A MULTI-ENGINE AIRCRAFT AND AN AIRCRAFT|FR1501001A| FR3036235B1|2015-05-15|2015-05-15|METHOD FOR ACTIVATING AN ELECTRIC MOTOR OF A HYBRID INSTALLATION OF A MULTI-ENGINE AIRCRAFT AND AN AIRCRAFT|
    EP16167495.7A| EP3095695B1|2015-05-15|2016-04-28|A method of activating an electric motor in a hybrid power plant of a multi-engined aircraft, and an aircraft|
    CN201610312593.4A| CN106143892B|2015-05-15|2016-05-12|Activate the method and aircraft of the motor in the hybrid control device of multiple-motor aircraft|
    US15/152,721| US9914536B2|2015-05-15|2016-05-12|Method of activating an electric motor in a hybrid power plant of a multi-engined aircraft, and an aircraft|
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