Method and configuration for an auxiliary power engine to deliver propulsive and/or non-propulsive energy in a helicopter architecture

Patent metadata

Field	Value
Publication number	US-10301035-B2
Application number	US-201314410671-A
Country	US
Kind code	B2
Filing date	Jun 12, 2013
Priority date	Jun 29, 2012
Publication date	May 28, 2019
Grant date	May 28, 2019

Abstract

A method and configuration to optimize an entire traction system available on a helicopter including an auxiliary engine by allowing the engine to provide non-propulsive and/or propulsive power during flight. The auxiliary engine is coupled to participate directly in providing mechanical or electrical propulsive power and electrical non-propulsive power to the aircraft. An architecture configuration includes an on-board power supply network, two main engines, and a system for converting mechanical energy into electrical energy between a main gearbox to the propulsion members and a mechanism receiving electrical energy including the on-board network and power electronics in conjunction with starters of the main engines. An auxiliary power engine provides electrical energy to the mechanism for receiving electrical energy via the energy conversion system and a mechanism for mechanical coupling between the auxiliary engine and at least one propulsion member.

First claim

The invention claimed is:

1. A method for supplying at least one of propulsive or non-propulsive power in a helicopter architecture including
an on-board power supply network,
a main traction system coupled to a mechanical transmission system which drives propulsion members during flight, and
an energy conversion system for converting mechanical energy into electrical energy coupled to at least one of the mechanical transmission system or to the main traction system providing non-propulsive power to the on-board power supply network,
the method comprising:
when the helicopter is on ground, coupling an auxiliary engine to the on-board power supply network via the energy conversion system to provide the on-board power supply network with non-propulsive power, and coupling the auxiliary engine to the main traction system for start-up of the main traction system; and
when the helicopter is in flight, coupling the auxiliary engine to the on-board power supply network to provide non-propulsive power to the on-board power supply network, and coupling the auxiliary engine to a dedicated traction system on the mechanical transmission system to provide a portion of the propulsive power,
wherein the auxiliary engine is coupled to the energy conversion system and to the mechanical transmission system via a speed-reduction system,
wherein, in a first operating state of the speed-reduction system when the helicopter is on the ground, the auxiliary engine is switched on and the main traction system is switched off, and
wherein, in a second operating state of the speed-reduction system when the helicopter is in flight, the auxiliary engine is switched on and the main traction system is switched on.

2. A method for supplying energy according to claim 1 , wherein the auxiliary engine is coupled by a reversible energy conversion system to the on-board power supply network to provide non-propulsive power to the main traction system for the start-up of the main traction system in the first operating state of the speed-reduction system.

3. A method for supplying energy according to claim 1 , wherein the electrical energy from the on-board power supply network comes from an adjustment between energy drawn off on the mechanical transmission and the main traction system by the energy conversion system.

4. A method for supplying energy according to claim 3 , wherein the energy conversion system is connected only to the speed-reduction system such that the electrical energy of the on-board power supply network only comes from the auxiliary engine via the speed-reduction system when the main traction system is switched off.

5. A method for supplying energy according to claim 3 , wherein the auxiliary engine is integrated directly in the mechanical transmission system such that the auxiliary engine provides electrical energy to the on-board power supply network by converting energy with generators on the mechanical transmission system, and provides propulsive power to at least one propulsion member via the mechanical transmission system.

6. A configuration for supplying at least one of propulsive or non-propulsive power in a helicopter, comprising:
an on-board power supply network;
two main engines coupled to a mechanical transmission system which drives propulsion members during flight;
an energy conversion system for converting mechanical energy into electrical energy between a main gearbox of a system for mechanical transmission to the propulsion members and means for receiving electrical energy comprising the on-board power supply network and power electronics in conjunction with starters of the main engines;
an auxiliary engine for providing electrical energy to the means for receiving electrical energy via the energy conversion system;
a dedicated traction system on the mechanical transmission system which couples the auxiliary engine and at least one of the propulsion members; and
a speed-reduction system which couples the auxiliary engine to the energy conversion system and to the mechanical transmission system,
wherein when the helicopter is on ground and the speed-reduction system is in a first operating state, the auxiliary engine is coupled to the on-board power supply network via the energy conversion system to provide the on-board power supply network with non-propulsive power, and the auxiliary engine is coupled to the main traction system for start-up of the main traction system, and
wherein when the helicopter is in flight and the speed-reduction system is in a second operating state, the auxiliary engine is coupled to the on-board power supply network via the energy conversion system to provide non-propulsive power to the on-board power supply network, and the auxiliary engine is coupled to the dedicated traction system on the mechanical transmission system to provide a portion of the propulsive power.

7. A configuration for supplying energy according to claim 6 , wherein the auxiliary engine is selected from an APU unit, a free-turbine or connected-turbine gas turbine, and a diesel engine.

8. A configuration for supplying energy according to claim 7 , wherein the energy conversion system comprises generators or reversible motor generator units connected to at least one of the main gearbox, the main engines, or the auxiliary engine to provide electrical energy to the on-board power supply network and to the power electronics.

9. A configuration for supplying energy according to claim 8 , wherein the auxiliary engine is integrated in the main gearbox in conjunction with the generators to provide non-propulsive power, the auxiliary engine configured to provide non-propulsive power to the on-board power supply network and to the power electronics via the generators on the main gearbox and propulsive power via the main gearbox to the at least one of the propulsion members.

10. A configuration for supplying energy according to claim 8 , wherein the speed-reduction system is a reduction gear assembly belonging to the mechanical transmission system.

11. A configuration for supplying energy according to claim 10 , wherein the reduction gear assembly directly connects the auxiliary engine to at least one of the main gearbox or to a drive shaft of the anti-torque rotor, and the auxiliary engine to at least one of a motor generator or to at least one generator forming part or all of the energy conversion system to provide electrical energy to the on-board power supply network and to the power electronics.

12. A configuration for supplying energy according to claim 11 , wherein the reduction gear assembly comprises at least two lines of speed reduction gears coupled by at least one stub shaft between the auxiliary engine mounted on the first line and a power take-off on the main gearbox or the propulsion member mounted on the second line, and wherein at least one stub shaft includes a reversible decoupling means and a free wheel so that the auxiliary engine does not drive the main rotor on the ground, and the main rotor does not drive the auxiliary engine on the ground or during flight, respectively.

13. A configuration for supplying energy according to claim 12 , wherein, in a case in which the generator of the energy conversion system is connected directly to the reduction gear assembly, the stub shaft including the reversible decoupling means and the free wheel drives the power take-off and the generator mounted via a free wheel on at least one of the second line of gears or on at least a second stub shaft including a free wheel between a generator and the auxiliary engine.

14. A configuration for supplying energy according to claim 12 , wherein the au

Assignees

• Safran Helicopter Engines
• Safran Power Units
• Safran Electrical & Power

Inventors

• Bedrine Olivier
• Sarrat Christian
• Silet Fabien
• Vieillard Sebastien

Classifications

• B64D2221/00

  Electric power distribution systems onboard aircraft · CPC title

• Y10T74/19014

  Plural prime movers selectively coupled to common output · CPC title

• B64C27/04

  Helicopters · CPC title

• B64D2041/002

  Mounting arrangements for auxiliary power units (APU's) · CPC title

• B64D41/00 Primary

  Power installations for auxiliary purposes · CPC title