• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a power plant (1) comprising two power units (10,20) and a main gearbox (2). Each power unit (10,20) mechanically drives said main power transmission (2) to rotate a main rotor (31) of an aircraft (30) at a rotation frequency NR. A first motor unit (10) comprising two main motors (11, 12) is regulated according to a first set point NR * of said rotation frequency NR while a second motor unit (20) comprising a secondary motor (21) is regulated according to a second power setpoint W2 * of said second motor group (20). In addition, each motor (11, 12, 21) operates with margins with respect to operating limitations. Said second power setpoint W2 * is determined so that each secondary motor (21) operates with a second lowest margin equal to said first lowest margin of said first power unit (10).
    公开号:FR3037923A1
    申请号:FR1501299
    申请日:2015-06-23
    公开日:2016-12-30
    发明作者:Regis Rossotto
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    [0001] The present invention is in the field of motorization of rotary wing aircraft comprising several engines, and more particularly in the field of the regulation of such a motorization. . The present invention relates to a method of regulating a power plant for a rotary wing aircraft as well as this power plant and a rotary wing aircraft equipped with such a power plant. This invention is particularly intended for the regulation of a power plant comprising three motors. A power plant for a rotary wing aircraft generally comprises one or two engines and a main power gearbox. Each motor mechanically drives the main gearbox to rotate at least one main output shaft of the main power gearbox. This main output shaft is secured in rotation with at least one main rotor of the rotary wing aircraft to provide lift or propulsion of the aircraft. This main power transmission generally has secondary output shafts that can for example rotate a rear rotor or one or two propulsion propellers through an auxiliary power transmission and a generator electrical energy and / or hydraulic systems. The respective rotational frequencies of these output secondary shafts are generally different from the rotation frequency of the output main shaft. It should be noted that by motor is meant a power unit mechanically driving said main gearbox 5 and, consequently, participating in the lift and / or propulsion of the rotary wing aircraft. Such engines are, for example, turboshaft engines. Moreover, it is common today to use on rotary wing aircraft a power plant comprising two engines, each engine being driven by a dedicated computer. These engines are generally identical turbine engines operating according to regulation rules. For example, there is proportional control which allows a system to be regulated in proportion to a difference between a current value of the system to be regulated and a setpoint. Such regulation is generally effective. On the other hand, the value of the setpoint is never reached by a proportional regulation, a difference between the current value and the permanently existing setpoint. However, we can approach the setpoint by decreasing this difference, but the system often becomes unstable in this case. Such proportional regulation, applied to a twin-engine power plant of an aircraft, allows a natural balancing of the two motors of the power plant, both in terms of frequency of rotation and power supplied. However, stability of the rotation frequency of the main rotor of the aircraft can not be ensured accurately and efficiently by such proportional control.
    [0002] It is then possible to add a calculation of anticipation of the power to be supplied by the power plant in order to improve the efficiency of this proportional control of the rotation frequency of the main rotor of the aircraft. Such anticipation calculation 5 of the power is described in particular in the document FR3000466 in the particular context of a variable rotation frequency of this main rotor. In order to improve the proportional control, it is also possible to introduce an additional correction which makes it possible to eliminate errors in tracking the setpoint. This correction is proportional to the integration of the difference between the current value and the setpoint over time, that is to say proportional to the sum of all the deviations measured continuously. This is called integral proportional regulation.
    [0003] There is also derived integral proportional regulation which has an additional correction proportional to the derivative of this difference. This correction makes it possible to take into account also the variations of this difference, both in direction and in amplitude.
    [0004] Integral proportional controls are frequently used on twin-engine aircraft thus making it possible to perfectly control the rotation frequency of the main rotor as well as the performance of the aircraft. The operation is then balanced between the two motors of the power plant 25 allowing in particular to have a symmetrical wear of these motors as well as at the level of the mechanical connections at the input of the main gearbox. On the other hand, such integral proportional controls require complex connections between the computers of the two motors so that each motor delivers an equivalent power. Such proportional integral regulations require in particular the use of a balancing loop between the two computers. In addition, these computers must be relatively efficient to allow such a regulation. For example, these computers are of type "FADEC" according to the acronym of the English designation "Full Authority Digital Engine Control". These computers are also often dual-channel, that is to say that the links between the computers as well as between the computers and the motors are doubled in order to secure these links and, consequently, the operation of the installation. driving. In addition, as the size of rotary wing aircraft tends to increase, the power requirement at their power plant also increases. As a result, the power plant of these aircraft is required to have at least three engines to be able to provide sufficient power. Three-engined rotary wing aircraft are today mainly equipped with three identical engines making it possible in particular to ensure the reactivity of the power plant in the event of an engine failure, as well as to simplify the installation and integration of the engines. . The term "identical motors" means motors having identical drive characteristics of a rotary member. On the other hand, "unequal motors" are motors having distinct drive characteristics, ie motors generating different maximum powers and / or unequal maximum torques and / or maximum rotation frequencies of a shaft. different output. Thus, two unequal motors can respectively correspond to a motor 3037923 5 driving an output shaft to several tens of thousands of revolutions per minute and a motor driving an output shaft less than ten thousand revolutions per minute for example. For a power plant comprising three identical motors, the regulations of these three identical motors are generally identical, each motor providing an equivalent power. However, the regulations of these three identical engines may be different, for example two engines being considered as main engines and the third engine being considered as a secondary engine. This secondary engine then provides additional power to the two main engines depending on the demands and needs of the power plant. The power supplied by the secondary motor is then generally different from the power of each main motor. It is also possible to use uneven motors in a three-wheel drive system in order, for example, to meet the safety requirements or to overcome the lack of power of the motors available on the market. For such a three-engine power plant, the regulations of these engines can be even more complex, especially in terms of the power distribution of each engine and the regulation of the main rotor rotation frequency.
    [0005] In both cases, whether the motors of the power plant are identical or unequal, the power distribution between the main motors and each secondary motor of this power plant can be problematic and complex to optimize.
    [0006] In particular, the documents FR2998542, FR2998543 and FR3008957 describe a power plant for a rotary wing aircraft comprising two identical main engines and a secondary engine.
    [0007] Document FR2998542 describes a secondary engine providing a constant secondary power, this secondary engine being started in certain particular flight cases such as a landing, a take-off or a hover. On the other hand, the document FR2998543 describes a secondary motor providing a secondary power which is proportional to the main power supplied by each main motor according to a coefficient of proportionality less than or equal to 0.5. According to the document FR3008957, the main engines are regulated according to a first setpoint of the rotation frequency of the main rotor of the aircraft while the secondary engine is regulated according to a second power setpoint of this secondary engine. In addition, the main engines are also regulated according to a third power anticipation set point so that the main engines and the secondary engine jointly supply the power required at the main rotor for the flight of the aircraft. The sizing of the power plant of an aircraft is therefore complex, regardless of the configuration chosen. Among the technological background is known document US4479619 which proposes a power transmission system for three-engine helicopters. This solution also offers an alternative to disengage one of the three engines.
    [0008] The Super-Hornet helicopter of the Applicant also had three identical turbine engines. US3963372 discloses a power management and motor control solution for three-engine helicopters. To overcome the problem of oversized motors, an installation of motors with unequal maximum power, in the case of twin-engine aircraft, has already been considered in the past. This is the case of document W02012 / 059671 10 which proposes two motors with unequal maximum powers. The present invention therefore relates to optimizing the regulation of a power plant according to an innovative configuration. In particular, the present invention makes it possible to manage the power distribution between the main engines and each secondary engine of this power plant according to the demands of the main engines. The present invention thus relates to a control method of a power plant comprising at least three engines for a rotary wing aircraft.
    [0009] This method of regulating a power plant for an aircraft is intended for a power plant comprising two power units and a main power transmission gearbox, the two power units mechanically driving the main power gearbox in order to power the power train. rotation a main output shaft of the main power gearbox. The main output shaft is integral in rotation with a main rotor of the aircraft which has a rotation frequency NR. A first power unit comprises at least two main motors and a second power unit comprises at least one secondary motor. Each main motor has several main operating limitations and operates with first margins in relation to these main operating limitations. Likewise, each secondary motor has several secondary operating limitations and operates with second margins with respect to these secondary operating limitations. When the engine is a turbine engine equipped with a gas generator and a free turbine, these main or secondary operating limitations are, for example, the rotation frequency NG of the gas generator, the temperature T4 of the gases leaving this generator of gas and the torque of the free turbine. In addition, each main motor and each secondary motor have a maximum power which is different according to the flight phase and the operating conditions of these engines. For example, continuous mechanical power PMC is continuously available during the flight of the aircraft and a higher mechanical take-off power PMD is available for a limited time for the take-off phase of the aircraft. In addition, in order to compensate for a failure of an engine, each engine remaining operational is operated in a special mode designated by the acronym OEI for the designation "One Engine Inoperative". This special mode allows each motor to develop greater mechanical safety powers than the continuous mechanical power PMC with operating time constraints.
    [0010] This control method of a power plant according to the invention comprises several steps during which a first setpoint NR * of the rotation frequency NR of the main rotor of the aircraft is determined, the operation of each main motor according to the first setpoint NR * of the rotation frequency NR of the main rotor of the aircraft, a second setpoint W2 * of power to be provided by the second power unit is determined, so that each secondary engine 10 operates with the second margin the lowest equals the first lowest margin among the first margins of the main engines of the first power unit, and the operation of each secondary motor is regulated according to the second power setpoint W2 *.
    [0011] In the case of rotary wing aircraft, the first setpoint NR * of the rotation frequency NR of the main rotor of the aircraft is traditionally a fixed value. This fixed first setpoint NR * is then determined during the development of the aircraft, after studies and tests in order to take into account numerous criteria, such as the on-board weight, the speed of movement of the aircraft, the aerodynamics or the type of mission. However, this first setpoint NR * of the rotation frequency NR of the main rotor of the aircraft can also be variable over a generally predefined range, for example of the order of 15 to 20% of a nominal rotation frequency. of this main rotor. This variation of the first setpoint NR * makes it possible, for example, to reduce the noise of the aircraft or to improve its aerodynamic performance, in particular for high forward speeds.
    [0012] This first reference NR * variable is determined at all times and during the flight of the aircraft. This first variable NR * instruction can be determined by a computer embedded in the aircraft, such as an automatic flight control system designated by the acronym "AFCS" for the English designation "Automatic Flight Control System". This first setpoint NR * variable can in particular be determined according to, inter alia, the actions on the flight controls, the flight characteristics of the aircraft and its phase of flight. The operation of the first engine group is then regulated in order to control the rotation frequency NR of the main rotor of the aircraft. This rotation frequency NR is then substantially equal to the first setpoint NR *, but may nevertheless vary slightly around this first setpoint NR * during regulation in dynamic phases. For example, the operation of each main motor of this first motor unit is regulated according to an integral proportional control loop, possibly via a first regulating device. This first regulation device regulates the frequency of rotation of the free turbine of each main engine, each main engine preferably being a turbine engine managed by a main computer. FADEC type. The free turbine of each main motor drives the main power transmission gearbox and allows at least the rotation of the main output shaft and, consequently, that of the main rotor of the rotary wing aircraft at the frequency rotation NR. A second power setpoint W2 * of power to be supplied by the second motor group is then determined so that each secondary motor operates with the second lowest margin equal to the first lowest margin among the first margins of the main motors of the second motor unit. first motor group. This lowest margin among the margins with respect to the 5 operating limitations of an engine is often referred to as the "first limitation" in the aeronautical field, and in the field of rotary wing aircraft in particular. This weakest margin is used in particular in an Instrument of First Limitation IPL described for example in documents FR2749545 and FR2756256. Furthermore, it should be noted that when the main motors are identical and are regulated for example according to a proportional control or integral proportional control loop, these main motors function in a balanced way when they operate correctly, that is, that is, without damage to at least one of these main engines. In fact, the first margins vis-à-vis their respective main limitations are substantially equal or very close.
    [0013] Finally, the operation of the second motor group is regulated so that it provides a second power W2. As a result, this second power W2 is substantially equal to the second setpoint W2 *, but may still slightly vary around this second setpoint W2 * during regulation in dynamic phases. For example, the operation of each secondary motor of this second motor group is regulated according to a proportional control loop or an integral proportional control loop, possibly via a second control device. The power supplied by each secondary engine is thus adjusted without increasing the pilot's workload relative to a twin-engine aircraft from a piloting point of view in order to maintain the performance of the aircraft. This second regulating device controls the torque of each secondary motor so that the second motor unit supplies the second power W2 while the rotational speed of each secondary motor is imposed by the regulation of each main motor according to the first set point NR *. In addition, the second regulator comprises as many secondary computers as secondary engines, each secondary computer being connected to a single secondary motor, these secondary computers being interconnected to allow the regulation of secondary engines. Each computer can be for example FADEC type.
    [0014] The second regulator may also regulate the second motor group using an IPL First Limiting Instrument. The second power setpoint W2 * can then be determined from information provided by this Primary Limiting Instrument IPL of the primary engines.
    [0015] Thus, each secondary motor is used proportionally to the bias of the main engines, the second lowest margin being equal to the first lowest margin of the main engines. Indeed, when the main engines operate with a large first margin, they are far from their main limitations. They therefore operate with a large power reserve. Each secondary engine also operates with a second large margin and is then little used.
    [0016] On the other hand, when the main engines operate with a first weak margin, they are close to their main limitations. They operate with a low power reserve and may need extra power.
    [0017] Each secondary engine also operates with a second low margin and is then heavily biased to provide this extra power. The presence of each secondary motor thus makes it possible to reduce the stress on the main engines, which would operate even closer to their main limitations without the presence of each secondary engine. Advantageously, the main motors and each secondary motor then operate in a similar manner. In particular, the power variations of the main motors and those of each secondary motor are substantially equal. In addition, the 15 operating transitions of the main and secondary motors are linearly with controlled acceleration ramps to avoid, for example, yawing jerks of the aircraft and oscillations of the parameters of these engines. Finally, the main engines and each secondary engine reach their respective operating limitations at the same time. In addition, when the first and second margins are large, each secondary engine is low demand and each main engine has a large power reserve.
    [0018] As a result, a failure of at least one secondary engine is advantageously unnoticed by a pilot of the aircraft and is therefore transparent with respect to the flight of the aircraft, this failure having no effect on the frequency of the aircraft. NR rotation of the main rotor.
    [0019] Likewise, in the event of failure of a main motor, each main motor that has not failed and each secondary motor 3037923 14 that operates respectively with a first and a second large margin has a reserve of power that advantageously makes it possible to compensate for this failure. a main engine. In addition, the operation of the main and secondary engines, respectively with the first margin and the second margin being substantially equal, is compatible with the use of an IPL First Limiting Instrument for monitoring these main and secondary engines. . Finally, the first margin and the second margin being substantially equal, the wear of each main or secondary motor during this operation is also substantially equivalent. All the engines of the power plant then degrade substantially at the same speed. These motors therefore have a substantially equivalent aging during their lifetime and, in particular, the main motors, if they are identical, then provide substantially equal maximum powers during their service life. This also makes it possible to advantageously perform the maintenance of these engines simultaneously, thus making it possible to optimize the maintenance times and costs of each motor unit. Preferably, the first motor unit comprises two identical main motors while the second motor group comprises a single secondary motor different from the main motors. This secondary motor is for example less important in mass and dimensions than the main engines and provides a maximum power lower than that of these main engines. On the other hand, the first power unit and the second power unit together provide an output power Ws.
    [0020] This output power Ws is equal to the sum of the second power W2 supplied by the second power unit and a first power W1 supplied by the first power unit, such that Ws = + W2. According to the control method of a power plant, it is possible to determine a flight anticipation power Ws * which corresponds to the power required for the flight of the aircraft and which must be provided jointly by the first power unit and the second power unit. engine group. Then, a third setpoint Wi * of the power to be supplied by the first motor group, such that Ws * = W1 * + W2 *, is determined. Finally, this third power setpoint Wi * can be used so that the first power unit and the second power unit anticipate the power requirement of the aircraft and jointly provide the flight anticipation power Ws *. The flight anticipation power Ws * can be determined by means of anticipation taking into account anticipation of the torque and / or power requirements at the main rotor of the aircraft.
    [0021] This flight anticipation power Ws * can also be determined according to the performance requirements of the aircraft, in particular from information relating to the flight status and flight situations of the aircraft as well as from flight controls performed by a pilot of this aircraft. For example, the anticipation means takes into account the first setpoint NR * and the acceleration or deceleration of the main rotor. This anticipation means may be integrated with a calculation means present in the aircraft or directly at the avionics installation of the aircraft.
    [0022] In addition, in the particular case of a given flight phase of this aircraft and since the regulation of the rotation frequency NR of the main rotor is ensured by the first power unit, the flight anticipation power Ws * can to be constant. The second regulating device then makes it possible to adjust the distribution of this anticipated flight anticipation power Ws * between each engine group. The second motor group is thus driven only in power, according to the second setpoint W2 * while the first 10 motor group is regulated in order to control primarily the rotation frequency NR of the main rotor of the aircraft. The power supplied by each motor unit can thus be advantageously optimized without degrading the performance of the power plant and in particular by respecting the first setpoint NR *. The distribution of the flight anticipation power Ws * between the two engine groups, that is to say between the second setpoint W2 * and the third setpoint Wi * of power, can then be achieved via the medium calculation according to different operating criteria of the power plant.
    [0023] According to a first embodiment of the invention, the second setpoint W2 * is determined according to the main operating limitations of the main engines of the first power unit over the entire flight envelope of the aircraft so that each secondary engine operates. with the second lowest margin 25 equal to the first lowest margin of the first motor group. However, it may be advantageous, in order to optimize the flight performance of the aircraft or its safety, in particular with respect to the operating limitations of the aircraft, to adapt the determination of this second setpoint W2 to 3037923 the operating conditions of the aircraft or the flight phase of the aircraft. According to a second embodiment of the invention, the second setpoint W2 * is determined according to the most critical operating limitation of the power plant among the primary operating limitations of the main motors of the first power unit and the tertiary limitations of operation of the main gearbox.
    [0024] Indeed, the main power transmission gearbox also has several tertiary operating limitations including a limit torque that it can transmit to the main rotor and a limit operating temperature. This limiting torque and / or this operating limit temperature of the main power transmission box then make it possible to determine, according to the current operating conditions, a power limit which can be provided by the main power transmission gearbox. Thus, when the most critical operating limitation 20 of the power plant is a primary operation limitation of the main engines of the first power unit, the second target W2 * is determined so that each secondary motor operates with the second lowest margin. equal to the first lowest margin of the first motor group as previously described. On the other hand, when the most critical operating limitation of the power plant is a tertiary limitation of the main power transmission gearbox, the second setpoint W2 * is determined so that this second setpoint W2 * is equal to the power limit. of the main gearbox 3037923 18 to which is subtracted the sum of the maximum powers of each main engine. The flight range in which the most critical operating limitation of the power plant is a tertiary limitation of the main power gearbox is generally for atmospheric pressures and air temperatures outside the aircraft. moderate, the atmospheric pressure and the outside air temperature being related to the flight altitude of the aircraft.
    [0025] In this case, the output power Ws consists mainly or only of the sum of the first powers W. / of the main motors. Indeed, the sum of the maximum powers of each main engine is generally, under these conditions of pressure and temperature, strictly greater than the power limit of the main gearbox. The second setpoint W2 * determined to be equal to the power limit of the main gearbox to which is subtracted the sum of the maximum powers of each main motor 20 is therefore a negative value. The second setpoint W2 * used to regulate the operation of the second motor group is then zero. Thus, a failure of at least one secondary engine passes advantageously unnoticed for a pilot of the aircraft and is then transparent vis-à-vis the flight of the aircraft. However, although the second setpoint W2 * is zero, each secondary engine is still on and runs at a low speed so that it can be activated quickly in the event of a main engine failure.
    [0026] In addition, the maximum powers of each main engine are different according to the flight phase of the aircraft and / or the flight conditions, in particular the pressure and the temperature of the air outside the aircraft.
    [0027] It is then possible to use a selection algorithm to automatically determine the flight phase of the aircraft, for example according to the values of the horizontal speed Vh and the vertical speed Vz of the aircraft. The maximum power of each main motor can then be determined.
    [0028] This second embodiment advantageously allows each secondary motor to be used and solicited only when necessary. Indeed, when the most critical operating limitation of the power plant is a tertiary limitation, the main motors generally operate far from their primary limitations. In fact, these main engines have a large power reserve and therefore do not need extra power. On the other hand, when the most critical operating limitation of the power plant is a primary limitation, the main motors then operate closer to their primary limitations. Therefore, the power reserve of these main engines is reduced and the extra power that can provide each secondary engine is useful to reduce the load of these main engines.
    [0029] In case of failure of at least one main motor, it is possible to regulate the operation of each secondary motor according to the second power setpoint W2 * in a manner identical to the first embodiment. Thus, each secondary engine operates with the second lowest margin equal to the first lowest margin of the first power unit.
    [0030] In the event of failure of at least one main motor, it is also possible to regulate the operation of each secondary motor according to the second power setpoint W2 * in the same manner as in the second embodiment as a function of the operating limitation. more critical of the power plant. However, in the event of a failure of at least one main motor, the regulation of each secondary motor may also be different in order to distribute the power of the power plant differently between each main engine which has not failed and each secondary motor. For example, each secondary motor providing its maximum available power can be used. Thus, the second power unit provides a second maximum power W2 to limit the first power W1 provided by the first power unit. It is thus possible to reduce or even avoid the use of the OEI operating modes of each main motor. It is also possible to regulate the operation of each secondary motor according to the first setpoint NR * of the rotation frequency NR of the main rotor, in order to guarantee compliance with this first setpoint NR *. This regulation can be performed in proportional mode or in proportional integral mode. The present invention also relates to a power plant comprising two power units and a main power transmission box. The two power units mechanically drive the main gearbox to rotate at least one output main shaft of this main power gearbox. This main output shaft is rotatably connected to a main rotor of the aircraft at a rotation frequency NR.
    [0031] A first motor unit comprises at least two main motors and a first regulating device. This first regulating device makes it possible to regulate the operation of each main motor according to a first set point NR * of the rotation frequency NR of the main rotor of the aircraft. A second motor unit comprises at least one secondary motor and a second regulating device. This second regulating device makes it possible to regulate the power supplied by each secondary motor according to a second setpoint W2 * of 10 power to be supplied by this second motor group. Each main motor has several main operating limitations and operates with first margins in relation to these main operating limitations. Likewise, each secondary motor has several secondary operating limitations and operates with second margins with respect to these secondary operating limitations. The main power gearbox also has several tertiary operating limitations such as a limit torque and a limit operating temperature.
    [0032] A calculating means makes it possible to determine the second setpoint W2 * according to the embodiments of the control method of a motor installation previously described. This calculation means can be located in the power plant or in the aircraft.
    [0033] The power plant may also include anticipation means for determining the flight anticipation power Ws * necessary for the flight of the aircraft and to be provided jointly by the first and second engines. A third setpoint W / * of the power to be supplied by the first motor group is thus determined such that Ws * = Wi * + W2 *.
    [0034] Finally, this third setpoint Wi * of power can then be used so that the first power unit and the second power unit anticipate the power requirement of the aircraft and jointly provide the flight anticipation power Ws *.
    [0035] The first engine group preferably comprises two identical main engines and the second engine group comprises a single secondary engine different from the main engines. In case of failure of at least one main motor, the second regulating device can regulate the operation of each secondary motor according to the first set point NR * of the rotation frequency NR of the main rotor in proportional mode or in integral proportional mode. . The second regulating device can also regulate the operation of each secondary motor according to the second power setpoint W2 * as previously determined or by delivering the maximum available power of each secondary motor. The present invention also relates to a rotary wing aircraft comprising at least one main rotor, a power plant as described above and an avionics installation, the power plant driving the main rotor in rotation. The calculating means, the second regulating device of the power plant can be located in the avionics installation of the aircraft.
    [0036] The invention and its advantages will appear in more detail in connection with the following description with examples of embodiments given for illustrative purposes with reference to the appended figures which represent: FIG. 1, a rotary wing aircraft equipped of a control device of a power plant according to the invention, and FIG. 2, a block diagram of the control method 5 of a power plant according to the invention, - FIG. 3, a curve representing the zones of operating limitations of the power plant. The elements present in several separate figures are assigned a single reference.
    [0037] FIG. 1 shows a rotary wing aircraft 30 comprising a main rotor 31, a rear rotor 32, a power plant 1 and an avionics installation 5. The power plant 1 comprises a first power unit 10, a second power unit 20 and a main gearbox of 15 power 2. The two power packs 10,20 mechanically drive the main gearbox of power 2 in order to rotate a main output shaft 3 of this main power gearbox 2. This shaft main output 3 is integral in rotation with the main rotor 31 which rotates at a rotation frequency NR to ensure the lift or propulsion of the aircraft 30. The rear rotor 32 can also be rotated by the mechanical power transmission 2 box through a secondary output shaft of this box of 25 main power transmission 2. The prem The power unit 10 comprises two identical main motors 11 and 12 and a first regulating device 15. This first regulating device 15 comprises two main computers 13, 14, each main computer 13, 14, 30, 3723 23 being connected to a single main motor 11. 12. The main computers 13,14 are also interconnected. The second motor unit 20 comprises a secondary motor 21 and a second regulating device 25. This second regulating device 25 comprises a secondary computer 22 connected to the secondary engine 21. The secondary engine 21 is different from the main engines 11, 12. This secondary motor 21 is less important in mass and dimensions than the main motors 11, 12 and provides a maximum power 10 lower than that of these main engines 11,12. The main engines 11, 12 as well as the secondary engine 21 are turbine engines comprising a gas generator and a free turbine driving the main power transmission box 2. The main engines 11, 12 and the secondary engine 21 can provide powers. The maximums which are different according to the flight phase and the operating conditions of these engines, in particular a continuous mechanical power PMC, a mechanical take-off power PMD and mechanical safety powers OE1. In addition, each main motor 11, 12 operates with first margins with respect to main operating limitations and the secondary motor 21 operates with 25 seconds margins vis-à-vis secondary operating limitations. These main or secondary operating limitations are, for example, the NG rotation frequency of the gas generator, the temperature T4 of the gases leaving this gas generator and the torque of the free turbine.
    [0038] The main power transmission gearbox 2 also has several tertiary operating limitations such as a limit torque and a limit operating temperature. The avionic installation 5 comprises a calculation means 6 and an anticipation means 7. FIG. 2 represents a block diagram of the control method of a power plant according to the invention. This method of regulating a power plant has four main steps.
    [0039] During a first step 51, a first setpoint NR * of the rotation frequency NR of the main rotor 31 is determined. This first setpoint NR * may be a fixed value determined during the development of the aircraft 30 or a variable value then determined continuously during the flight 15 of the aircraft 30 by the calculation means 6. During a second step 52, the operation of each main engine 11, 12 is regulated according to the first set point NR of the rotation frequency NR of the main rotor 31 via the first regulating device 15.
    [0040] Thus, the first motor unit 10 makes it possible, thanks to the first regulating device 15, to control the rotation frequency NR of the main rotor 31, this rotation frequency NR being substantially equal to the first setpoint NR *. This first regulating device 15 ensures, for example, the regulation of the two main motors 11, 12 according to an integral proportional control loop. These two main engines 11,12 being identical, their operation is then symmetrical, each main engine 11,12 contributing in equal parts to 3037923 26 the drive of the main rotor 31 through the main output shaft 3. Au During a third step 53, a second power setpoint W2 * is determined which is to be supplied by the second motor unit 20. According to a first embodiment of this method, the second setpoint W2 * is determined identically on the The second setpoint W2 * is determined by means of the calculating means 6 according to the main operating limitations of the main engines 11, 12 of the first engine group 10 so that the secondary engine 21 operates with the second lowest margin equal to the first lowest margin among the first margins of the main engines 11,12.
    [0041] According to a second embodiment of this method, the second setpoint W2 * is determined in a different manner according to the most critical operating limitation of the power plant 1 among the primary operating limitations of the main motors 11, 12 and the limitations. 3. Two cases are possible, represented on the graph of FIG. 3, according to the flight range of the aircraft 30, and in particular according to the atmospheric pressure Zp around the aircraft. aircraft 30 related to its altitude and the temperature T of the air outside the aircraft 30.
    [0042] Thus, when the most critical operating limitation of the power plant 1 is a primary operation limitation of the main motors 11,12, corresponding to the area A in FIG. 3, the second setpoint W2 * is determined as for the first embodiment of this method, that is to say so that the secondary engine 21 operates with the second lowest margin equal to the first lowest margin of the first engine group 10. On the other hand, when the The most critical operating limitation of the power plant 1 is a tertiary limitation of the main power transmission gearbox 2, corresponding to the zone B in FIG. 3, the second setpoint W2 * is determined so that this second setpoint W2 * is equal to the power limit of the main transmission gearbox 2 to 10 which is subtracted the sum of the maximum powers of each main engine 11,12. This limiting power that can be provided by the main power transmission gearbox is determined according to its limit torque or its operating limit temperature and the current operating conditions. The flight range, in which the most critical operating limitation of the power plant 1 is a tertiary limitation of the main power transmission gearbox 2, is for example, according to FIG. 3, for a corresponding atmospheric pressure. at an altitude of between 500 and 10,000 feet (ft) and an outside air temperature of the aircraft of between -40 and 15 degrees Celsius (° C). However, these values vary greatly from one aircraft to another as well as the power that its main engines can provide, depending for example on their state of aging. In addition, for a given aircraft, the greater the power supplied by the main engines, the larger the area B of FIG. 3. During a fourth step 54, the operation of the secondary motor 21 is regulated according to the second power setpoint W2 * via the second regulating device 25. The second motor unit 21 thus supplies a second power W2 substantially equal to the second setpoint W2.
    [0043] The operation of the secondary engine 21 is thus optimized as a function of the power requirement at the main motors 11, 12. The secondary motor 21 is in particular strongly stressed when the main motors 11,12 themselves are highly stressed. The second power W2 of this secondary motor 21 thus makes it possible to reduce the load on these main motors 11, 12. The control method of a power plant may also include three additional steps. During a fifth step 55, a flight anticipation power Ws * is determined by the anticipation means 7. This forward flight power Ws * corresponds to the power required for the flight of the aircraft 30 and to be provided jointly by the main engines 11, 12 and the secondary engine 21.
    [0044] During a sixth step 56, the calculation means 6 determine a third setpoint Wi * of the power to be supplied by the first motor group 10, such that Ws * = W1 * + W2 *. During a seventh step 57, the third power setpoint Wi * is used so that the first power unit 10 and the second power unit 20 anticipate a power requirement of the aircraft 30 and jointly provide the power of anticipation. Flight Ws *. The first power unit 10 and the second power unit 20 then together provide an output power Ws which is equal to the sum of the second power W2 supplied by the second power unit 20 and a first power W1 supplied by the first power unit W2. motor group 10, such that Ws = 1/1/1 + W2. The first power Wi is then substantially equal to the third setpoint Wi * and the output power Ws is substantially equal to the forward power of flight Ws *. Furthermore, in the event of failure of a main motor 11, 12, it is possible to regulate the operation of the secondary motor 21 according to the second power setpoint W2 * in the same manner as in the first embodiment. Thus, the secondary engine 21 operates with the second lowest margin equal to the first lowest margin of the first engine group 10. It can also, in the event of failure of a main engine 11,12, regulate the operation of the engine secondary 21 according to the second power setpoint W2 * identically to the second embodiment. However, in the event of failure of a main engine 11, 12, the regulation of the secondary engine 21 may also be different in order to distribute the power supplied by the power plant 1 differently between the main engine 11, 12 which has not broken down and the secondary engine 21. For example, one can use the secondary engine 21 providing its maximum available power. The second motor unit 20 then provides a second maximum power W2 in order to limit the first power W1 supplied by the first motor unit 10. It is thus possible to reduce or even avoid the use of the operating modes 0E1 of each main motor 11, 12 and associated mechanical strengths.
    [0045] It is also possible to regulate the operation of the secondary motor 21 according to the first setpoint NR * of the rotation frequency NR of the main rotor 31, in order to guarantee compliance with this first setpoint NR *. This regulation can be carried out in proportional mode or in integral proportional mode. 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.
    权利要求:
    Claims (16)
    [0001]
    REVENDICATIONS1. A method of regulating a power plant (1) of a rotary wing aircraft (30), said power plant (1) comprising two power units (10,20) and a main gearbox (2), the two motor groups (10,20) mechanically driving said main power transmission (2) to rotate a main output shaft (3) of said main power transmission (2), said main output shaft (3) being integral in rotation with a main rotor (31) of said aircraft (30) having a rotation frequency NR, a first power unit (10) comprising at least two main motors (11,12), a second power unit (20) comprising at least one secondary motor (21), each main motor (11,12) having several main operating limitations and operating with first margins respectively with respect to each of said main operating limitations, each a secondary motor (21) having a plurality of secondary operating limitations and operating with second margins respectively relative to each of said secondary operating limitations, in which a first setpoint NR * of said rotational frequency NR is determined. of said main rotor (31), - the operation of each main motor (11,12) according to said first setpoint NR * of said rotation frequency NR is determined, a second setpoint W2 * of power to be supplied by said second motor unit is determined. (20), so that each secondary motor (21) operates with said second lowest margin equal to said first lowest margin of said first power unit (10), and the operation of each secondary motor (21) is regulated according to said second power setpoint W2 *. 5
    [0002]
    2. A method of regulating a power plant (1) according to claim 1, characterized in that - it determines a flight anticipation power Ws * necessary for the flight of said aircraft (30) and that must jointly provide said first motor group (10) and said second motor group (20), - a third setpoint W./4e of the power to be supplied by said first motor group (10), such that Ws * = W1 * + W2 *, is determined, and Said third power setpoint W1 * is used so that said first power unit (10) and said second power unit (20) anticipate a power requirement of said aircraft (30) and jointly provide said flight anticipation power Ws * . 20
    [0003]
    3. Control method of a power plant (1) according to any one of claims 1 to 2, characterized in that, said main transmission gearbox (2) having several tertiary operating limitations including a power limit that it can transmit to said output shaft (3), each main motor (11, 12) being able to provide a maximum power, when the most critical operating limitation of said power plant (1) is a tertiary limitation of said box of output main power transmission (2), said second setpoint W2 * is determined so that it is equal to said limit power of said main power transmission box (2) to which the sum of said maximum powers of each engine is subtracted; principal (11,12). 5
    [0004]
    4. Control method of a power plant (1) according to claim 3, characterized in that said maximum power of each main motor (11,12) is defined according to the flight phase of said aircraft (30). 10
    [0005]
    5. Control method of a power plant (1) according to claim 4, characterized in that a selection algorithm is used to determine said phase of flight of said aircraft (10) according to the values of a horizontal speed Vh and a vertical speed Vz of said aircraft (10).
    [0006]
    6. Control method of a power plant (1) according to any one of claims 1 to 5, characterized in that in case of failure of at least one main motor (11,12), the operation is regulated of each secondary motor (21) according to said first setpoint NR * of said rotation frequency NR of said main rotor (31).
    [0007]
    7. A method of regulating a power plant (1) according to any one of claims 1 to 5, characterized in that in the event of failure of at least one main motor (11, 12), the operating each secondary motor (21) according to said second power setpoint W2 *. 3037923 34
    [0008]
    8. Control method of a power plant (1) according to any one of claims 1 to 5, characterized in that in case of failure of at least one main motor (11,12), the operation is regulated each secondary motor (21) to provide maximum power.
    [0009]
    9. Control method of a power plant (1) according to any one of claims 1 to 8, characterized in that said first motor unit (10) comprises two identical main motors (11,12) and said second group 10 motor (20) comprises a secondary motor (21).
    [0010]
    10. Power plant (1) comprising two power units (10,20) and a main gearbox (2), the two power units (10,20) mechanically driving said main power gearbox (2) so as to to rotate at least one main output shaft (3) of said main power transmission gearbox (2), said output main shaft (3) being rotatably connected to a main rotor (31) of said aircraft ( 30) having a rotation frequency NR, a first motor unit (10) comprising at least two main motors (11, 12) and a first regulating device (15), said first regulating device (15) regulating the operation of each main motor (11,12) according to a first setpoint NR * of said rotation frequency NR of said main rotor (31), a second motor group (20) comprising at least one secondary motor (21) and a second regulating device (25), said second th regulation device (25) regulating the operation of each secondary motor (21) according to a second power setpoint W2 * of said second motor group (20), each main motor (11, 12) having several main operating limitations and operating with first margins vis-a-vis 3037923 vis-a-vis said main operating limitations, each secondary motor (21) having several secondary operating limitations and operating with second margins vis-à-vis said secondary operating limitations, characterized in that said power plant (1) comprises a calculation means (6) determining said second setpoint W2 * so that each secondary motor (21) operates with said second lowest margin equal to said first lowest margin of said first power unit (10) . 10
    [0011]
    11. Powerplant (1) according to claim 10, characterized in that said calculating means (6) comprises an anticipation means (7) determining a flight anticipation power Ws * necessary for the flight of said aircraft (30) and which said first motor group (10) and said second motor group (20) must jointly supply, a third setpoint Wi * to be supplied by said first motor group (10), defined as Ws * = W1 * + W2 *, being used so that said first power unit (10) and said second power unit (20) anticipate a power requirement of said aircraft (30) and jointly provide said flight anticipation power Ws *.
    [0012]
    12. Powerplant (1) according to any one of claims 10 to 11, characterized in that, said main power transmission (2) having several tertiary operating limitations including a power limit, each main motor (11). , 12) capable of providing maximum power, when the most critical operating limitation of said power plant (1) is a limitation of said main power transmission gearbox (2), said calculating means (6) determines said second setpoint W2 * equal to said limit power of said main power transmission box (2) subtracted therefrom the sum of said maximum powers of each main motor (11,12). 5
    [0013]
    13. Powerplant (1) according to claim 12, characterized in that said maximum power of each main motor (11,12) is defined according to the flight phase of said aircraft (30).
    [0014]
    14. Powerplant (1) according to any one of claims 10 to 13, characterized in that said first power unit (10) comprises two identical main motors (11, 12) and said second power unit (20) comprises a secondary engine (21).
    [0015]
    15. Powerplant (1) according to any one of claims 10 to 14, characterized in that in case of failure of at least one main motor (11,12), said second regulating device (25) regulates the operation of each secondary motor (21) according to said first setpoint NR * of said rotation frequency NR of said main rotor (31).
    [0016]
    16.Aironef (30) with rotary wing comprising at least one main rotor (31), a power plant (1) and an avionics installation (5), said power plant (1) rotating said main rotor (31), 25 characterized in that said power plant (1) is according to any one of claims 10 to 15.
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    同族专利:
    公开号 | 公开日
    FR3037923B1|2018-05-04|
    EP3109156B1|2017-11-15|
    US20160376017A1|2016-12-29|
    EP3109156A1|2016-12-28|
    CN106275412B|2019-04-09|
    US10144528B2|2018-12-04|
    CN106275412A|2017-01-04|
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    法律状态:
    2016-06-27| PLFP| Fee payment|Year of fee payment: 2 |
    2016-12-30| PLSC| Search report ready|Effective date: 20161230 |
    2017-06-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-06-26| PLFP| Fee payment|Year of fee payment: 4 |
    2020-03-13| ST| Notification of lapse|Effective date: 20200206 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1501299A|FR3037923B1|2015-06-23|2015-06-23|METHOD FOR CONTROLLING A TRIMOTIVE MOTOR INSTALLATION FOR A ROTARY WING AIRCRAFT|
    FR1501299|2015-06-23|FR1501299A| FR3037923B1|2015-06-23|2015-06-23|METHOD FOR CONTROLLING A TRIMOTIVE MOTOR INSTALLATION FOR A ROTARY WING AIRCRAFT|
    EP16174409.9A| EP3109156B1|2015-06-23|2016-06-14|Method for controlling a three-engined power plant of a rotary-wing aircraft|
    US15/182,663| US10144528B2|2015-06-23|2016-06-15|Method of regulating a three-engined power plant for a rotary wing aircraft|
    CN201610683692.3A| CN106275412B|2015-06-23|2016-06-22|The method for adjusting three engine power equipment of rotor craft|
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