Monitoring system for monitoring hybrid power plant of rotorcraft, related rotorcraft and method

Abstract

The invention relates to a monitoring system for monitoring a hybrid power plant of a rotorcraft, an associated rotorcraft and a method. The hybrid power plant (2) comprises: an electric motor (5) comprising a first drive shaft (15); comprising a second drive shaft (18); and a gearbox (9). The monitoring system comprises: at least one first sensing device (16, 17, 19) measuring a first item of torque information representative of a first engine torque C1 transmitted by a first drive shaft (15) to a first input shaft (10) of a gearbox (9); and a controller (31) that compares the first engine torque C1 with a first limit value VL1.

Description

[0001] Cross - reference to related applications

[0002] This application claims the benefit of FR2313102, filed on November 27, 2023, the disclosure of which is incorporated herein by reference in its entirety. Technical field

[0003] The present invention relates to the field of hybrid power devices for rotary wing aircraft, the hybrid power device comprising a thermal engine and an electric motor respectively capable of transmitting engine torque in parallel to the input shaft of a gearbox. The output shaft of the gearbox is connected to at least one rotor and enables it to rotate.

[0004] Furthermore, hereinafter, the term "rotor" may particularly refer to a lift rotor, an anti - torque rotor for controlling the yaw movement of a rotary wing aircraft, or a propeller or a tractor propeller.

[0005] The present invention proposes a solution for monitoring the mechanical behavior of such a hybrid power device in order to detect excessive torque when the thermal engine and the electric motor are operating simultaneously and to protect the gearbox in case of a fault or an over - limit situation.

[0006] Exceeding the torque limit is undesirable and can lead to damage to the gearbox. Background art

[0007] Furthermore, document US2019382124 relates to methods and devices for limiting torque on a rotary wing aircraft, the rotary wing aircraft comprising at least three engines (10) with unequal power distribution, which engines (10) can be thermal engines (12, 13) and electric motors (11).

[0008] A management computer (75) can calculate the distribution coefficients (α, β, γ) of each engine (11, 12, 13), which distribution coefficients reflect the percentage (ptot) of the total power delivered by that engine.

[0009] Tables of laws and / or values stored in the rotary wing aircraft (e.g., stored in the memory (77) of the management computer (75)) or equivalents can be used to determine each distribution coefficient.

[0010] The management computer (75) calculates the associated engine torque limits (limcouplmoteur1, limcouplmoteur2, limcouplmoteur3) of the engine by considering the distribution coefficients (α, β, γ) assigned to each engine (11, 12, 13).

[0011] The engine torque limits (limcouplmoteur1, limcouplmoteur2, limcouplmoteur3) assigned to the engine are equal to the minimum of the gearbox input torque limits (limcouplboite1, limcouplboite2, limcouplboite3) assigned to the engine and the intermediate limit (limint) assigned to the engine.

[0012] The current engine torque assigned to the engines (11, 12, 13) can be measured using torque meters on the output shafts (21, 22, 23) of the engines (11, 12, 13).

[0013] Thus, each engine computer (61, 62, 63) regulates the engine based on the current engine torque assigned to the engine it controls and the engine torque limit (limcouplmoteur1, limcouplmoteur2, limcouplmoteur3) assigned to the engine.

[0014] Each engine computer (61, 62, 63) can in particular control the fuel metering valve associated with each engine.

[0015] Furthermore, the three output shafts (21, 22, 23) can be connected to the three input shafts (31, 32, 33) respectively through three flywheels (51) and three connecting shafts (52).

[0016] The documents FR3122407 and US2020277072 relate to other transmission systems between an electric motor and an aircraft rotor. Summary of the Invention

[0017] Therefore, an object of the present invention is to propose an innovative monitoring system aimed at protecting the gearbox that moves through a hybrid device.

[0018] Therefore, the present invention relates to a monitoring system for monitoring a hybrid device of a rotary-wing aircraft comprising at least one rotor, the hybrid device comprising:

[0019] · An electric motor electrically connected to at least one electrical energy source through an electrical connection, the electric motor comprising a first drive shaft;

[0020] · A thermal engine comprising a second drive shaft; and

[0021] · A gearbox comprising:

[0022] o A first input shaft connected to the first drive shaft through a first mechanical connection;

[0023] o A second input shaft connected to the second drive shaft by a second mechanical connection; and o An output shaft connected to the at least one rotor by a third mechanical connection;

[0024] · At least one first sensing device that measures first torque information representing a first engine torque C1 transmitted from the first drive shaft to the first input shaft; and

[0025] · A memory that stores a first limit value VL1 associated with the first engine torque C1.

[0026] · According to the present invention, such a monitoring system is unusual because it includes a controller that compares the first engine torque C1 with the first limit value VL1 and thus controls a first reversible transmission device that is configured to transmit the first engine torque C1 and alternatively prevent the transmission of the first engine torque C1. The first reversible transmission device is controlled to allow the first drive shaft to rotate the first input shaft when the first engine torque C1 is less than the first limit value VL1 and to prevent the first drive shaft from rotating the first input shaft when the first engine torque C1 is greater than or equal to the first limit value VL1.

[0027] In other words, measuring the first torque information makes it possible to directly determine the value of the first engine torque C1 or calculate this value of the first engine torque C1. Thus, the first engine torque C1 is a current value that can vary depending on the torque requirements during maneuvers performed by the rotorcraft, the load on the rotorcraft, and external conditions such as atmospheric pressure and wind force. In addition, the on-board load can be input by the pilot or can be measured and includes the mass of the on-board fuel and the mass of the crew present in the rotorcraft.

[0028] The first limit value VL1 is predetermined and fixed. It can be determined in particular by tests, flight tests or simulations. In addition, this first limit value VL1 can be specific to the rotorcraft or the hybrid device.

[0029] The controller monitors the variation of the first engine torque C1 and, when this first engine torque C1 becomes greater than or equal to the first limit value VL1, it generates a control command that is transmitted to the first reversible transmission device. This control command is intended to at least temporarily prevent the first drive shaft from rotating the first input shaft and thus prevent the first engine torque C1 from being transmitted to the first input shaft.

[0030] The total engine torque transmitted to the output shaft is then only a function of the torque supplied by the thermal engine via the second mechanical connection and the second input shaft.

[0031] Furthermore, the control command can be maintained until the end of the flight or for a predetermined period of time, thereby allowing the pilot of the rotary-wing aircraft to act on the flight control means of the rotary-wing aircraft.

[0032] Advantageously, displaying information representing the first engine torque C1 and the first limit value VL1 can then allow the pilot of the rotary-wing aircraft to act on the flight control means to reduce the value of the first engine torque C1 before reaching the first limit value VL1.

[0033] Furthermore, several embodiments of the first reversible transmission means can be considered.

[0034] Thus, according to a first embodiment, the first reversible transmission means can include a first clutch positioned in a first mechanical connection member. When the first torque C1 is less than the first limit value VL1, the first clutch is arranged in an engaged state, and when the first torque C1 is greater than or equal to the first limit value VL1, the first clutch is arranged in a disengaged state.

[0035] Thus, such a first clutch can be controlled mechanically, hydraulically or electrically by a controller. When the first clutch is arranged in the disengaged state, the first engine torque C1 is then immediately eliminated by a reversible disconnection or disengagement of mechanical transmission in the first mechanical connection member.

[0036] According to a second embodiment, the first reversible transmission means can include an electrical switch positioned in an electrical connection member. When the first torque C1 is less than the first limit value VL1, the electrical switch is arranged in a closed state, and when the first torque is greater than or equal to the first limit value VL1, the electrical switch is arranged in an open state.

[0037] Such a switch can be, for example, a relay or a circuit breaker electrically controlled by a controller. In this case, when the switch is arranged in the open state, the first torque C1 is then immediately eliminated by reversibly cutting off the power supply in the electrical connection member.

[0038] Advantageously, the electrical connection member can include an inverter that converts direct current stored in the at least one electrical energy source into alternating current for powering the electric motor, and the electrical switch is positioned along the direction of current flow between the at least one electrical energy source and the inverter.

[0039] Thus, the electrical switch can cut off the power supply to the electric motor by disconnecting its power supply circuit between one or more electrical energy sources and the inverter.

[0040] According to an alternative, the electrical switch can be positioned along the direction of current flow between the inverter and at least one terminal for powering the electric motor.

[0041] In this case, the electric switch can cut off the power supply to the electric motor by disconnecting the power circuit between the inverter and the terminals supplying power to the electric motor.

[0042] In fact, the at least one first sensing device may include a voltage sensor that measures the supply voltage between the two terminals supplying power to the electric motor, and the at least one first sensing device includes an intensity sensor that measures the supply intensity of the current flowing in the electrical connection.

[0043] Therefore, the monitoring system may include voltage and intensity sensors capable of measuring the electric power consumed by the electric motor.

[0044] Alternatively or additionally, the at least one first sensing device may include a rotational speed sensor that measures the rotational speed of the first drive shaft relative to the housing of the electric motor.

[0045] Therefore, by knowing the electric power consumed by the electric motor, the efficiency of the electric motor, and the rotational speed of the first drive shaft, the controller can calculate the first engine torque transmitted from the first drive shaft to the first input shaft according to the following formula:

[0046]

[0047] where U is the supply voltage between the two terminals supplying power to the electric motor;

[0048] I is the supply intensity of the current flowing in the electrical connection;

[0049] ρ is the efficiency of the electric motor; and

[0050] ω is the rotational speed of the first drive shaft.

[0051] Advantageously, and regardless of the implementation of the power device, the monitoring system may include:

[0052] · At least one second sensing device that measures second torque information representing a second engine torque C2 transmitted from the second drive shaft to the second input shaft;

[0053] · A memory that stores a second limit value VL2 related to the second engine torque C2; and

[0054] · A controller that compares a second engine torque C2 with a second limit value VL2 and controls a second reversible transmission device configured to transmit the second engine torque C2 and alternatively prevent the transmission of the second engine torque C2. The second reversible transmission device is controlled to allow the second drive shaft to rotate the second input shaft when the second engine torque C2 is less than the second limit value VL2, and to prevent the second drive shaft from rotating the second input shaft when the second engine torque C2 is greater than or equal to the second limit value VL2.

[0055] In other words, measuring the second torque information enables the direct determination or calculation of the value of the second engine torque C2. Thus, the second engine torque C2 is also a current value that can vary depending on the torque requirements during maneuvers performed by the rotary-wing aircraft, the load on the rotary-wing aircraft, and external conditions such as atmospheric pressure and wind force.

[0056] The second limit value VL2 is predetermined and fixed. It can be determined in particular through tests, flight tests, or simulations and is specific to the rotary-wing aircraft or the power unit.

[0057] The controller monitors the variation of the second engine torque C2, and when the second engine torque C2 is greater than or equal to the second limit value VL2, it generates a control command that is transmitted to the second reversible transmission device that transmits the second engine torque C2. This control command is intended to at least temporarily prevent the second drive shaft from rotating the second input shaft and thus eliminate the second engine torque C2.

[0058] Then, the total engine torque transmitted to the output shaft is zero or equal to the first engine torque C1.

[0059] Furthermore, this control command can be maintained until the end of the flight or for a predetermined period of time, thus allowing the pilot of the rotary-wing aircraft to act on the flight control devices of the rotary-wing aircraft.

[0060] In addition, displaying the information representing the second engine torque C2 and the second limit value VL2 can then allow the pilot of the rotary-wing aircraft to act on the flight control devices to reduce the value of the second engine torque C2 before reaching the second limit value VL2.

[0061] According to the first embodiment, the second reversible transmission device can include a second clutch positioned in a second mechanical connection. When the second engine torque C2 is less than the second limit value VL2, the second clutch is arranged in an engaged state, and when the second torque C2 is equal to or greater than the second limit value VL2, the clutch is arranged in a disengaged state.

[0062] Thus, such a second clutch can be controlled mechanically, hydraulically or electrically by a controller. When the second clutch is arranged in the disengaged state, the second engine torque C2 is then immediately eliminated or prevented from being transmitted by a reversible disconnection or disengagement of the mechanical transmission in the second mechanical connection member.

[0063] According to the second embodiment, the second reversible transmission device may include a fuel metering valve that supplies fuel to the heat engine. When the second engine torque C2 is less than the second limit value VL2, the fuel metering valve is arranged in the open state with a non-zero fuel flow rate, and when the second engine torque C2 is greater than or equal to the second limit value VL2, the fuel metering valve is arranged in the closed state without fuel flow.

[0064] Thus, the fuel metering valve can cut off the fuel supply to the heat engine by stopping the fuel flow in the fuel supply circuit flowing between the fuel tank and the combustion chamber of the heat engine.

[0065] According to the third embodiment, the second reversible transmission device may include a shut-off valve that supplies fuel to the fuel metering valve. When the second engine torque C2 is less than the second limit value VL2, the fuel shut-off valve is arranged in the open position with a non-zero fuel flow rate, and when the second engine torque C2 is greater than or equal to the second limit value VL2, the shut-off valve is arranged in the closed position to cut off the fuel flow.

[0066] Thus, such a shut-off valve is independent of the fuel metering valve in order to prevent a failure of the fuel metering valve. For example, when the fuel metering valve is blocked in the open state with a non-zero fuel flow rate, it prevents the second reversible transmission device from cutting off the heat engine and thus eliminating the transmission of the second engine torque C2.

[0067] In fact, in the second and third embodiments, the second reversible transmission device further includes a flywheel arranged between the second drive shaft and the second input shaft in order to automatically disconnect the heat engine when the heat engine is no longer supplied with fuel.

[0068] In fact, the at least one second sensing device may include a torque meter that directly measures the second engine torque C2.

[0069] Then, such a torque meter may be arranged in the second mechanical connection member between the second drive shaft and the second input shaft.

[0070] Advantageously, and independently of the foregoing embodiments, the monitoring system may include:

[0071] · At least one third sensing device that measures third torque information representing a third engine torque C3 transmitted from the output shaft to the at least one rotor;

[0072] · A memory that stores a third limit value VL3 associated with a third engine torque C3; and

[0073] · The controller that compares the third engine torque C3 with the third limit value VL3 and controls at least one of a first reversible transmission device and a second reversible transmission device, the at least one reversible transmission device being controlled to allow the first drive shaft and the second drive shaft to rotate the first input shaft and the second input shaft when the third engine torque C3 is less than the third limit value VL3, and to prevent at least one of the first drive shaft and the second drive shaft from rotating the first input shaft or the second input shaft accordingly when the third engine torque C3 is greater than or equal to the third limit value VL3.

[0074] In other words, measuring the third torque information enables the value of the third engine torque C3 to be directly determined or calculated. Thus, the third engine torque C3 is also a current value that can vary depending on the torque requirements during a specific maneuver performed by the rotary-wing aircraft, the load on the rotary-wing aircraft, and external conditions such as atmospheric pressure and wind force.

[0075] Alternatively, the monitoring system may not be provided with a sensing device that measures the third torque information representing the third engine torque C3 transmitted by the output shaft. In this case, the value of the third engine torque C3 can be directly determined by the controller by calculating the sum of the first engine torque C1 and the second engine torque C2.

[0076] Regardless of whether the third engine torque C3 is measured or calculated, the third limit value VL3 is predetermined and fixed. It can be determined in particular by tests, flight tests, or simulations.

[0077] The controller monitors the change in the third engine torque C3, and when the third engine torque C3 is greater than or equal to the third limit value VL3, it generates a control command that is transmitted to at least one of the first reversible transmission device and the second reversible transmission device that transmits the first engine torque and the second engine torque. This control command is intended to at least temporarily prevent the first drive shaft and / or the second drive shaft from rotating the first input shaft and / or the second input shaft, and thus eliminate the first engine torque C1 and / or the second engine torque C2.

[0078] Then, the total engine torque transmitted to the output shaft can be equal to the first engine torque C1, the second engine torque C2, or zero.

[0079] Furthermore, when a third limit value VL3 is exceeded due to the pilot's manoeuvring, this control command can be maintained until the end of the flight or for a predefined period of time, thereby allowing the pilot of the rotary-wing aircraft to act on the flight control means of the rotary-wing aircraft in order to reduce the third engine torque C3 below the third limit value VL3.

[0080] According to a first alternative embodiment of the invention, when the third engine torque C3 is greater than or equal to the third limit value VL3, the controller can first control the first reversible transmission means to prevent the first drive shaft from rotating the first input shaft; then, if the third engine torque C3 remains greater than or equal to the third limit value VL3 after controlling the first reversible transmission means, the controller controls the second reversible transmission means to prevent the second drive shaft from rotating the second input shaft.

[0081] In this case, the controller thus first generates a first control command transmitted to the first reversible transmission means for transmitting the first engine torque C1 and, secondly, a second control command transmitted to the second reversible transmission means for transmitting the second engine torque C2. The controller can thus sequentially prevent the first engine torque C1 from being transmitted to the first input shaft and then prevent the second engine torque C2 from being transmitted to the second input shaft.

[0082] According to a second alternative embodiment of the invention, when the third engine torque C3 is greater than or equal to the third limit value VL3, the controller can simultaneously control the first reversible transmission means to prevent the first drive shaft from rotating the first input shaft and control the second reversible transmission means to prevent the second drive shaft from rotating the second input shaft.

[0083] According to a third alternative embodiment of the invention, when the third engine torque C3 is greater than or equal to the third limit value VL3, the controller can first identify the engine with the higher power and the engine with the lower power from among the electric motor and the heat engine and then first control the reversible transmission means corresponding to the engine with the lower power and then, if the third engine torque C3 remains greater than or equal to the third limit value VL3, control the other reversible transmission means corresponding to the engine with the higher power.

[0084] This third alternative embodiment of the invention thus makes it possible to maintain the maximum availability of the propulsion power of the rotary-wing aircraft.

[0085] According to a fourth alternative embodiment of the present invention, when the third engine torque C3 is greater than or equal to the third limit value VL3, the controller can first identify the engine with the maximum available energy and the engine with the minimum available energy from the electric motor and the thermal engine, and then first control the reversible transmission corresponding to the engine with the minimum available energy, and then, if the third engine torque C3 remains greater than or equal to the third limit value VL3, control the other reversible transmission corresponding to the engine with the maximum available energy.

[0086] Thus, this fourth alternative embodiment of the present invention helps to increase the maximum flight time of the rotary-wing aircraft.

[0087] In addition, the choice between different alternative embodiments of the present invention can depend on, for example, the type of mission being performed, or can be arbitrary, depending on the pilot's driving preferences.

[0088] In this case, the controller thus simultaneously generates a first control command transmitted to the first reversible transmission for transmitting the first engine torque C1 and a second control command transmitted to the second reversible transmission for transmitting the second engine torque C2. Then, the controller can be used to simultaneously cancel the first engine torque C1 and the second engine torque C2.

[0089] The present invention also relates to a rotary-wing aircraft including the hybrid device and at least one rotor as described above.

[0090] This rotary-wing aircraft is unusual because it includes a monitoring system for monitoring the hybrid device as described above.

[0091] The object of the present invention also lies in a monitoring method for monitoring a hybrid device of a rotary-wing aircraft including at least one rotor, the hybrid device including:

[0092] · An electric motor electrically connected to at least one electrical energy source through an electrical connection, the electric motor including a first drive shaft;

[0093] · A thermal engine including a second drive shaft; and

[0094] · A gearbox including:

[0095] o A first input shaft connected to the first drive shaft through a first mechanical connection;

[0096] o A second input shaft connected to the second drive shaft through a second mechanical connection; and o An output shaft connected to the at least one rotor through a third mechanical connection.

[0097] This method at least includes the following steps:

[0098] · Measuring, using at least one sensing device, a first torque information item representative of a first engine torque C1 transmitted from a first drive shaft to a first input shaft; and

[0099] · Comparing, using a controller, the first engine torque C1 with a first limit value VL1.

[0100] According to the invention, such a method is unusual because it includes controlling, using a controller, a first reversible transmission device configured to transmit the first engine torque C1 and alternatively to block the transmission of the first engine torque C1, the first reversible transmission device being controlled to allow the first drive shaft to rotate the first input shaft when the first engine torque C1 is less than the first limit value VL1 and to block the first drive shaft from rotating the first input shaft when the first engine torque C1 is greater than or equal to the first limit value VL1.

[0101] Thus, such a monitoring method is implemented in a rotary-wing aircraft and during a flight phase of the rotary-wing aircraft during which, for example when there is a control failure in a hybrid power plant or during a flight manoeuvre requiring a high torque of the rotor or gearbox, the engine torque transmitted to the rotor varies by increasing. BRIEF DESCRIPTION OF THE DRAWINGS

[0102] The invention and its advantages appear more particularly in the context of the following description of embodiments given by way of example and with reference to the drawings, in which:

[0103] Figure 1 is a view of a rotary-wing aircraft equipped with a monitoring system according to the invention;

[0104] Figure 2 is a schematic view showing a first variant of the control of a first reversible transmission device according to the invention;

[0105] Figure 3 is a schematic view showing a first example of a second variant of the control of a first reversible transmission device according to the invention;

[0106] Figure 4 is a schematic view showing a second example of a second variant of the control of a first reversible transmission device according to the invention;

[0107] Figure 5 is a schematic view showing a first variant of the control of a second reversible transmission device according to the invention;

[0108] Figure 6 is a schematic view showing a second variant of the control of a second reversible transmission device according to the invention;

[0109] Figure 7is a schematic diagram showing a third variant of the control of the second reversible transmission device according to the present invention; and

[0110] Figure 8 is a logic diagram showing a monitoring method according to the present invention. Detailed Description

[0111] Elements that are present in more than one figure are given the same reference numeral in each of these figures.

[0112] As already disclosed, the present invention relates to a monitoring system for monitoring a hybrid power plant of a rotary-wing aircraft.

[0113] As Figure 1 shown, such a rotary-wing aircraft includes at least one rotor 4, which can be, for example, a lift rotor, an anti-torque rotor for controlling the yaw movement of the rotary-wing aircraft, or a propeller or a tractor propeller.

[0114] Furthermore, such a hybrid power plant 2 includes an electric motor 5 electrically connected to at least one electrical energy source 7 by an electrical connection 6. Thus, the electric motor 5 includes a first drive shaft 15.

[0115] The hybrid power plant 2 further includes a thermal engine 8, which includes a second drive shaft 18.

[0116] Furthermore, the hybrid power plant 2 further includes a gearbox 9, which includes a first input shaft 10, a second input shaft 12, and an output shaft 20.

[0117] The first input shaft 10 is mechanically connected to the first drive shaft 15 by a first mechanical connection 11, and the second input shaft 12 is mechanically connected to the second drive shaft 18 by a second mechanical connection 13.

[0118] Furthermore, the output shaft 20 is mechanically connected to the at least one rotor 4 by a third mechanical connection 21.

[0119] Furthermore, each of the mechanical connections 11, 13, and 21 may include at least one shaft, at least one mechanical connector (such as a flywheel), a clutch, and a reduction stage of rotation including gears, pinions, or toothed wheels.

[0120] Such a monitoring system 1 includes at least one first sensing device 16, 17, 19, which measures first torque information representing a first engine torque C1 transmitted from the first drive shaft 15 to the first input shaft 10.

[0121] Thus, such a first sensing device 16, 17, 19 may include a voltage sensor 16 and an intensity sensor 17 arranged in the electrical connection 6.

[0122] AsFigure 2 As shown in more detail below, the voltage sensor 16 can measure the supply voltage between the two terminals 54, 55 that supply power to the electric motor 5, and the intensity sensor 17 can measure the supply intensity of the current flowing in the electrical connection 6.

[0123] In addition, the first sensing devices 16, 17, 19 may further include a rotational speed sensor 19 that measures the rotational speed of the first drive shaft 15 relative to the housing 25 of the electric motor 5.

[0124] The term "sensor" should be understood to mean a physical sensor capable of directly measuring the parameter in question, and also a system that may include one or more physical sensors and a device for processing signals, where the device for processing signals enables an estimate of the parameter to be provided based on the measurements provided by these physical sensors. Similarly, the concept of measuring a parameter refers to both the raw measurement results from the physical sensors and the measurement results obtained through relatively complex processing of the raw measurement signals.

[0125] Then, the monitoring system 1 can calculate the first engine torque C1 supplied by the first drive shaft 15 to the first input shaft 10 according to the following formula:

[0126]

[0127] where U is the supply voltage between the two terminals 54, 55 that supply power to the electric motor 5;

[0128] I is the supply intensity of the current flowing in the electrical connection 6;

[0129] ρ is the efficiency of the electric motor 5; and

[0130] ω is the rotational speed of the first drive shaft 15 relative to the housing 25.

[0131] The monitoring system 1 includes a memory 30 that stores a first limit value VL1 related to the first engine torque C1.

[0132] For example, the monitoring system 1 further includes a controller 31 that receives or calculates the first engine torque C1 according to the formula indicated above. The controller 31 compares the first engine torque C1 with the first limit value VL1 and controls the first reversible transmission devices 41, 51, which are configured to transmit the first engine torque C1 and alternatively prevent the transmission of the first engine torque C1.

[0133] Therefore, when the first engine torque C1 is less than the first limit value VL1, the first reversible transmission devices 41, 51 receive a control command from the controller 31 to allow the first drive shaft 15 to rotate the first input shaft 10, and when the first engine torque C1 is greater than or equal to the first limit value VL1, they receive another control command to prevent the first drive shaft 15 from rotating the first input shaft 10.

[0134] For example, the controller 31 may include at least one processor and at least one memory, at least one integrated circuit, at least one programmable system, or at least one logic circuit, and these examples do not limit the scope to be given to the term "controller". The term "processor" may equivalently refer to a central processing unit or CPU, a graphics processing unit or GPU, a digital signal processor or DSP, a microcontroller, etc.

[0135] Therefore, in Figures 2 to 4 different variants of the first reversible transmission devices 41, 51 are shown.

[0136] As Figure 2 shown, and according to a first variant of the first reversible transmission devices 41, 51, such a first reversible transmission device 41 may include a first clutch 42 positioned in the first mechanical connection 11.

[0137] Therefore, such a first clutch 42 is connected to the controller 31 via a wired or wireless device, and when the first torque C1 is less than the first limit value VL1, it receives a control command from the controller 31 to be in an engaged state. Alternatively, when the first torque C1 is greater than or equal to the first limit value VL1, the first clutch 42 receives another control command from the controller 31 to be in a disengaged state, thereby preventing the first torque C1 from being transmitted to the first input shaft 10.

[0138] According to a second variant of the first reversible transmission devices 41, 51, the first reversible transmission device 51 may include an electrical switch 52 positioned in the electrical connection 6.

[0139] Such an electrical switch 52 is also connected to the controller 31 via a wired or wireless device, and when the first torque C1 is less than the first limit value VL1, it receives a control command from the controller 31 to be in a closed state. Alternatively, when the first torque C1 is greater than or equal to the first limit value VL1, the electrical switch 52 receives another control command from the controller 31 to be arranged in an open state, thereby eliminating the first torque C1.

[0140] As Figure 3As shown, the electrical connector 6 may include an inverter 53 that converts direct current stored in the electrical energy source 7 into alternating current for supplying the electric motor 5. According to the first example of the second variant, the electrical switch 52 may then be positioned along the direction of current flow between the electrical energy source 7 and the inverter 53.

[0141] According to Figure 4 the second example of the second variant shown, the electrical switch 52 may alternatively be positioned along the direction of current flow between the inverter 53 and at least one of the terminals 54, 55 that supply the electric motor 5.

[0142] Furthermore, the monitoring system 1 may include at least one second sensing device 26 that measures second torque information representing the second engine torque C2 transmitted from the second drive shaft 18 to the second input shaft 12.

[0143] Advantageously, the second sensing device 26 may include a torque meter 27 that directly measures the second engine torque C2.

[0144] Therefore, the memory 30 may also be used to store a second limit value VL2 associated with the second engine torque C2.

[0145] Similarly, the controller 31 may receive or calculate the second engine torque C2 in order to then compare the second engine torque C2 with the second limit value VL2.

[0146] Then, the controller 31 may generate a control command to control the second reversible transmission devices 61, 71, which are configured to transmit the second engine torque C2 and alternatively to block the transmission of the second engine torque C2.

[0147] Therefore, when the second engine torque C2 is less than the second limit value VL2, such second reversible transmission devices 61, 71 are controlled by the controller 31 to allow the second drive shaft 18 to rotate the second input shaft 12.

[0148] Alternatively, when the second engine torque C2 is greater than or equal to the second limit value VL2, the second reversible transmission devices 61, 71 may be controlled by the controller 31 to block the second drive shaft 18 from rotating the second input shaft 12.

[0149] As Figure 5 shown, the first variant of the second reversible transmission device 61 may include a second clutch 62 positioned in the second mechanical connection 13.

[0150] Therefore, when the second engine torque C2 is less than the second limit value VL2, the second clutch 62 receives a control command from the controller 31 to be in an engaged state.

[0151] Alternatively, when the second engine torque C2 is greater than or equal to the second limit value VL2, the clutch 62 receives another control command from the controller 31 to be in the disengaged state. Thus, when in its disengaged state, the clutch 62 enables the prevention of the transmission of the second engine torque C2 to the second input shaft 12.

[0152] As Figure 6 shown, the second variant of the second reversible transmission device 71 may include a fuel metering valve 72 that supplies fuel to the heat engine 8. When the second engine torque C2 is less than the second limit value VL2, the fuel metering valve 72 receives a control command from the controller 31 to be in the open state with a non-zero fuel flow rate.

[0153] Alternatively, when the second engine torque C2 is greater than or equal to the second limit value VL2, the fuel metering valve 72 receives another control command from the controller 31 to be in the closed state with no fuel flow, thereby preventing fuel from being supplied to the heat engine 8 and thus preventing the second engine torque C2 from being transmitted to the second input shaft 12.

[0154] As Figure 7 shown, the third variant of the second reversible transmission device 81 may include a shut-off valve 83 arranged upstream of the fuel metering valve 72 that supplies fuel to the heat engine 8. When the second engine torque C2 is less than the second limit value VL2, the shut-off valve 83 receives a control command from the controller 31 to be in the open position with a non-zero fuel flow rate.

[0155] Alternatively, when the second engine torque C2 is greater than or equal to the second limit value VL2, the shut-off valve 83 receives another control command from the controller 31 to be in the closed position in order to cut off the fuel flow and prevent fuel from being supplied to the heat engine 8. In this case, the second engine torque C2 can no longer be transmitted to the second input shaft 12.

[0156] Furthermore, according to Figure 1 , the monitoring system 1 may further include at least one third sensing device 28 that measures third torque information representing a third engine torque C3 transmitted by the output shaft 20 to the at least one rotor 4.

[0157] Thus, the memory 30 can be used to store a third limit value VL3 related to the third engine torque C3.

[0158] Thus, the controller 31 can then compare the third engine torque C3 with the third limit value VL3 and generate at least one control command transmitted to at least one of the first reversible transmission device and the second reversible transmission devices 41, 51, 61, 71.

[0159] In addition, one or more reversible transmission devices 41, 51, 61, 71 are then controlled to allow the first drive shaft 15 and the second drive shaft 18 to rotate the first input shaft 10 and the second input shaft 12 when the third engine torque C3 is less than the third limit value VL3, and to prevent at least one of the first drive shaft 15 and the second drive shaft 18 from rotating the first input shaft 10 or the second input shaft 12 accordingly when the third engine torque C3 is greater than or equal to the third limit value VL3.

[0160] The monitoring system 1 may also include an alarm capable of generating a first alarm and a second alarm that are different from each other. Each alarm may be in the form of a visual alarm (e.g., emitting light using a light-emitting diode or the like or one or more characters displayed on a screen), an auditory alarm via a speaker, and / or a tactile alarm (e.g., vibrating a member held or worn by an individual through a vibration unit).

[0161] For example, when the first engine torque C1 is greater than or equal to the first alarm value VA1, the first alarm may be generated, and when the first engine torque C1 is greater than or equal to a second alarm value VA2 that is greater than the first alarm value VA1, the second alarm may be generated.

[0162] Therefore, the first alarm value VA1 is selected to be less than the first limit value VL1. The second alarm value VA2 may be selected to be less than or equal to the first limit value VL1.

[0163] The first alarm may be a message or warning displayed on a display for the pilot of the rotary-wing aircraft.

[0164] The second alarm may be a light and / or sound signal sent to the pilot of the rotary-wing aircraft.

[0165] As Figure 8 shown, the present invention also relates to a monitoring method 100 for a hybrid device 2 as described above of a rotary-wing aircraft 3 including at least one rotor 4.

[0166] This monitoring method 100 includes measuring 101 first item torque information representing the first engine torque C1 using the at least one first sensing device 16, 17, 19, and then comparing 102 the first engine torque C1 and the first limit value VL1 using the controller 31.

[0167] Then, the monitoring method 100 includes controlling 103 the first reversible transmission devices 41, 51 using the controller 31, which are configured to transmit the first engine torque C1 and alternatively prevent the transmission of the first engine torque C1.

[0168] Advantageously, the monitoring method 100 may include a preparatory step of storing 110 the first limit value VL1 in the memory 30.

[0169] Naturally, many variations are possible in the implementation of the present invention. Although several embodiments have been described above, it should be readily understood that it is not possible to contemplate identifying all possible embodiments exhaustively. It is naturally conceivable to replace any of the ways described by equivalent means without departing from the scope of the present invention.

Claims

1. A monitoring system (1) for monitoring a hybrid power device (2) of a rotorcraft (3), the rotorcraft (3) comprising at least one rotor (4), the hybrid power device (2) comprising: an electric motor (5) electrically connected to at least one source of electrical energy (7) via an electrical connection (6), said electric motor (5) comprising a first drive shaft (15); A heat engine (8) comprising a second drive shaft (18); as well as A gear box (9), comprising: o a first input shaft (10) connected to said first drive shaft (15) via a first mechanical connection (11); o a second input shaft (12) connected to the second drive shaft (18) via a second mechanical connection (13); and o an output shaft (20) connected to the at least one rotor (4) via a third mechanical connection (21), The monitoring system (1) comprises: at least one first sensing device (16, 17, 19) measuring a first item of torque information representative of a first engine torque C1 transmitted by the first drive shaft (15) to the first input shaft (10); and a memory (30) storing a first limit value VL1 associated with the first engine torque C1, The monitoring system (1) comprises a controller (31), the controller (31) compares the first engine torque C1 with the first limit value VL1, and controls a first reversible transmission device (41, 51) accordingly, the first reversible transmission device (41, 51) being configured to transmit the first engine torque C1 and alternatively prevent the transmission of the first engine torque C1, the first reversible transmission device (41, 51) being controlled to allow the first drive shaft (15) to rotate the first input shaft (10) when the first engine torque C1 is less than the first limit value VL1, and to prevent the first drive shaft (15) from rotating the first input shaft (10) when the first engine torque C1 is greater than or equal to the first limit value VL1.

2. The system according to claim 1, in, The first reversible transmission device (41) includes a first clutch (42) positioned in the first mechanical connection member (11), and when the first torque C1 is less than the first limit value VL1, the first clutch (42) is arranged in an engaged state, and when the first torque C1 is greater than or equal to the first limit value VL1, the first clutch (42) is arranged in a disengaged state.

3. The system according to claim 1, in, The first reversible transmission device (51) includes an electric switch (52) positioned in the electrical connector (6), and when the first torque C1 is less than the first limit value VL1, the electric switch (52) is arranged in a closed state, and when the first torque C1 is greater than or equal to the first limit value VL1, the electric switch (52) is arranged in an open state.

4. The system according to claim 3, in, The electrical connection (6) comprises an inverter (53) which converts direct current stored in the at least one electrical energy source (7) into alternating current for supplying power to the electric motor (5), and the electrical switch (52) is positioned along the flow direction of the current between the at least one electrical energy source (7) and the inverter (53).

5. The system according to claim 3, in, The electrical connection (6) comprises an inverter (53) which converts direct current stored in the at least one electrical energy source (7) into alternating current for supplying power to the electric motor (5), and the electrical switch (52) is positioned along the flow direction of the current between the inverter (53) and at least one terminal (54, 55) for supplying power to the electric motor (5).

6. The system according to claim 1, in, The at least one first sensing device (16, 17, 19) comprises a voltage sensor (16) for measuring a supply voltage between two terminals (54, 55) for supplying power to the electric motor (5), and an intensity sensor (17) for measuring the electrical intensity of a supply current flowing in the electrical connection (6).

7. The system according to claim 1, in, The at least one first sensing device (16, 17, 19) comprises a rotational speed sensor (19) which measures the rotational speed of the first drive shaft (15) relative to a housing (25) of the electric motor (5).

8. The system according to claim 1, in, The monitoring system (1) comprises: at least one second sensing device (26) for measuring a second item of torque information representative of a second engine torque C2 transmitted by the second drive shaft (18) to the second input shaft (12); the memory (30) storing a second limit value VL2 associated with the second engine torque C2; ​​and The controller (31) compares the second engine torque C2 with the second limit value VL2 and controls a second reversible transmission device (61, 71, 81), the second reversible transmission device (61, 71, 81) being configured to transmit the second engine torque C2 and alternatively prevent the transmission of the second engine torque C2, the second reversible transmission device (61, 71, 81) being controlled to allow the second drive shaft (18) to rotate the second input shaft (12) when the second engine torque C2 is less than the second limit value VL2, and to prevent the second drive shaft (18) from rotating the second input shaft (12) when the second engine torque C2 is greater than or equal to the second limit value VL2.

9. The system according to claim 8, The second reversible transmission device (61) includes a second clutch (62) positioned in the second mechanical connection member (13), and when the second engine torque C2 is less than the second limit value VL2, the second clutch (62) is arranged in an engaged state, and when the second torque C2 is greater than or equal to the second limit value VL2, the clutch (62) is arranged in a disengaged state.

10. The system according to claim 8, in, The second reversible transmission device (71) includes a fuel metering valve (72) for supplying fuel to the heat engine (8), and when the second engine torque C2 is less than the second limit value VL2, the fuel metering valve (72) is arranged in an open state with a non-zero fuel flow rate, and when the second engine torque C2 is greater than or equal to the second limit value VL2, the fuel metering valve (72) is arranged in a closed state without fuel flow.

11. The system according to claim 8, in, The second reversible transmission device (81) includes a shut-off valve (83) for supplying fuel to a fuel metering valve (82), wherein when the second engine torque C2 is less than the second limit value VL2, the shut-off valve (83) is arranged in an open position with a non-zero fuel flow rate, and when the second engine torque C2 is greater than or equal to the second limit value VL2, the shut-off valve (83) is arranged in a closed position to cut off the flow of fuel.

12. The system according to claim 8, in, The at least one second sensing device (26) includes a torque meter (27) for directly measuring the second engine torque C2.

13. The system according to claim 8, The monitoring system (1) comprises: at least one third sensing device (28) for measuring a third item of torque information representative of a third engine torque C3 transmitted by said output shaft (20) to said at least one rotor (4); The memory (30) stores a third limit value VL3 associated with the third engine torque C3; and The controller (31) compares the third engine torque C3 with the third limit value VL3 and controls at least one of the first reversible transmission device (41, 51, 61, 71) and the second reversible transmission device, wherein the at least one reversible transmission device (41, 51, 61, 71) is controlled to allow the first drive shaft (15) and the second drive shaft (18) to rotate the first input shaft (10) and the second input shaft (12) when the third engine torque C3 is less than the third limit value VL3, and to prevent at least one of the first drive shaft (15) and the second drive shaft (18) from rotating the first input shaft (10) or the second input shaft (12) respectively when the third engine torque C3 is greater than or equal to the third limit value VL3.

14. The system according to claim 13, in, When the third engine torque C3 is greater than or equal to the third limit value VL3, the controller (31) first controls the first reversible transmission device (41, 51) to prevent the first drive shaft (15) from rotating the first input shaft (10), and then the controller (31) controls the second reversible transmission device (61, 71) to prevent the second drive shaft (18) from rotating the second input shaft (12).

15. The system according to claim 13, in, When the third engine torque C3 is greater than or equal to the third limit value VL3, the controller (31) controls the first reversible transmission device (41, 51) to prevent the first drive shaft (15) from rotating the first input shaft (10), and simultaneously controls the second reversible transmission device (61, 71) to prevent the second drive shaft (18) from rotating the second input shaft (12).

16. A rotorcraft (3) comprising a hybrid power device (2) and at least one rotor (4), the hybrid power device (2) comprising: an electric motor (5) electrically connected to at least one source of electrical energy (7) via an electrical connection (6), said electric motor (5) comprising a first drive shaft (15); A heat engine (8) comprising a second drive shaft (18); as well as A gear box (9), comprising: o a first input shaft (10) connected to said first drive shaft (15) via a first mechanical connection (11); o a second input shaft (12) connected to the second drive shaft (18) via a second mechanical connection (13); and o an output shaft (20) connected to the at least one rotor (4) via a third mechanical connection (21), The rotorcraft (3) comprises the monitoring system (1) for monitoring the hybrid power plant (2) according to any one of claims 1 to 15.

17. A monitoring method (100) for monitoring a hybrid power device (2) of a rotorcraft (3), the rotorcraft (3) comprising at least one rotor (4), the hybrid power device (2) comprising: an electric motor (5) electrically connected to at least one source of electrical energy (7) via an electrical connection (6), said electric motor (5) comprising a first drive shaft (15); A heat engine (8) comprising a second drive shaft (18); as well as A gear box (9), comprising: o a first input shaft (10) connected to said first drive shaft (15) via a first mechanical connection (11); o a second input shaft (12) connected to the second drive shaft (18) via a second mechanical connection (13); and o an output shaft (20) connected to the at least one rotor (4) via a third mechanical connection (21), The monitoring method (100) comprises at least the following steps: measuring (101) a first item of torque information representing a first engine torque C1 transmitted by the first drive shaft (15) to the first input shaft (10) using at least one first sensing device (16, 17, 19); and using a controller (31) to compare (102) the first engine torque C1 with a first limit value VL1, The monitoring method (100) includes controlling (103) a first reversible transmission device (41, 51) using the controller (31), wherein the first reversible transmission device (41, 51) is configured to transmit the first engine torque C1 and alternatively prevent the transmission of the first engine torque C1, and the first reversible transmission device (41, 51) is controlled to allow the first drive shaft (15) to rotate the first input shaft (10) when the first engine torque C1 is less than the first limit value VL1, and to prevent the first drive shaft (15) from rotating the first input shaft (10) when the first engine torque C1 is greater than or equal to the first limit value VL1.

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