Method and a rotary wing aircraft having three engines

Patent metadata

Field	Value
Publication number	US-9387934-B2
Application number	US-201314084877-A
Country	US
Kind code	B2
Filing date	Nov 20, 2013
Priority date	Nov 26, 2012
Publication date	Jul 12, 2016
Grant date	Jul 12, 2016

Abstract

An aircraft ( 1 ) having a rotary wing ( 2 ) and at least one main gearbox ( 5 ) for driving rotation of said rotary wing ( 2 ), said aircraft ( 1 ) having a first main engine ( 11 ) and a second main engine ( 12 ) driving said main gearbox ( 5 ), said aircraft ( 1 ) being provided with a main regulation system ( 15 ) regulating the first main engine ( 11 ) and the second main engine ( 12 ) in application of a setpoint that is variable. A secondary engine ( 21 ) is also capable of driving said main gearbox ( 5 ), said aircraft ( 1 ) having a secondary regulation system ( 25 ) that regulates the secondary engine ( 21 ) in application of a setpoint that is constant and that is independent of said main regulation system ( 15 ).

First claim

What is claimed is:

1. An aircraft having a rotary wing and at least one main gearbox for driving rotation of the rotary wing, the aircraft having a first main engine and a second main engine driving the main gearbox, the aircraft being provided with a main regulation system regulating the first main engine and the second main engine in application of a setpoint that is variable, wherein the aircraft is provided with a secondary engine driving the main gearbox, the aircraft having a secondary regulation system that regulates the secondary engine in application of a setpoint that is constant, the secondary regulation system being independent of the main regulation system.

2. An aircraft according to claim 1 , wherein the main regulation system comprises a first main control unit for controlling the first main engine and a second main control unit for controlling the second main engine, the first main control unit communicating with the second main control unit, the secondary regulation system including a secondary control unit for controlling the secondary engine, the secondary control unit having no connection with the first and second main control units.

3. An aircraft according to claim 1 , wherein the secondary engine presents a reactivity that is shorter than a reactivity of the main engines.

4. An aircraft according to claim 1 , wherein the main engines are identical, the secondary engine being different from the main engines.

5. An aircraft according to claim 4 , wherein the main gearbox has a plurality of stages for reducing speed of rotation, the main engines are connected to a first speed reduction stage, and the secondary engine is connected to a second speed reduction stage.

6. An aircraft according to claim 1 , wherein each main engine has a single contingency operating rating.

7. An aircraft according to claim 1 , wherein the secondary engine has at least two operating ratings, each regulated as a function of a respective setpoint that is constant.

8. An aircraft according to claim 1 , wherein the setpoint that is constant is either (i) a fixed power setpoint or (ii) a fixed fuel flow rate setpoint when the secondary engine is a fuel-burning engine.

9. An aircraft according to claim 1 , wherein the aircraft includes deactivation means for deactivating the secondary engine.

10. An aircraft according to claim 1 , wherein the secondary engine develops maximum power that is not sufficient for putting the rotary wing into overspeed when on the ground.

11. An aircraft according to claim 1 , wherein the secondary engine develops maximum power that is sufficient to put the rotary wing into overspeed, and the aircraft includes detection means to detect whether the aircraft is on the ground, the aircraft having inhibit means for inhibiting the secondary engine on the ground.

12. An aircraft according to claim 1 , wherein the aircraft may include a detection system for detecting whether the aircraft has a forward speed faster than a threshold forward speed and/or whether the rotary wing is exceeding a threshold speed of rotation, the aircraft having inhibit means for inhibiting the secondary engine when the aircraft possesses a forward speed that is faster than a threshold forward speed and/or when the rotary wing exceeds a threshold speed of rotation and/or when power needed for driving the rotary wing is less than available power delivered by the secondary engine.

13. An aircraft according to claim 11 , wherein the inhibit means comprise brake means for braking the secondary engine.

14. An aircraft according to claim 11 , wherein a freewheel is interposed between the secondary engine and the main gearbox, and the inhibit means comprise means for causing the secondary engine to idle or stop.

15. An aircraft according to claim 11 , wherein a clutch is interposed between the secondary engine and the main gearbox, and the inhibit means comprise means for declutching the clutch.

16. A method of driving rotation of a main gearbox driving rotation of a rotary wing of an aircraft, the method comprising:
regulating a first main engine and a second main engine of the aircraft with a main regulation system by applying a setpoint that is variable, the first main engine and the second main engine driving the main gearbox; and
regulating a secondary engine of the aircraft with a secondary regulation system by applying a setpoint that is constant, the secondary engine driving the main gearbox, and wherein the secondary regulation system is independent of the main regulation system.

17. A method according to claim 16 , wherein the secondary engine is regulated so that a reactivity of the secondary engine is shorter than a reactivity of the main engines.

18. A method according to claim 16 , wherein the secondary engine is regulated as a function either (i) of a fixed power setpoint, or iii) of a fixed fuel flow rate setpoint when the secondary engine is a fuel-burning engine.

19. A method according to claim 16 , wherein the secondary engine develops maximum power that is insufficient for putting the rotary wing into overspeed on the ground, and:
on starting the aircraft, the secondary engine and the main engines are put into operation on the ground in order to drive the rotary wing; and
when the aircraft is flying at a forward speed faster than a threshold forward speed or when the rotary wing exceeds a threshold speed of rotation and/or when power necessary for driving the rotary wing is less than available power delivered by the secondary engine, the secondary engine is inhibited.

20. A method according to claim 16 , wherein the secondary engine develops maximum power that is sufficient for putting the rotary wing into overspeed:
on the ground, the main engines are caused to operate to drive the rotary wing and the secondary engine is inhibited; and
in flight, when the aircraft is flying at a forward speed slower than a threshold speed and when the speed of rotation of the rotary wing is less than a threshold speed of rotation and/or when power needed for driving the rotary wing is greater than available power delivered by the secondary engine, the secondary engine is no longer inhibited.

21. An aircraft comprising:
at least one main gearbox for driving rotation of a rotary wing;
a first main engine and a second main engine driving the main gearbox;
a main regulation system to regulate the first main engine and the second main engine in application of a setpoint that is variable;
a secondary engine driving the main gearbox, wherein the secondary engine develops a maximum power sufficient to put the rotary wing into overspeed;
a secondary regulation system to regulate the secondary engine in application of a setpoint that is constant, wherein the secondary regulation system is independent of the main regulation system;
detection means to detect whether the aircraft is on the ground; and
inhibit means for inhibiting the secondary engine when the aircraft is on the ground.

Assignees

• Airbus Helicopters

Inventors

• Gomez Nayibe

Classifications

• B64D35/08

  characterised by the transmission being driven by a plurality of power plants (for hybrid-electric power plants B64D35/022) · CPC title

• B64D31/06 Primary

  actuated automatically · CPC title

• B64C27/12

  Rotor drives · CPC title

• B64D35/04 Primary

  characterised by the transmission driving a plurality of propellers or rotors · CPC title

• B64D35/025 Primary

  of parallel type · CPC title