422 results about "Turboshaft" patented technology

An air vehicle, such as a manned or unmanned air vehicle, has a fuselage, a rotor / scissors wing, and a scissors wing. At helicopter mode, the rotor / scissors wing rotates to make the air vehicle fly like a helicopter to achieve vertical and / or short take-off and landing, hovering, and low speed flying. At airplane mode, the rotor / scissors wing and scissors wing form a scissors wings configuration to maximize the air vehicle's flying efficiency at a wide range of speed and flying conditions by adjusting the yaw angle of the rotor / scissors wing and scissors wing. During the conversion from helicopter mode to airplane mode, the scissors wing generates lift to offload the rotating rotor / scissors wing and eventually the offloaded rotor / scissors wing's rotating speed is slowed and stopped so that the rotor / scissors wing can be locked at a specific position and the conversion can be achieved. In a reverse order, the air vehicle can convert from airplane mode to helicopter mode. Either turbofan or turbojet engine, or turboshaft / turbofan convertible engine can be used to power the air vehicle.

A hybrid propulsion aircraft is described having a distributed electric propulsion system. The distributed electric propulsion system includes a turbo shaft engine that drives one or more generators through a gearbox. The generator provides AC power to a plurality of ducted fans (each being driven by an electric motor). The ducted fans may be integrated with the hybrid propulsion aircraft's wings. The wings can be pivotally attached to the fuselage, thereby allowing for vertical take-off and landing. The design of the hybrid propulsion aircraft mitigates undesirable transient behavior traditionally encountered during a transition from vertical flight to horizontal flight. Moreover, the hybrid propulsion aircraft offers a fast, constant-altitude transition, without requiring a climb or dive to transition. It also offers increased efficiency in both hover and forward flight versus other VTOL aircraft and a higher forward max speed than traditional rotorcraft.

The lift, propulsion and stabilising system for vertical takeoff and landing aircraft of the invention consists of applying during vertical flight on, below or in the interior of the fixed-wing aircraft one or more rotors or large fans each one with two or more horizontal blades, said rotors are activated by means of turboshafts, turbofans or turboprops with a mechanical, hydraulic, pneumatic or electrical transmission, and the respective motors. Using lifting and / or stabilising and / or controlling fans and / or oscillating fins and / or air blasts. Placing the horizontal lifters near at least one end of the longitudinal axis and of the transverse axis of the aircraft. Generally said stabilising elements form 90° with one another and with the central application point of the rotor or application of that which results from the lift forces.

A gas turbine engine, in particular a turboshaft engine, includes a spool having a turbine and a gas generator compressor mounted thereto, a source of heat positioned between the turbine and the compressor, a first shaft and a free turbine mounted to the first shaft, and a control system for transferring power between the spool and the shaft. The operating speed of the gas generator compressor is re-matched in order to improve the efficiency and surge margin of the gas generator compressor and to improve the transient performance of the gas turbine engine.

An extractor tool used to remove the quill shaft unique to the General Electric T-700 series turboshaft engine when used as the powerplant for the AH-64A & D model Apache Helicopters. The extractor incorporates an alignment housing coupled with an extractor unit. The alignment unit consists of a top plate with alignment holes for the 2 pullers as well as a bottom plate that has mounting holes unique to the T-700 turboshaft engine with both plates held together by spacer sleeves. The extractor unit incorporates a threaded shaft with a machined point that is threaded through a crossbar. The crossbar holds 2 individual jaws that slide onto the crossbar and are used to grasp and remove the quill shaft when the quill shaft is mounted in the T-700 Series engine and installed for use as the primary powerplant in the AH-64A & D model Apache Helicopters.

The present invention relates to a method and to an associated fuel metering system for balancing the power delivered by two aircraft turboshaft engines by determining first and second limiting margins of the engines (M1, M2) which are transformed into first and second power margins. Thereafter, the values of the first and second power margins are compared in order to determine a primary difference between said first and second power margins. Finally, the engine having the greater power margin is accelerated in order to balance the first and second engines in power by minimizing the primary difference to as great as extent as possible.

Device for aircraft thrust reovery capable of linking a turboshaft engine and an engine strut.A device for thrust recovery (16) linking a turboshaft engine to an aircraft engine strut comprising an attachment fitting (22) fixed to an engine strut, a control bar (38) articulated on the attachment fittings (22) and two coupling rods (24) linking the control bar (38) to the central engine casing, almost along the longitudinal axis of the latter. Links with play are envisaged between each of the coupling rods (24) and the attachment fitting (22), to ensure transmission of thrust forces in the event of rupture of one of the parts of the device. These links with play comprise pivoting axes (48) which intersect the longitudinal axes of the corresponding coupling rods (24).

The invention discloses a building method for the universal comprehensive models of single-rotor helicopters and turboshaft engines. The method includes the building of the non-linear models of a helicopter and an engine, the static trimming of the single-rotor helicopter and the turboshaft engine, the dynamic calculation of the single-rotor helicopter and the turboshaft engine and the actual operation solution of the single-rotor helicopter and the turboshaft engine, wherein the static trimming adopts the Levenberg-Marquarat algorithm, the dynamic calculation adopts the fourth-order Ronge-Kutta method to solve the motion equation system of the helicopter and the single pass algorithm to solve the dynamic balance equation of the turboshaft engine, and the actual operation state solution adopts a modified linear quadratic regulator algorithm to carry out helicopter solution and a cascade PID (Proportion-Integration-Differentiation) plus torque feedforward plus collective pitch compensation and torsional vibration filter method to carry out engine solution and load filtration. The method can meet the test requirements of the universal models and control methods of the single-rotor helicopters and the turboshaft engines, and plays an active role in helping to shorten the development cycle and reduce the test risk and the cost.

The invention discloses a turboshaft engine dynamic real-time model establishing method and system. The method comprises the steps that a turboshaft engine dynamic real-time model is established; and a surplus oil flow dynamic coefficient adding and subtracting method is used for establishing the turboshaft engine dynamic real-time model. The problem that in an existing engine dynamic real-time model establishing process, modeling is carried out under the situation that only trail run data exist, and part feature data do not exist is solved, the method and system are suitable for engine numerical control system semi-physical simulation and can provide model guarantee for sensor analysis redundancy technology, and positive promotion effect is achieved on development cycle shortening and test risk and cost lowering.

Device for aircraft thrust recovery capable of linking a turboshaft engine and an engine strut. A device for thrust recovery (16) linking a turboshaft engine to an aircraft engine strut comprising an attachment fitting (22) fixed to an engine strut, a control bar (38) articulated on the attachment fittings (22) and two coupling rods (24) linking the control bar (38) to the central engine casing, almost along the longitudinal axis of the latter. Links with play are envisaged between each of the coupling rods (24) and the attachment fitting (22), to ensure transmission of thrust forces in the event of rupture of one of the parts of the device. These links with play comprise pivoting axes (48) which intersect the longitudinal axes of the corresponding coupling rods (24).

Multi-engine aircraft power plants and associated operating methods are disclosed. An exemplary multi-engine power plant comprises a first turboshaft engine and a second turboshaft engine configured to drive a common load such as a rotary wing of an aircraft; and a heat exchanger in thermal communication with an exhaust gas of the first turboshaft engine and in thermal communication with pre-combustion air of the second turboshaft engine. The heat exchanger is configured to permit heat transfer from the exhaust gas of the first turboshaft engine to the pre-combustion air of the second turboshaft engine.

The invention discloses a design method of a comprehensive disturbance rejection control system for a single-rotor wing helicopter / turboshaft engine. The invention designs a helicopter multi-model fused robust controller for controlling a helicopter and a turboshaft engine nonlinear model forecasting controller for controlling a turboshaft engine respectively, wherein the multi-model fused robust controller is obtained with a method comprising the following steps of: firstly, selecting a certain characteristic parameter of a controlled object, and partitioning the range of the characteristic parameter into a plurality of control subspaces; secondly, designing a corresponding sub-controller in each control subspace respectively; and lastly, performing online fusion on each sub-controller; and the nonlinear model forecasting controller is established with a method comprising the following steps of: training a turboshaft engine model on line to obtain a forecasting model; performing rolling optimization design on the forecasting model with a sequence secondary planning algorithm library; and performing feedback compensation. According to the method, the disturbance rejection capability of a single-rotor wing helicopter / turboshaft engine comprehensive control system can be improved remarkably.

The invention relates to an architecture of a propulsion system of a multiple-engine helicopter comprising turboshaft engines (5, 6), characterised in that it comprises: at least one hybrid turboshaft engine (5) that is capable of operating in at least one standby mode during a stable flight of the helicopter, the other turboshaft engines (6) operating alone during this stable flight; an air turbine (30) that is mechanically connected to the gas generator (17) of the hybrid turboshaft engine (5) and is suitable for rotating said gas generator (17); means for withdrawing pressurised air from the gas generator (27) of a running turboshaft engine (6); and a duct (31) for routing this withdrawn air to said air turbine (30).

Electric power from the low spool of a turboshaft engine is transferred to drive the compressor of an other turboshaft engine. This is used to assist in maintaining the other turboshaft idling while a single engine provides flight power or to increase acceleration for instance.

The invention provides an output torque measurement device of a turboshaft engine. The device comprises a power turboshaft, a reference shaft, a power turbine phonic wheel, an angle sensor and an electronic controller, wherein the power turboshaft comprises an input end and an output end which is connected with a load; the reference shaft is fixedly installed on the input end by a fixed end; a free end is cooperatively sheathed with the output end; the free end comprises first torque measuring teeth axially extending; the power turbine phonic wheel is fixedly sheathed at the output end; the power turbine phonic wheel comprises second torque measuring teeth; the second torque measuring teeth and the first torque measuring teeth are evenly crossed and cooperated at an interval; and the angle sensor is electrically connected with the electronic controller. The output torque measurement device is positioned in a low-temperature zone in the front of the turboshaft engine, so as to improve the measurement precision. Meanwhile, the device has simple structure, is convenient to operate and does not need other associated equipment, so that the weight of the engine is lightened, and the pneumatic loss of the engine is reduced. In addition, the device can conveniently measure the output torque and the output power of the turbine engine.

An electrical generator for extraction of electrical power from a gas turbine engine includes a rotor portion and a stator portion disposed within a booster cavity of the gas turbine engine. The rotor portion is rotatably supported about the stator portion. The stator portion rigidly is supported within the booster cavity. The rotor portion has a plurality of poles circumferentially arranged opposite the stator portion. The stator portion includes a plurality of coil portions disposed about an outer periphery of the stator portion adjacent to the stator portion. The stator and rotor portions are configured to generate electrical power when the rotor portion is rotated about the stator portion by a shaft of the gas turbine engine to induce electrical currents in the coil portions. The electrical generator extracts electric power from the turbine engine to supplement primary electrical generation sources of the engine.

The invention relates to an architecture of a propulsion system of a multi-engine helicopter, comprising turboshaft engines (1, 2) that are connected to a power transmission gearbox (3), and comprising a low DC voltage onboard network (7) for supplying helicopter equipment during flight, characterised in that it comprises: a hybrid turboshaft engine (1) that is capable of operating in at least one standby mode during a stable flight of the helicopter; an electrotechnical pack (20) for quickly restarting said hybrid turboshaft engine in order to bring said engine out of said standby mode and to reach a mode in which it provides mechanical power, said restart pack (20) being connected to said onboard network (7); and at least two sources (4, 16, 18) of electrical power for said onboard network (7).

An electrical generator for extraction of electrical power from a gas turbine engine includes a rotor portion and a stator portion disposed within a booster cavity of the gas turbine engine. The rotor portion is rotatably supported about the stator portion. The stator portion rigidly is supported within the booster cavity. The rotor portion has a plurality of poles circumferentially arranged opposite the stator portion. The stator portion includes a plurality of coil portions disposed about an outer periphery of the stator portion adjacent to the stator portion. The stator and rotor portions are configured to generate electrical power when the rotor portion is rotated about the stator portion by a shaft of the gas turbine engine to induce electrical currents in the coil portions. The electrical generator extracts electric power from the turbine engine to supplement primary electrical generation sources of the engine.

The invention relates to an architecture of a propulsion system of a multi-engine helicopter comprising turboshaft engines connected to a power transmission gearbox, characterised in that it comprises: at least one hybrid turboshaft engine (20) capable of operating in at least one standby mode during a stable cruise flight of the helicopter; at least two systems (30; 40) for controlling each hybrid turboshaft engine (20), each system (30; 40) comprising an electric machine (31; 41) connected to the hybrid turboshaft engine (20) and suitable for rotating the gas generator thereof, and at least one source (33; 43) of electrical power for said electric machine (31; 41), each reactivation system (30; 40) being configured such that it can drive said turboshaft engine (20) in at least one operating mode among a plurality of predetermined modes.

The drum of the invention is generally in the form of a body of revolution about a longitudinal axis, being made of a metal alloy and extending between an upstream end and a downstream end along a curved profile capable of being circumscribed in an annular envelope extending around said longitudinal axis, said profile extending radially about a surface of revolution presenting a generatrix line, said downstream end being provided with a stiffener. In characteristic manner, said stiffener is provided with at least one composite assembly mounted on said downstream end, said composite assembly comprising fibers and a polymer matrix. The drum is preferably for use in constituting a rotor of a low pressure compressor.

A sensor for measuring the rotational speed of a turboshaft of a turbocharger includes a sensor housing and a sensor element which is positioned in the sensor housing and which senses a variation of a magnetic field caused by the rotation of the turboshaft. In order to provide a sensor for measuring the rotational speed of a turboshaft which can be produced simply and at low cost and also can be integrated in a turbocharger without major structural modifications, the sensor element can be positioned outside the turbocharger, on or in a compressor housing, and a pole piece is arranged on the sensor element in such a way that it concentrates the magnetic field in the sensor element.

The invention relates to a turboshaft engine (10) in particular for a helicopter, that comprises a gas generator (12) and a free turbine (14) rotatingly driven by the gas flow (F) generated by the gas generator (12). The invention is characterised in that the turboshaft engine (10) further includes a motor / generator coupled (30) to a shaft (18) of the gas generator (12) for providing an amount ofadditional rotational kinetic energy to the shaft (18) during an acceleration phase of the turboshaft engine (10) or for diverting an amount of rotational kinetic energy from the shaft (18) during a deceleration phase of the turboshaft engine.

A hybrid propulsion aircraft is described having a distributed electric propulsion system. The distributed electric propulsion system includes a turbo shaft engine that drives one or more generators through a gearbox. The generator provides AC power to a plurality of ducted fans (each being driven by an electric motor). The ducted fans may be integrated with the hybrid propulsion aircraft's wings. The wings can be pivotally attached to the fuselage, thereby allowing for vertical take-off and landing. The design of the hybrid propulsion aircraft mitigates undesirable transient behavior traditionally encountered during a transition from vertical flight to horizontal flight. Moreover, the hybrid propulsion aircraft offers a fast, constant-altitude transition, without requiring a climb or dive to transition. It also offers increased efficiency in both hover and forward flight versus other VTOL aircraft and a higher forward max speed than traditional rotorcraft.

An architecture of a propulsion system of a multi-engine helicopter is disclosed, comprising turboshaft engines that are connected to a power transmission gearbox. It comprises: a hybrid turboshaft engine that is capable of operating in at least one standby mode during a stable flight of the helicopter; a pack for quickly restarting said hybrid turboshaft engine in order to bring said engine out of said standby mode and to reach a nominal operating mode; an auxiliary power unit that is connected to said electrotechnical restart pack by means of a first AC / DC converter and is capable of providing said restart pack, on demand, with power required for bringing said hybrid turboshaft engine out of said standby mode.

An aircraft (1) having a rotary wing (2) and turboshaft engines (11, 12, 13) for driving said rotary wing (2). The aircraft then includes two main engines (11, 12) that are identical, each capable of operating at at least one specific rating associated with a main power (maxTOP, OEIcont), and a secondary engine (13) capable of operating at at least one specific rating by delivering secondary power (maxTOP′, OEIcont′) proportional to the corresponding main power (maxTOP, OEIcont) in application of a coefficient of proportionality (k) less than or equal to 0.5, said aircraft having a control system (20) for driving the rotary wing by causing each main engine (11, 12) to operate continuously throughout a flight, and by using the secondary engine (13) as a supplement during at least one predetermined specific stage of flight.

Control lever for the angular setting of a stator blade, comprising a first end intended to be fitted in a fixed manner on a blade pivot, a second end comprising a cylindrical pin for fitting on a control ring, and a flat intermediate part connecting the first and second ends having shapes and dimensions determined in order to increase the natural frequencies of the lever in flexion and in torsion above the vibratory frequencies of the turboshaft engine upstream of the lever and in order to retain the stiffness of the lever.

The invention discloses a helicopter / engine comprehensive simulation model. The invention introduces a spin state rotor rotordynamic differential equation into the helicopter / engine comprehensive simulation model, thereby accurately simulating helicopter dynamic change in a helicopter spin training process. The invention further discloses a method and a system for controlling a turboshaft engine based on the model. In a normal flying stage, a spin starting stage and a stable spin stage, and before a clutch is closed in a spin recovery stage, a univariance controller using fuel oil flow as a control variable is used for controlling the turboshaft engine; and after the clutch is closed in the spin recovery stage, a bivariate controller using fuel oil flow and a guide vane angle as control variables is used for controlling the turboshaft engine. The helicopter / engine comprehensive simulation model provided by the invention can make the overshoot of a free turbine rotating speed of the turboshaft engine in the helicopter spin training process not more than 3%, and greatly improves dynamic quality of the fuel oil.

The invention relates to a method for starting an aircraft turboshaft engine, said turboshaft engine comprising a combustion chamber, a compressor shaft on which a compressor wheel is mounted to feed compressed air to said combustion chamber, at least one starter connected to said shaft so as to provide it with a specified starting torque for driving it in rotation. The method comprises accelerating the compressor shaft during a first start-up phase, then stabilising the rotational speed of the compressor shaft during a second start-up phase. During acceleration of the compressor shaft, the rotational speed of the shaft is regulated such that the acceleration of the shaft remains substantially constant.