Multi-engine aircraft equipped with at least one air supply duct fitted with an air deflector

Abstract

The present invention relates to an aircraft (1) comprising a first turboshaft engine (21) and a second turboshaft engine (31) supplied with air respectively by a first air supply system (401) and a second air supply system (402) having respectively a first air intake duct (45) and a second air intake duct (48). For at least one equipped air intake duct (400) of the first and second air intake ducts, the aircraft includes an air separator (50) adapted to be arranged for use in the air intake duct upstream of the air inlet and downstream of the corresponding inlet section. (Shorthand figure: Figure 1)

Description

Title of the invention: Multi-engine aircraft equipped with at least one air supply duct fitted with an air deflector

[0001] The present invention relates to a multi-engine aircraft equipped with at least one air supply duct fitted with an air deflector.

[0002] An aircraft is usually equipped with a propulsion system comprising at least one engine, and sometimes at least one power transmission. For example, a multi-engine rotorcraft is equipped with several engines to drive at least one main rotor via a power transmission. This main rotor contributes at least partially to the lift and sometimes to the propulsion of the rotorcraft.

[0003] In particular, an engine may be a turboshaft engine comprising a gas generator and at least one power turbine. The gas generator is equipped with a compressor supplying compressed air to a combustion chamber. In addition, the gas generator is equipped with an expansion unit comprising at least one high-pressure turbine driven by the hot gases exiting the combustion chamber, and fixed in rotation to the compressor.

[0004] To supply combustion to a turboshaft engine with air from the outside, the aircraft includes an air supply system. The air supply system may include at least one radial or axial inlet section connected by at least one air intake duct to an air inlet of the turboshaft engine. The inlet section may be equipped with a filter, for example, whether installed in the air inlet of the turboshaft engine and / or in the aircraft's air intake duct.

[0005] The performance of a turboshaft engine depends, in particular, on the airflow supplying the compressor. An aircraft's air supply system can disrupt this airflow and, in certain cases, lead to turboshaft pumping. Turboshaft pumping occurs when the airflow has an angle of attack relative to the compressor blades greater than a critical angle. This high angle of attack can be reached, in particular, in the presence of airflow disturbances such as air vorticity, a non-uniform air pressure field, and / or a non-uniform air temperature field. The resulting aerodynamic stall prevents the combustion chamber from receiving sufficient air.

[0006] On a twin-engine aircraft, two turboshaft engines are conventionally arranged side by side and are supplied by two independent air supply systems. The turboshaft engines are identical. However, the two air intake systems are symmetrical with respect to a vertical plane of symmetry in the aircraft's frame of reference. The effects generated by the two aircraft air supply systems on the airflows The airflow transmitted to the two turboshaft engines is therefore asymmetrical. Such effects are subsequently referred to as "installation effects." The airflow supplying the first turboshaft engine has an angle of incidence relative to the compressor blades of that first turboshaft engine that decreases compared to an average value, while conversely, this angle of incidence increases for the other engine and thus approaches the pumping limit.

[0007] To avoid pumping, a turboshaft engine can be adapted to include guide compressor vanes, called "Variable Inlet Guide Vane" in English, and / or a relief valve to reduce this angle of incidence by air pressure effects in the compressor.

[0008] Document CN 114033542 A describes an air supply system for a helicopter engine. This system includes an air inlet. A flap is mounted on the lower edge of the air inlet.

[0009] The present invention then aims to provide an innovative aircraft to limit the risks of pumping.

[0010] The invention thus relates to an aircraft comprising a first turboshaft engine and a second turboshaft engine supplied with air respectively by a first air delivery system and a second air delivery system, the first air delivery system comprising a first inlet section connected by at least one first air intake duct to a first air inlet of the first turboshaft engine, the second air delivery system comprising a second inlet section connected by at least one second air intake duct to a second air inlet of the second turboshaft engine.

[0011] For at least one air intake duct fitted among the first air intake duct and the second air intake duct, the aircraft includes an air separator suitable for being arranged, permanently or in a position of use, in the air intake duct fitted upstream of the air inlet of the corresponding turboshaft engine and downstream of the corresponding inlet section of the aircraft.

[0012] The air separator of an equipped air intake duct thus makes it possible to straighten the airflow upstream of the turboshaft engine in question in order to compensate for the installation effects generated by the air supply system on the intake airflow. Therefore, the air separator can eliminate the need for specific devices in the turboshaft engines for this purpose.

[0013] Thus, the invention makes it possible to easily limit the risks of surges related to installation effects, and can avoid modifying a turboshaft engine, unlike conventional prior art. Furthermore, the invention offers the possibility of varying the aircraft configuration according to the turboshaft engine used and / or the desired performance, by adapting or removing an air separator before flight.

[0014] Optionally, only one air intake duct is equipped with an air separator, particularly if only one turboshaft engine is likely to be subject to the pumping phenomenon due to asymmetrical installation effects. Alternatively, both air intake ducts are each equipped with an air separator.

[0015] The aircraft may also include one or more of the following characteristics.

[0016] According to one possibility, the first air delivery system and the second air delivery system can be symmetrical with respect to a plane of symmetry of the aircraft.

[0017] Optionally, the first air inlet section may include a first filter and the second air inlet section may include a second filter.

[0018] These various characteristics are likely to generate asymmetric installation effects on air flows that can be treated with at least one air separator according to the invention.

[0019] Regardless of the number of turboshaft engines, an air separator can locally divide in two an internal volume delimited by the equipped air intake duct, the air passing from the inlet section to the corresponding air inlet on either side of the air separator.

[0020] According to a possibility compatible with the preceding ones, said air separator may include a blade.

[0021] A blade can allow the airflow upstream of a turbomotor to be straightened adequately.

[0022] Optionally, said blade may be twisted.

[0023] The blade can have a geometry adapted to properly straighten the airflow upstream of a turboshaft engine.

[0024] According to a possibility compatible with the preceding ones, said air separator is stationary in operation in the equipped air intake duct.

[0025] The expression "in operation" means that the air separator is stationary during an aircraft flight. This air separator may nevertheless be removable. The shape of the air separator may, in particular, be designed to compensate for installation effects generated by the air intake system. This air separator may be installed in the air duct using fasteners so that it can be removed if necessary, or integrated, molded, or even bonded without the possibility of removal.

[0026] Alternatively, said air separator may include a movable part which is movable relative to the fitted air intake duct, said aircraft including an actuator mechanically connected to the movable part to move the movable part on command.

[0027] The expression "movable relative to the fitted air intake duct" means that the moving part can be moved along at least one degree of freedom and / or deformed. Thus, the movement of the moving part can be achieved by deforming at least one section of the separator and / or by a mechanism that allows at least one degree of freedom in translation or rotation for the moving part to enable its movement. The movement of the moving part generated by the actuator can therefore include translation, rotation, and / or torsional deformation, for example.

[0028] This variant offers the possibility of modifying the installation effects of the aircraft, and therefore the performance of the turboshaft engine over an extended part of its operating range.

[0029] For example, the aircraft may include a controller communicating with at least one sensor and said actuator to control said actuator.

[0030] The controller is configured to control the actuator, and therefore the position of the moving part according to the current situation evaluated with the sensor(s).

[0031] Thus, said at least one sensor comprises at least one of the following sensors: a rotation speed sensor of a turbocharger supplied with air by the equipped air intake duct, a pressure sensor measuring the pressure of the air supplying the turbocharger supplied with air by the equipped air intake duct, a temperature sensor measuring the temperature of the air supplying the turbocharger supplied with air by the equipped air intake duct.

[0032] Each of the aforementioned parameters can indeed have an influence on the performance of the turbomachine and on the risks of pumping.

[0033] According to one possibility, said moving part is deformable in torsion.

[0034] For example, the actuator can twist the moving part, possibly within a limit of 60 degrees between its extreme edges.

[0035] Alternatively, said air separator may comprise a fixed part arranged in the equipped air intake duct, the moving part being arranged in the equipped air intake duct and connected to the fixed part by a torsionally elastically deformable link, said actuator being configured to generate a rotation of the moving part relative to the fixed part.

[0036] The air separator may comprise three parts so as to be able to deform in torsion.

[0037] At rest, the moving part, the fixed part, and the torsionally deformable elastic joint can be coplanar. However, the actuator can be actuated to deform the air separator by causing a rotation of the moving part.

[0038] Alternatively, said air separator may comprise a fixed part arranged in the equipped air intake duct, the movable part being movable in translation relative to the fixed part along an extension axis of the air intake duct equipped, said actuator being configured to generate a translation of the moving part relative to the fixed part.

[0039] The length of the air separator can then be controlled by the actuator.

[0040] Alternatively, said moving part may be movable between a first position and a second position, the moving part being at least partially outside the air intake duct fitted in the first position and sharing an internal volume of the air intake duct fitted in two in the second position.

[0041] The air separator can be arranged in the relevant air supply duct only if necessary.

[0042] The invention and its advantages will become apparent in more detail in the following description, with illustrative examples given by reference to the accompanying figures, which represent:

[0043] [Fig. 1], a schematic view of an example of an aircraft according to the invention,

[0044] [Fig. 2], a truncated perspective view of an air delivery system equipped of an air separator,

[0045] [Fig. 3], a partial perspective view of an air delivery system equipped with an air separator,

[0046] [Fig. 4], a schematic side view of an air supply system equipped with an air separator,

[0047] [Fig.5], a front view of the air supply system of [Fig.4],

[0048] [Fig. 6], a schematic side view of an air supply system equipped of an air separator,

[0049] [Fig.7], a front view of the air delivery system of [Fig.6] with an air separator having a movable part in a first position,

[0050] [Fig. 8], a front view of an air delivery system equipped with an air separator having a deformable movable part,

[0051] [Fig.9], a side view of an air delivery system with an air separator having a movable part in a retracted position,

[0052] [Fig. 10], a side view of the air supply system of [Fig. 9] with an air separator having a movable part in an extended position,

[0053] [Fig. 1 1], a front view of the air delivery system of Figures 9 and 10,

[0054] [Fig. 12], a front view of an air supply system with a separator air outside the air supply duct,

[0055] the [Fig.13], a front view of the air delivery system of the [Fig.12] with the air separator in the air delivery duct.

[0056] Elements present in several separate figures are assigned one and the same reference.

[0057] Fig. 1 presents an aircraft 1 according to the invention equipped with a drive system 10. For example, the drive system 10 sets in motion at least one rotor 2 or one propeller, via a mechanical chain 5. According to the illustrated example, the drive system 10 is mechanically connected to a power transmission box 6 which rotates at least one rotor 2.

[0058] This drive installation 10 comprises at least a first turboshaft engine 21 and a second turboshaft engine 31. Reference 20 designates any turboshaft engine, references 21, 31 designating particular turboshaft engines if necessary.

[0059] The turboshaft engines 21, 31 are equipped with a gas generator 26, 36 and a low-pressure turbine 22, 32 connected by a power shaft 23, 33 to the mechanical chain 5. More specifically, the gas generator 26, 36 comprises a compressor 27, 37 with at least one compression stage, a combustion chamber 29, 39 supplied with fuel by a fuel metering device and with air by the compressor 27, 37, and at least one high-pressure turbine stage 28, 38 fixed in rotation to the compressor 27, 37. According to arrow F2, the gases exiting the combustion chamber 29, 39 then set in motion the high-pressure turbine(s) 28, 38 and the low-pressure turbine(s) 22, 32, and are then directed outwards by one or more nozzles 81, 82 shown schematically.

[0060] The turboshaft engine(s) 20 are then supplied with air by one of the respective air supply systems 40. Such an air supply system 40 comprises an inlet section 41, optionally equipped with a filter, connected by at least one air intake duct 42 to an air inlet 49 of the corresponding turboshaft engine 20. Reference numerals 40, 41, 42 designate components of any air supply system, while reference numerals 401, 44, 45, 402, 47, 48 designate specific air supply system components, if necessary.

[0061] Thus, the aircraft 1 illustrated comprises a first turboshaft engine 21 and a second turboshaft engine 31 supplied with air respectively by a first air delivery system 401 and a second air delivery system 402, the first air delivery system 401 comprising a first inlet section 44 connected by at least one first air intake duct 45 to a first air inlet 24 of the first turboshaft engine 21, the second air delivery system 402 comprising a second inlet section 47 connected by at least one second air intake duct 48 to a second air inlet 34 of the second turboshaft engine 31.

[0062] In this case, the first air delivery system 401 and the second air delivery system 402 can be symmetrical with respect to a plane of symmetry PS YM of the aircraft 1.

[0063] Optionally, the first air inlet section 44 includes a first filter 98 and the second air inlet section 47 includes a second filter 99.

[0064] Furthermore, for at least one air intake duct referred to as the "equipped air intake duct 400", the aircraft 1 includes at least one air separator 50 which extends in operation within this equipped air intake duct 400 to straighten the airflow upstream of the relevant turboshaft engine 20 and downstream of the air inlet section 41 in accordance with arrow Fl. Reference numeral 50 designates any air separator, while reference numerals 51 and 52 designate specific air separators of the air delivery systems 401 and 402.

[0065] It is possible to equip only one air supply duct 42 with an air separator 50, if only one turboshaft engine 20 is subject to the pumping phenomenon due to the geometry of the air supply systems 40.

[0066] Figure 2 illustrates such an air separator 50 arranged in an air intake duct 42, and shows a filter arranged at the inlet section 4L

[0067] In use, the air separator 50 locally divides an internal volume VINT delimited by the air intake duct equipped 400 into two volumes VI, V2, the air passing from the inlet section 41 to the corresponding air inlet 49 on either side of the air separator 50.

[0068] According to [Fig.3], an air separator 50 may include a blade 55, possibly twisted.

[0069] Regardless of this form, the air separator 50 can be stationary in operation, i.e. outside of a disassembly phase, in the air intake duct equipped with this air separator 50.

[0070] Conversely, figures 4 to 13 illustrate variants comprising an air separator 50 having at least one movable part 61, namely movable and / or elastically deformable.

[0071] With reference to [Fig. 4] and regardless of the variant, the aircraft 1 may then include an actuator 80 mechanically connected to the moving part 61 to move and / or deform it on command. Such an actuator 80 may take the form of an electric, hydraulic or pneumatic actuator, for example.

[0072] In addition, the aircraft 1 may include a controller connected by a wired or wireless link with at least one sensor 86, 87, 88 and the actuator 80.

[0073] The controller may include at least one processing unit. The processing unit may include, for example, at least one processor and at least one memory, at least one integrated circuit, at least one programmable system, at least one logic circuit; these examples do not limit the scope given to the expression "processing unit." The term processor may refer to a central processing unit of processing known by the acronym CPU, a graphics processing unit GPU, a digital unit known by the acronym DSP, a microcontroller, etc.

[0074] The term "sensor" here refers to a physical sensor capable of directly measuring the parameter in question, but also to a system that may include one or more physical sensors as well as signal processing means for providing an estimate of the parameter based on the measurements provided by these physical sensors. Similarly, the term "measurement" of this parameter will refer both to a raw measurement from a physical sensor and to a measurement obtained through more or less complex signal processing from raw measurements.

[0075] For example, the aircraft 1 includes at least one of the following sensors: a rotation speed sensor 86 of a compressor 27 of the corresponding turboshaft engine 20, a pressure sensor 87 measuring the pressure of the air supplying the corresponding turboshaft engine 20, a temperature sensor 88 measuring the temperature of the air supplying the corresponding turboshaft engine 20.

[0076] Thus, the controller applies instructions to transmit an analog or digital, electrical or optical signal to the actuator 80 according to the signals transmitted by the sensor(s) 86, 87, 88. The actuator 80 is then extended or retracted or moves a rotating member to move or deform the moving part 61.

[0077] According to figures 4 to 8, the air separator 50 is deformable.

[0078] According to [Fig. 4], the air separator 50 comprises a fixed part 62 arranged in The air intake duct 42. The moving part 61 is also arranged within the air intake duct 42 and connected to the moving part 61 by a torsionally elastic link 63. The actuator 80 is then connected to the moving part 61 to rotate the moving part 61 relative to the fixed part 62, the link 63 deforming elastically accordingly. Thus, Figures 4 and 5 illustrate the air separator 50 at rest. For example, the moving part 61, the fixed part 62, and the link 63 are coplanar. If necessary, the controller 85 drives the actuator 80 to generate a rotation of the moving part 61, as illustrated in Figures 6 and 7.

[0079] According to [Fig.8], the movable part 61 is torsionally deformable. For example, the movable part 61 extends from a fixed end 66 to a movable end 67 controlled by the actuator 80.

[0080] According to figures 9 to 13, the movable part 61 is movable in translation.

[0081] According to [Fig.9], the air separator 50 comprises a fixed part 62 arranged in the air intake duct 42, and a movable part 61 arranged in the air intake duct 42. The movable part 61 is movable in translation relative to the fixed part 52 along an extension axis AX of the air intake duct 42. The actuator 80 is then connected to the movable part 61 to move it in translation relative to the fixed part 62.

[0082] For example, and as illustrated in Figures 9 and 11, the moving part 61 is substantially adjacent to the fixed part 62 at rest. If necessary, the controller 85 drives the actuator 80 to generate a translation of the moving part 61 shown in [Fig. 10] to extend the air separator 50.

[0083] According to Figures 12 and 13, the movable part 61 is movable between a first position POS1 and a second position POS2. According to [Fig. 12], at rest, the movable part 61 is positioned by the actuator 80 at least partially, or even completely, outside the air intake duct 42 in the first position POS1. According to [Fig. 13], the actuator 80 moves the movable part 61 into the air intake duct 42 in the second position POS2. In this case, the air separator 50 may not have a fixed part 62.

[0084] Naturally, the present invention is subject to numerous variations in its implementation. Although several embodiments have been described, it is understood that it is not conceivable to exhaustively identify all possible embodiments. It is, of course, conceivable to replace a described means with an equivalent means without departing from the scope of the present invention as defined by the claims.

Claims

Demands

1. Aircraft (1) comprising a first turboshaft engine (21) and a second turboshaft engine (31) supplied with air respectively by a first air delivery system (401) and a second air delivery system (402), the first air delivery system (401) comprising a first inlet section (44) connected by at least one first air intake duct (45) to a first air inlet (24) of the first turboshaft engine (21), the second air delivery system (402) comprising a second inlet section (47) connected by at least one second air intake duct (48) to a second air inlet (34) of the second turboshaft engine (31), characterized in that, for at least one equipped air intake duct (400) among the first air intake duct (45) and the second air intake duct (48),said aircraft includes an air separator (50) suitable for being arranged in the air intake duct equipped (400) upstream of the air inlet of the corresponding turboshaft engine and downstream of the corresponding inlet section of the aircraft.

2. Aircraft according to claim 1, characterized in that the first air delivery system (401) and the second air delivery system (402) are symmetrical with respect to a plane of symmetry (PSYM) of the aircraft (1).

3. Aircraft according to any one of claims 1 to 2, characterized in that the first air inlet section (44) comprises a first filter (98) and the second air inlet section (47) comprises a second filter (99).

4. Aircraft according to any one of claims 1 to 3, characterized in that said air separator (50) locally divides into two an internal volume (VINT) delimited by the equipped air intake duct (400), the air passing from the inlet section (41) to the corresponding air inlet (49) on either side of the air separator (50).

5. Aircraft according to any one of claims 1 to 4, characterized in that said air separator (50) comprises a blade (55).

6. Aircraft according to claim 5, characterized in that said blade (55) is twisted.

7. Aircraft according to any one of claims 1 to 6, characterized in that said air separator (50) is stationary in operation in the air intake duct (400).

8. Aircraft according to any one of claims 1 to 6, characterized in that said air separator (50) comprises a movable part (61) which is movable relative to the equipped air intake duct (400), said aircraft (1) comprising an actuator (80) mechanically connected to the movable part (61) to move the movable part on command.

9. Aircraft according to claim 8, characterized in that said aircraft (1) comprises a controller (85) communicating with at least one sensor (86, 87, 88) and said actuator (80) to control said actuator (80).

10. Aircraft according to claim 9, characterized in that said at least one sensor comprises at least one of the following sensors: a speed sensor (86) of rotation of a compressor (27) of the turboshaft engine supplied with air by the equipped air intake duct (400), a pressure sensor (87) measuring a pressure of the air supplying the turboshaft engine supplied with air by the equipped air intake duct (400), a temperature sensor (88) measuring a temperature of the air supplying the turboshaft engine supplied with air by the equipped air intake duct (400).

11. Aircraft according to any one of claims 8 to 10, characterized in that said movable part (61) is torsionally deformable.

12. Aircraft according to any one of claims 8 to 10, characterized in that said air separator (50) comprises a fixed part (62) arranged in the equipped air intake duct (400), the movable part (61) being arranged in the equipped air intake duct (400) and connected to the fixed part (62) by a torsionally elastically deformable link (63), said actuator (80) being configured to generate a rotation of the movable part (61) relative to the fixed part (62).

13. Aircraft according to any one of claims 8 to 10, characterized in that said air separator (50) comprises a fixed part (62) arranged in the equipped air intake duct (400), the movable part (61) being movable in translation relative to to the fixed part (52) along an extension axis (AX) of the equipped air intake duct (400), said actuator (80) being configured to generate a translation of the moving part (61) relative to the fixed part (62).

14. Aircraft according to any one of claims 8 to 10, characterized in that said movable part (61) is movable between a first position (POS1) and a second position (POS2), the movable part (61) being at least partially outside the equipped air intake duct (400) in the first position (POS1) and sharing an internal volume of the equipped air intake duct in two in the second position (POS2).

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