Rotorcraft Turboshaft Power Split for Lower Fuel Burn
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Solution Overview
Problem
Conventional rotorcraft with multiple turboshaft engines experience suboptimal specific fuel consumption during moderate power generation phases due to engines being sized for worst-case scenarios, leading to inefficiencies and increased emissions.
Innovation Solution
A method involving asymmetrical operation of turboshaft engines, where one engine operates at high output power to optimize fuel consumption and the other is assisted by an electric machine to reduce fuel flow, with both engines contributing to the required power without idling.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If turboshaft engines are sized for worst-case flight scenarios, then flight safety is ensured, but specific fuel consumption becomes suboptimal during moderate power generation phases
Solution Approach 1:
The patent implements dynamic power distribution between multiple turboshaft engines based on real-time flight conditions. Instead of operating engines at fixed power levels, the system continuously adjusts the power output of each engine to match actual demand, allowing engines to operate at optimal efficiency points during moderate power phases while maintaining sufficient total capacity for worst-case scenarios.
Solution Approach 2:
The system changes the operating parameters of the turboshaft engines by adjusting fuel flow rates and power distribution dynamically. During moderate power phases, engines are operated at lower fuel flow rates and optimized power settings rather than at maximum capacity, thereby improving specific fuel consumption while still meeting flight safety requirements through coordinated multi-engine operation.
2Productivity
If multiple turboshaft engines operate at moderate power levels, then flight operations are maintained, but specific fuel consumption increases due to engines being sized for maximum power scenarios
Solution Approach 1:
The patent employs dynamic power management where the power output of each turboshaft engine is continuously adjusted based on actual flight requirements. During moderate power phases, engines operate at optimized power levels rather than being constrained by maximum power design specifications, enabling better fuel efficiency while maintaining necessary productivity.
Solution Approach 2:
The system implements asymmetric power distribution among multiple engines, where each engine may operate at different power levels optimized for its specific performance characteristics. This allows the fleet of engines to collectively meet power requirements while individual engines operate in their most efficient ranges, reducing overall specific fuel consumption.
3Use of energy by moving object
If one turboshaft engine operates at high power to optimize fuel consumption, then specific fuel consumption improves, but additional power is needed to drive the rotor
Solution Approach 1:
The patent divides the total power requirement into segments handled by multiple turboshaft engines. By operating multiple engines in parallel rather than relying on a single engine at maximum power, the system allows each engine to operate at optimized power levels with better specific fuel consumption while collectively delivering the necessary total power for rotor drive.
Solution Approach 2:
The system merges the power output of multiple turboshaft engines to meet total power requirements. Instead of one engine operating at high power with poor efficiency, multiple engines combine their optimized power outputs, achieving both improved specific fuel consumption and sufficient total power delivery through coordinated operation.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach reduces fuel consumption and emissions by optimizing the specific fuel consumption of each engine, achieving efficient power distribution and minimizing idle operation.
Implementation Method 1
an input electric machine operating on request at least in motor mode, the input electric machine being connected by an input kinematic linkage to a gas generator of the second turboshaft engine
Implementation Method 2
an output electric machine operating on request at least in electrical energy generator mode, being driven by the first output kinematic linkage
Implementation Method 3
The gas generator is provided with at least one compressor, a combustion chamber and an expansion turbine connected to the compressor by a connecting shaft
Data Source
AI summary
A method for controlling at least a first turboshaft engine and a second turboshaft engine of a rotorcraft, which set a common kinematic linkage in motion, the rotorcraft having an output electric machine cooperating with a first output kinematic linkage of the first turboshaft engine, the rotorcraft having an input electric machine cooperating with a gas generator of the second turboshaft engine. The method includes the following steps: supplying fuel to the first turboshaft engine, operating the output electric machine in electrical energy generator mode, supplying fuel to the second turboshaft engine, and operating the input electric machine in motor mode in order to supply a second non-zero power to said common kinematic linkage.