Turbomeca

Safran Helicopter Engines

Jean-Michel Haillot

A main power unit implements an optimization method in an aircraft including energy-consuming equipments, a cabin in which air is renewed and temperature and/or pressure of which are regulated by a regulation system, main power-generating engines, and a flight control unit. The main power unit is built into a compartment which is insulated from other zones of the aircraft with a fireproof bulkhead and fitted with an outside-air intake and an exhaust nozzle. The main power unit includes an engine-type power unit as a main power source, fitted with a gas generator and with a power turbine for driving equipments including a supercharger. The supercharger is coupled, via a regulation control which communicates with the control unit, with the regulation system in order to supply a necessary pneumatic energy to the cabin.

Self-contained power unit for implementing a method for optimizing the operability of an aircraft propulsive unit

A chain of components for transmitting electric power of an aircraft includes an auxiliary power unit (APU), main engines and end consumer systems via power networks and electronic connections controlled by a unit. The APU supplies power to a shaft by a connection to at least one energy converter unit, via a transmission unit, each converter unit comprising only one convertible electromechanical component. The transmission of power is effected by a direct connection to the transmission unit and to the end consumer system. The connection between a converter unit and the APU is provided by connecting the shaft of the APU to the shaft of the starter/generator (SG) via a directional transmission of power operating in one direction only from the shaft of the APU to the shaft of the SG.

Method for rationalising a chain of electrical components of an aircraft, implementation architecture and corresponding aircraft

A method optimizing fuel-injection control with driving speeds of apparatuses adjusted by controlling a turbine speed according to power, and optimizing control of a free turbine power package of an aircraft, including a low-pressure body, supplying power to apparatuses and linked to a high-pressure body. The method varies the low-pressure body speed to obtain a minimum speed for the high-pressure body, so power supplied by the apparatuses remains constant. Power supplied by the apparatuses is dependent upon the apparatuses driven speed by the low-pressure body, and a speed set point of the low-pressure body is dependent upon a maximum value of minimum speeds of the apparatuses, enabling required power to be optimized, upon a positive or zero incrementation added to the speed set point of the low-pressure body to minimize speed of the high-pressure body to the apparatuses power supply.

Method for optimizing the control of a free turbine power package for an aircraft, and control for implementing same

A method for optimizing operability of an aircraft propulsive unit, and a self-contained power unit implementing the method. The method removes mechanical bleed constraints in engines during transient flight phases of an aircraft to optimize operability of the engine assembly during the phases. To this end, a supply of power is provided, particularly during the phases, by an additional indirectly propulsive engine power source. The method for optimizing operability of the propulsive unit of an aircraft including main engines as main drive sources includes, using a main engine power unit GPP as a power source, providing all the non-propulsive power and, during the transient engine phases, at most partially providing additional power to the body of the main engines.

Method for optimizing the operability of an aircraft propulsive unit, and self-contained power unit for implementing same

A method and system limiting specific consumption of an aircraft by matching sizing of a power supply to actual power needs of a cabin pressure control system. The method optimizes overall efficiency of energy supplied onboard an aircraft including, in an environment near the cabin, at least one main power-generating engine, sized to serve as a single pneumatic energy-generating source for the cabin and as an at most partial propulsive, hydraulic, and/or electric energy-generating source for the rest of the aircraft. The method minimizes power differential between a nominal point of the power sources when the sources are operating, and a sizing point of non-propulsive energy contributions of the sources when the main engine has failed, by equally dividing power contributions of the main engines and the main power generator under nominal operating conditions and in an event of failure of a main engine.

Growing community of inventors

Beuste, France

Jean-Michel Haillot