• 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 setpoint NR * of said rotation frequency NR while a second motor unit (20) comprising a secondary motor (21) is regulated according to a second setpoint W2 * of power. Said second power setpoint W2 * is determined so that each secondary engine (21) only functions when a flight power Wvol necessary for the flight of said aircraft (30) is greater than the sum of the maximum main powers WMax1 of each main engine ( 11,12).
    公开号:FR3037924A1
    申请号:FR1501300
    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] 3037924 3 It is then possible to add a calculation of anticipation of the power to be provided by the power plant in order to improve the efficiency of this proportional control of the frequency of rotation 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 3037924 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] The documents FR2998542, FR2998543 and FR3008957 describe a powerplant 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 continuously manage, as a function of the power demand of the aircraft, the power distribution between the main engines and each secondary engine of this powerplant 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. This method of regulating a power plant for an aircraft is intended for a power plant comprising two power units and a main power gearbox, the two power units mechanically driving the main power transmission gearbox in order to rotate 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 motor unit comprises at least two main engines and a second motor unit comprises at least one secondary motor. In addition, each main engine and each secondary engine, generally turbine engines equipped with a gas generator and a free turbine, have a maximum power which is different according to the flight phase and the operating conditions of these engines. engines. Thus, each main motor provides a maximum main power Wmaxi and each secondary motor provides a maximum secondary power Wmax2. The 10 values of these maximum main and secondary powers Wmaxi, WMax2 are provided by the engine manufacturer generally in the form of curves as a function of the pressure and the temperature of the air outside the aircraft. 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 made to operate in a special mode designated by the acronym OEI for the English 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. 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 engine according to the first set point NR * of the rotation frequency 5 NR of the main rotor of the aircraft, - a flight power Wvoi necessary for the flight of the aircraft is determined, this flight power Wvo / being supplied by the - A second power setpoint W2 * of power to be supplied by the second power unit is determined, so that each secondary motor operates only when said power of flight Wrmi is greater than the sum of said maximum main powers WMaX1 of each main motor. and the operation of each secondary motor 15 is regulated according to the second power setpoint W2 *. 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.
    [0009] This first set point NR * is then determined continuously 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 regulating device regulates the frequency of rotation of the free turbine of each main motor, each main motor preferably being a turbine engine managed by a main computer of the 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 * to be supplied by the second motor group is then determined so that the second motor unit operates only when the flight power W '/ is greater than the maximum power that can be provided by the first power unit. . The flight power W, 01 of the aircraft is formed mainly by the power required for the flight of the aircraft to perform the maneuvers and displacements requested by the pilot. This power required for the flight is distributed between the main rotor and the anti-torque rotor. It should be noted that this high power of flight / of the aircraft 10 also contains an accessory power to feed equipment of the aircraft. This accessory power is used for example to supply the air conditioning of the cabin of the aircraft, the electrical equipment of the aircraft such as avionics and alternators or the hydraulic equipment 15 of the aircraft. This accessory power, composed mainly of electric power and hydraulic power, can be determined in a known manner. Finally, the operation of the second motor unit 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 can still vary slightly around this second setpoint W2 * during the 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 regulating 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 pilot's point of view in order to maintain the performance of the aircraft. This second regulating device ensures the control of the torque of each secondary motor so that the second motor group supplies the second power W2 while the rotation 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 control device 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. According to this control method of a power plant, each secondary motor operates only when said flight power W '/ is greater than the sum of the maximum main powers Wmaxi of each main engine. Thus, each secondary engine is used only when the first power unit can not provide alone the Wvot flight power necessary for the flight of the aircraft while maintaining its performance. Several cases are then to be taken into account according to the comparison of the flight power Wvoi and the maximum power that the first power unit can provide. Firstly, according to a first case, as long as a first sum of the maximum main powers WMaX1 of each main motor is greater than or equal to the flight power Wvol, the second setpoint W2 * is zero. In this way, the first power unit alone provides, without the help of the second power unit, this flight power Wvoi necessary for the flight of the aircraft.
    [0010] This first case corresponds in fact to flight phases of the aircraft that consume little power. These are, for example, downhill flight phases or in low-speed and / or low-level aircraft stages.
    [0011] On the other hand, when this first sum of the maximum main powers Wmax./ of each main engine is less than the flight power W '/, the second power unit must supply a secondary power so that the power plant provides the power of flight. Wvoi. The second setpoint PV2 * is then nonzero. However, two other cases are then distinguishable and are hereinafter referred to as second and third cases. According to a second case, when the difference between the flight power W '/ and the first sum of the maximum main powers Wmax / of each main motor is positive and less than a second sum of the maximum secondary powers w - Max2 of each secondary engine the second setpoint W2 * is equal to this difference between the flight power Wu, / and the first sum of the maximum main powers Wmax /.
    [0012] Each secondary engine is then solicited, or even strongly solicited to provide additional power necessary to ensure the performance of the aircraft. This second case corresponds to flight phases of the aircraft consuming a lot of power. These are, for example, 25 take-off, landing, hovering, climbing, high-speed landing and / or heavy onboard landing phases. According to a third case, when this difference between the flight power Wvo / and the first sum of the maximum main powers Wmax / is greater than the second sum 3037924 14 of the maximum secondary powers Wmax2, the second setpoint W2 * is equal to this second sum of the maximum secondary powers Wmax2. Each secondary motor is then biased to a maximum of 5 to provide additional power equal to the maximum secondary power Wmax2. The main engines also provide their maximum main powers Wmaxi. This third case is however exceptional, the power plant providing the maximum power available for normal operation of the main and secondary engines. The pilot then has no extra power margin for normal engine operation. This third case corresponds for example to a brutal maneuver avoidance of an obstacle or a case of failure of an engine.
    [0013] These three cases can then be summarized according to the formula W2 = MIN fE W - Max2; MAX [0; W, 01 flight E wmaxill. Advantageously, each secondary motor is not used continuously, but only when necessary, during flight phases that consume a lot of power, the wear of each second motor is reduced, thus reducing on the one hand its cost of maintenance and secondly the downtime of the aircraft. Preferably, the first motor unit comprises two identical main motors while the second motor unit 25 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.
    [0014] Furthermore, the first power unit and the second power unit together provide an output power Ws. 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 = Wi + W2. According to the control method of a power plant, it is possible to determine a flight anticipation power Ws * which corresponds to a power potentially necessary for the flight of the aircraft and which must be provided by the power plant, and therefore jointly by the first motor group and the second motor group. This anticipation power is generally estimated as a function of the position of the collective pitch control of the main rotor blades of the aircraft, the rotation frequency NR 15 of this main rotor and the speed of travel of the aircraft. aircraft. Then, a third setpoint 07 / * of the power to be supplied by the first motor group, such that Ws * = W1 * + W2 *, is determined. Finally, it is possible to use this third setpoint Wi * of power 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 by taking into account, in advance, the torque and / or power requirements at the main rotor of the aircraft. This forward flight power Ws * can also be determined according to the aircraft's performance requirements, in particular from information relating to the flight status and the 3037924 16 flight situations of the aircraft as well as 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.
    [0015] This anticipation means may be integrated with a calculation means present in the aircraft or directly at the avionics installation of the aircraft. Furthermore, 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 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.
    [0016] The second motor group is thus driven only in power, according to the second setpoint W2 * while the first 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 according to the needs and 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 power setpoint W1 *, can then be achieved by means of the calculation means according to different operating criteria of the power plant. Furthermore, it should be noted that the flight power Wvo / varies with the flight conditions of the aircraft, and in particular the atmospheric conditions, with the characteristics of the aircraft and with the flight phase of the aircraft. . To detect these flight phases, a selection algorithm can be used to automatically determine the flight phase of the aircraft. This algorithm uses, for example, the values of the horizontal speed Vh and the vertical speed Vz of the aircraft determined by speed sensors present in the aircraft. This algorithm can also use data from the flight controls of the aircraft. Indeed, particular combinations of the positions of the flight controls correspond to particular and distinct flight phases of the aircraft. It is known, for example, to use the positions of the collective pitch lever (collective pitch control of the main rotor blades) and the rudder bar (collective pitch control of the anti-torque rotor blades) to determine the flight phase of the aircraft. This algorithm can finally use attitude and acceleration data of the aircraft according to each of these axes. These data are for example provided by an inertial unit or by an AHRS type device for the English expression "Attitude and Heading Reference System". For each phase of flight of the aircraft, specific performance curves make it possible to determine the power required for the flight of the aircraft, the powerplant having to provide the flight power W / 0 / equal to the sum of this necessary power for flight and accessory power to achieve this phase of flight. Depending on the flight phase, these performance curves are made up of charts depending on the atmospheric conditions, in particular the pressure and the temperature of the air outside the aircraft, and / or as a function of the mass. total of the aircraft. These performance curves generally take into account the characteristics of the aircraft, such as the aerodynamic characteristics. For example, the type of air intake and nozzle associated with the engines, which affects the operation of the engines by the pressure drops generated, can be taken into account in the performance curves. Similarly, when using a filter at each air inlet degrading the performance of an engine, particular performance curves, taking into account this filter, must be used. Furthermore, the rotational speed and the efficiency of the main rotor of the aircraft acting on the power required can be used to adjust the power required for the flight by means of performance curves taking into account, in particular, the rotation frequency NR of the main rotor. In case of failure of at least one main motor, it is possible to continue to regulate the operation of each secondary motor according to the second power setpoint W2 *. Thus, each secondary engine operates only when the flight power W '/ is greater than the sum of the maximum main powers Wmaxi provided by each main operational engine.
    [0017] Furthermore, when the second setpoint W2 * is zero, each secondary motor is still "on" and operates at a low rotational speed so that it can be activated quickly in the event of a main engine failure.
    [0018] 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 that has not failed and each secondary motor. For example, each secondary motor providing its maximum secondary power w - Max2 can be used. Thus, the second power unit provides a second maximum power W2 to limit the first power W1 supplied by the first power unit. It is thus possible to reduce or even avoid the use of the operating modes 0E1 of each main motor that is still operational. 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. A first power unit comprises at least two main motors and a first control 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.
    [0019] 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 power setpoint W2 * to be supplied by this second motor unit. The powerplant must provide WVO / necessary flight power for the flight of the aircraft. In addition, each main motor can provide a maximum main power WMax1 and each secondary motor can provide a maximum secondary power Wmax2. Calculation means makes it possible to determine the second setpoint W2 * so that each secondary engine operates only when the first power unit can not provide alone the flight power W '/ necessary for the flight of the aircraft, as previously described. This calculation means can be located in the power plant or in the aircraft. The power plant may also include anticipation means for determining the flight anticipation power Ws * necessary for the flight of the aircraft to be provided jointly by the first and second engines. A third setpoint Wi * of the power to be supplied by the first motor group is thus determined such that Ws * = W1 * + W2 *. Finally, this third power setpoint Wi * 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 *. The first motor group preferably comprises two identical main motors and the second motor unit 3037924 21 comprises a single secondary motor different from the main motors. 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 setpoint 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 * 10 as previously determined or by delivering the maximum secondary power WMax2 available from each secondary motor. The present invention also relates to a rotary wing aircraft comprising at least one main rotor, a power plant as previously described 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.
    [0020] The invention and its advantages will appear in more detail in the following description with examples of embodiments given by way of illustration with reference to the appended figures which represent: FIG. 1, a rotary wing aircraft equipped with a control device of a power plant according to the invention, and - Figure 2, a block diagram of the control method of a power plant according to the invention, and Figures 3 to 5, performance curves of the aircraft.
    [0021] The elements present in several separate figures are assigned a single reference. 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 power gearbox 2. The two motor groups 10,20 mechanically drive the main power gearbox 2 10 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 provide lift or propulsion of the aircraft 30.
    [0022] The rear rotor 32 can also be rotated by the mechanical power transmission box 2 via a secondary output shaft of this main power transmission gearbox 2. The first power unit 10 comprises two motors 20 The first control device 15 comprises two main computers 13,14, each main computer 13,14 being connected to a single main motor 11,12. The main computers 13,14 are also interconnected. Each main motor 11, 12 provides a maximum main power WMax1. The second motor unit 20 comprises a secondary motor 21 and a second control device 25. This second control device 25 comprises a secondary computer 22 connected to the secondary engine 21. The secondary motor 21 is different from the main motors 11, 12. This secondary motor 21 is smaller in mass and dimensions than the main engines 11,12 and provides a maximum secondary power Wmax2 less than each maximum main power Wmaxi of these main engines 5 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 gearbox 2.
    [0023] The main engines 11, 12 and the secondary engine 21 can provide maximum main and secondary powers Wmax 1, W max 2 which are different according to the flight phase and the operating conditions of these engines, in particular a continuous mechanical power PMC, a mechanical power. PMD take-off and mechanical OEI safety powers. The avionic installation 5 comprises a calculating means 6 and an anticipating 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 five main steps. 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 of the aircraft 30 by the calculating means 6. During a second step 52, the operation of each main engine 11, 12 is regulated according to the first 3037924 24 instruction NR * of the rotation frequency NR of the main rotor 31 via the first regulating device 15. Thus, the first motor unit 10 makes it possible, thanks to the first regulating device 15, to control the rotation frequency NR 5 of the rotor principal 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 10 11,12 being identical, their operation is then symmetrical, each main engine 11,12 contributing equally to the drive of the main rotor 31 through the main output shaft 3. In a third step 53 determines a flight power Wvo / necessary for the flight of the aircraft 30. This flight power W '/ is supplied by the power plant 1 and is distributed between the main rotor 31, the rear rotor 32 and the equipment of the aircraft 30. This flight power Wvoi is therefore equal to the sum of an accessory power supplying these equipments and a power necessary for the flight of the aircraft 30 determined by means of the Aircraft performance curves 30. These performance curves are specific for each phase of flight of the aircraft 30.
    [0024] Examples of such performance curves are shown in FIGS. 3 to 5. FIG. 3 shows a first curve of performance of a hovering flight of the aircraft 30. This first curve of performance of a hover is This is based on atmospheric conditions, in particular the pressure Po and the temperature To of the air outside the aircraft 30. In FIG. 4 is shown a second curve of 5 performances of a flight. This second curve of performance of a level flight consists of charts based on the total mass M of the aircraft 30. In Figure 5 is shown a third curve of performance of the aircraft. This third performance curve of a climb flight consists of charts based on atmospheric conditions, in particular the pressure Po and the temperature To of the air outside the aircraft. l Aircraft 30. Other unrepresented performance curves exist for other phases of flight and in particular the take-off and landing phases of the aircraft 30. During a fourth step 54, a second power setpoint W2 * to be supplied by the second motor unit 20.
    [0025] This second setpoint W2 * is determined by means of the calculation means 6 according to the flight power W '/ of the aircraft 30 and the maximum main powers Wmaxi of each main engine 11, 12 of the first power unit 10 so that the secondary engine 21 operates only when the first engine group 10 can not provide alone the flight power W 'necessary for the flight of the aircraft 30. Thus, as long as a first sum of the maximum main powers Wmax / of each engine main 11,12 is greater than or equal to the flight power W '/, the second 3037924 26 set W2 * is zero. In this way, the first power unit 10 alone provides, without the help of the second power unit 20, this flight power W'1 necessary for the flight of the aircraft 30. This first case corresponds in fact to flight phases of the aircraft 30 5 consume little power. Furthermore, in a second case, when the difference between the flight power W'1 and the first sum of the maximum main powers Wmaxi of each main engine 11, 12 is positive and less than a second sum of the maximum secondary powers WMax2 of the secondary motor 21, the second setpoint W2 * is equal to this difference between the flight power W '/ and the first sum of the maximum main powers Wmaxi. On the other hand, in a third case, when this difference between the flight power W'1 and the first sum of the maximum main powers Wmaxi is greater than the second sum of the maximum secondary powers WMax2, the second setpoint W2 * is equal to this second sum of the maximum secondary powers WMax2- 20 The secondary engine 21 is then biased or even strongly biased to provide additional power necessary to ensure the flight phase of the aircraft 30. This corresponds to the flight phases of the aircraft. aircraft 30 which consume a lot of power.
    [0026] During a fifth step 55, 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 substantially equal power W2. at the second setpoint W2.
    [0027] The operation of the secondary engine 21 is thus optimized according to the power requirement at the main engines 11, 12. The control method of a power plant advantageously makes it possible to manage, permanently and as a function of the power requirement of the aircraft 30 and the stresses of the main engines 11, 12, the power distribution between the main engines 11, 12 and the secondary motor 12 of the power plant 10. The control method of a power plant may also include three additional steps. During a sixth step 56, a flight anticipation power Ws * is determined by the anticipation means 7. This forward flight power Ws * corresponds to a power potentially necessary for the flight of the aircraft 30 and which must be provided jointly by the main engines 11, 12 and the secondary engine 21. During a seventh step 57, the calculation means 6 determines a third setpoint WI * of the power to be supplied by the first motor group 10, such that Ws * = W1 * + W2 *.
    [0028] During an eighth step 58, 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 *.
    [0029] The first motor unit 10 and the second motor unit 20 then together provide an output power Ws which is equal to the sum of the second power W2 supplied by the second motor unit 20 and a first power W. / provided by the first motor group 10, such that Ws = W1 + W2.
    [0030] The first power W. / is then substantially equal to the third setpoint Wi * and the output power Ws is substantially equal to the forward power of flight Ws *. Moreover, in the event of failure of a main motor 11, 12, the operation of the secondary motor 21 can be regulated according to the second power setpoint W2 *. Thus, the secondary engine 21 operates only when the flight power W '/ is greater than the maximum main power WMaX1 provided by the main engine 11,12 operational.
    [0031] 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.
    [0032] For example, the secondary motor 21 providing its maximum secondary power WMaX2 can be used. The second motor unit 20 then provides a second maximum power W2 in order to limit the first power W. / provided by the first power unit 10. It is thus possible to reduce or even avoid the use of the OEI operating modes of each main motor 11. , 12 and associated mechanical safety powers. 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 performed in proportional mode or in proportional integral 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 (15)
    [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) being able to provide a maximum main power WMaX1, each secondary motor (21) being able to provide a maximum secondary power Wmax2, during which - it is determined a first con sign NR * of said rotational frequency NR of said main rotor (31), - the operation of each main motor (11,12) is regulated according to said first set point NR * of said rotation frequency NR, - a power of flight is determined W '/ necessary for the flight of said aircraft (30), said flight power W' / being supplied by said power plant (1), - a second power setpoint W2 * is determined to be provided by said second power unit (20) so that each secondary motor (21) only operates when said flight power W '/ is greater than the sum of said maximum main powers WMaX1 of each main engine (11,12), and the operation of each secondary engine is regulated (21) 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 Wi * of the power to be supplied by said first motor group (10), such that Ws * = W1 * + W2 *, is determined and 15 uses said third power setpoint Wi * so that said first engine group (10) and said second engine group (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 second setpoint W2 * is equal to - the value zero when a first sum of said maximum main powers WMaX1 of each main motor (11,12) is greater than or equal to said flight power Wvoi, - the difference between said flight power W '/ and said first sum of said maximum main powers Wmaxi when said difference is positive and less than 3037924 32 a second sum of said maximum secondary powers Wmax2 of each secondary motor (21), and said second sum of said maximum secondary powers WMax2 when said difference is greater than said second sum of said maximum secondary powers WMax2-
    [0004]
    4. Control method of a power plant (1) according to any one of claims 1 to 3, characterized in that said flight power W '/ 10 necessary for the flight of said aircraft (30) according to the flight phase of said aircraft (30).
    [0005]
    5. Control method of a power plant (1) according to any one of claims 1 to 4, characterized in that it determines said flight power w .. vo / 15 necessary for the flight of said aircraft (30 ) from the performance curves of said aircraft (30).
    [0006]
    6. Control method of 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 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 *. 3037924 33
    [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 of each secondary motor (21) to provide said maximum secondary power w - Max2.
    [0009]
    9. Control method of a power plant (1) according to any one of claims 1 to 8, characterized in that said first power unit (10) comprises two identical main motors (11,12) and said second group motor (20) comprises a secondary motor (21).
    [0010]
    10. Power plant (1) comprising two power units (10,20) and a main power transmission gearbox (2), the two power units (10,20) mechanically driving said main power transmission gearbox (2). in order 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 group (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 power unit (20), said power plant (1) to provide a power of flight w _. v / necessary 3037924 34 for the flight of said aircraft (30), each main engine (11,12) being able to provide a maximum main power Wmaxi, each secondary engine (21) being able to provide a maximum secondary power WMax2, characterized in that said power plant (1) comprises a calculating means (6) determining said second setpoint W2 * so that each secondary motor (21) only functions when said flight power Wi 01 is greater than the sum of said maximum main powers Wmax / of each main engine (11,12).
    [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 W / * to be supplied by said first motor group (10), defined such that 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 second setpoint W2 * is equal to zero when a first sum of said maximum main powers Wmax / of each main motor (11 , 12) is greater than or equal to said flight power Wvoi, 3037924 - the difference between said flight power W '/ and said first sum of said maximum main powers WMax1 of each main engine (11,12) when said difference is positive and less than a second sum of said maximum secondary powers Wmax2, and said second sum of said maximum secondary powers Wmax2 when said difference is greater than said second sum of said maximum secondary powers WMax2-
    [0013]
    13. Powerplant (1) according to any one of claims 10 to 12, characterized in that said flight power W '/ necessary for the flight of said aircraft (30) is defined according to the flight phase of said aircraft (30) from the performance curves of said aircraft (30).
    [0014]
    14. Powerplant (1) according to any one of claims 10 to 13, characterized in that said first motor unit (10) comprises two identical main motors (11, 12) and said second motor unit (20) comprises a secondary engine (21).
    [0015]
    15.Aironef (30) 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 14.
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    同族专利:
    公开号 | 公开日
    US20170066541A1|2017-03-09|
    EP3109155A1|2016-12-28|
    FR3037924B1|2018-05-04|
    US10106268B2|2018-10-23|
    CN106275411B|2019-05-10|
    EP3109155B1|2017-11-15|
    CN106275411A|2017-01-04|
    引用文献:
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    FR3008957A1|2013-07-23|2015-01-30|Eurocopter France|REGULATED TRIMMER MOTOR INSTALLATION FOR AN AIRCRAFT WITH A ROTARY VESSEL|
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    FR2898584B1|2006-03-15|2008-12-19|Airbus France Sas|METHOD AND DEVICE FOR CONTROLLING THE PUSH OF A MULTI-ENGINE AIRCRAFT|
    FR2916420B1|2007-05-22|2009-08-28|Eurocopter France|HIGH FREQUENCY FAST HYBRID HELICOPTER WITH CONTROL OF LONGITUDINAL PLATE.|
    FR2916421B1|2007-05-22|2010-04-23|Eurocopter France|SYSTEM FOR CONTROLLING A GIRAVION.|
    FR2916418B1|2007-05-22|2009-08-28|Eurocopter France|FAST HYBRID HELICOPTER WITH EXTENDABLE HIGH DISTANCE.|
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    FR2948629B1|2009-07-28|2011-08-19|Eurocopter France|VARIABLE HAPTIC RESTITUTION AMORTIZATION FOR AN AIRCRAFT FLIGHT ATTITUDE CHANGING CINEMATICS CHAIN|
    FR2967132B1|2010-11-04|2012-11-09|Turbomeca|METHOD OF OPTIMIZING THE SPECIFIC CONSUMPTION OF A BIMOTING HELICOPTER AND DISSYMMETRIC BIMOTOR ARCHITECTURE WITH A CONTROL SYSTEM FOR ITS IMPLEMENTATION|
    FR2998542B1|2012-11-26|2015-07-17|Eurocopter France|METHOD AND AIRCRAFT WITH ROTARY WING WITH THREE ENGINES|
    FR3000466B1|2012-12-27|2015-02-13|Eurocopter France|METHOD FOR ROTATING A ROTOR OF A ROTOR BY FORECKING ANTICIPATION OF TORQUE REQUIREMENTS BETWEEN TWO ROTATOR ROTATION SPEED INSTRUCTIONS|
    US9409655B1|2015-01-28|2016-08-09|Airbus Helicopters|Flight instrument displaying a variable rotational speed of a main rotor of an aircraft|
    FR3036235B1|2015-05-15|2018-06-01|Airbus Helicopters|METHOD FOR ACTIVATING AN ELECTRIC MOTOR OF A HYBRID INSTALLATION OF A MULTI-ENGINE AIRCRAFT AND AN AIRCRAFT|
    FR3036789B1|2015-05-29|2017-05-26|Airbus Helicopters|METHOD OF ESTIMATING THE INSTANTANEOUS MASS OF A ROTATING WING AIRCRAFT|
    FR3037923B1|2015-06-23|2018-05-04|Airbus Helicopters|METHOD FOR CONTROLLING A TRIMOTIVE MOTOR INSTALLATION FOR A ROTARY WING AIRCRAFT|
    FR3047974B1|2016-02-18|2018-01-19|Airbus Helicopters|DEVICE AND METHOD FOR CONTROLLING A CLUTCH BETWEEN THE ENGINE AND THE MAIN POWER TRANSMISSION BOX OF AN AIRCRAFT|
    FR3053025B1|2016-06-28|2018-06-15|Airbus Helicopters|IMPROVING THE DETECTION AND SIGNALING OF THE VORTEX DOMAIN APPROACH BY A GIRAVION|FR3032176A1|2015-01-29|2016-08-05|Airbus Helicopters|DEVICE FOR MONITORING A POWER TRANSMISSION SYSTEM OF AN AIRCRAFT, AN AIRCRAFT PROVIDED WITH SAID DEVICE AND THE METHOD USED|
    FR3037923B1|2015-06-23|2018-05-04|Airbus Helicopters|METHOD FOR CONTROLLING A TRIMOTIVE MOTOR INSTALLATION FOR A ROTARY WING AIRCRAFT|
    US10287026B2|2017-02-04|2019-05-14|Bell Helicopter Textron Inc.|Power demand anticipation systems for rotorcraft|
    US11254219B2|2019-03-25|2022-02-22|Beta Air, Llc|Systems and methods for maintaining attitude control under degraded energy source conditions using multiple propulsors|
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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
    FR1501300A|FR3037924B1|2015-06-23|2015-06-23|METHOD FOR CONTROLLING A TRIMOTIVE MOTOR INSTALLATION FOR A ROTARY WING AIRCRAFT|
    FR1501300|2015-06-23|FR1501300A| FR3037924B1|2015-06-23|2015-06-23|METHOD FOR CONTROLLING A TRIMOTIVE MOTOR INSTALLATION FOR A ROTARY WING AIRCRAFT|
    EP16172230.1A| EP3109155B1|2015-06-23|2016-05-31|A method of regulating a three-engined power plant for a rotary wing aircraft|
    US15/175,269| US10106268B2|2015-06-23|2016-06-07|Method of regulating a three-engined power plant for a rotary wing aircraft|
    CN201610459182.8A| CN106275411B|2015-06-23|2016-06-22|It adjusts for rotor blade aircraft with there are three the methods of the power-equipment of engine|
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