METHOD OF MONITORING AT LEAST ONE FREEWHEEL OF A ROTARY WING AIRCRAFT, AND AN AIRCRAFT

Abstract

A method of monitoring a first freewheel interposed between a first drive shaft of a first engine and a rotor. The state of operation of said first freewheel is correct if the first inlet speed of rotation of the first drive shaft lies in a second range of values corresponding to the current stage of operation while the outlet speed of rotation of the rotor lies in a first range of values corresponding to the current stage of operation.

Claims

1. A monitoring method for monitoring at least one freewheel interposed between a drive shaft of an engine of an aircraft and a rotor of a rotary wing of the aircraft, a freewheel referred to as a “first” freewheel being interposed between the first drive shaft of an engine referred to as the “first” engine and the rotor, wherein the method comprises the following steps: determining that a stage of operation of the first engine has been initiated, the stage of operation comprising at least a stage of starting the first engine and/or at least a stage of stopping the first engine; measuring a speed of rotation of the first drive shaft referred to as the “first inlet speed of rotation”; measuring a speed of rotation of the rotor referred to as the “outlet speed of rotation”; comparing the outlet speed of rotation with a first predetermined range of values, the first range of values being bounded by a first low bound and by a first high bound that vary as a function of the stage of operation of the first engine; comparing the first inlet speed of rotation with a second predetermined range of values, the second range of values being bounded by a second low bound and by a second high bound, which vary as a function of the stage of operation of the first engine; and determining a state of operation of the first freewheel, the state of operation of the first freewheel being a correct state of operation if the first inlet speed of rotation lies in the second range of values corresponding to a current stage of operation while the outlet speed of rotation lies in the first range of values corresponding to the current stage of operation, the state of operation of the first freewheel being an incorrect state of operation if the first inlet speed of rotation does not lie in the second range of values while the outlet speed of rotation lies in the first range of values.

2. The monitoring method according to claim 1, wherein the method includes a display step, the state of operation being displayed on a display during the display step.

3. The monitoring method according to claim 1, wherein the method includes a storage step, the state of operation being stored in a memory.

4. The monitoring method according to claim 1, wherein the method includes a step of automatically stopping the first engine driving the first freewheel if the first freewheel is in an incorrect state of operation and if the first engine is in a starting stage.

5. The monitoring method according to claim 1, wherein the aircraft includes at least one selector having at least a “stop” position for causing an engine to stop, and a “flight” position for causing the engine to operate normally, the stage of operation of an engine at each instant being: a starting stage when the selector is operated to go from the “stop” position to the “flight” position; or a stopping stage when the selector is operated to pass from the “flight” position to the “stop” position.

6. The monitoring method according to claim 5, wherein the selector includes at least one “idle” position for causing the first engine to idle, the stage of operation at each instant being: a starting stage when the selector is operated to pass from the “stop” position to the “idle” position; or a starting stage when the selector is operated to pass from the “idle” position to the “flight” position; or a stopping stage when the selector is operated to pass from the “flight” position to the “idle” position; or a stopping stage when the selector is operated to pass from the “idle” position to the “stop” position.

7. The monitoring method according to claim 1, wherein, during a stopping stage and at each calculation instant, the second low bound and the second high bound are a function of the current outlet speed of rotation at the calculation instant.

8. The monitoring method according to claim 1, wherein during a stopping stage, the second low bound and the second high bound are equal to two respective predetermined constants.

9. The monitoring method according to claim 1, wherein the aircraft includes at least one engine referred to as a “second” engine for starting after the first engine, a second freewheel being interposed between a second drive shaft of the second engine and the rotor, the method comprising the following steps: determining that a stage of operation of the second engine has been initiated, the stage of operation comprising at least a starting stage of the second engine and/or at least a stopping stage of the second engine; measuring a speed of rotation of the second drive shaft referred to as the “second inlet speed of rotation”; comparing the second inlet speed of rotation with a third predetermined range of values, the third range of values being bounded at least by a third high bound; and determining a state of operation of the second freewheel at least as a function of a comparison of the second inlet speed of rotation with the third predetermined range of values.

10. The monitoring method according to claim 9, wherein during a starting stage, the second inlet speed of rotation lies in the third predetermined range of values if the second inlet speed of rotation is less than the product of the outlet speed of rotation divided by a predetermined proportionality constant, the state of operation of the second freewheel being a correct state of operation if the second inlet speed of rotation lies in the third range of values corresponding to the current stage of operation.

11. The monitoring method according to claim 9, wherein during a stopping stage with the third range of values being bounded by a third low bound and the third high bound, the third low bound and the third high bound are equal to two respective predetermined constants, the state of operation of the second freewheel being a correct speed of rotation if the second inlet speed of rotation lies in the third range of values corresponding to the current stage of operation, while the outlet speed of rotation lies in a first range of values corresponding to the current stage of operation.

12. An aircraft having a rotary wing and at least one engine referred to as a “first” engine, a first freewheel being interposed between a first drive shaft of the first engine and a rotor of the rotary wing, the aircraft including a monitoring system for monitoring at least the first freewheel, wherein the monitoring system comprises: a first measurement device measuring a speed of rotation of the first drive shaft referred to as the “first inlet speed of rotation”; a second measurement device measuring a speed of rotation of the rotor referred to as the “outlet speed of rotation”; and a processor unit connected to the first measurement device and to the second measurement device, the processor unit applying the method according to claim 1 to determine a state of operation of the first freewheel.

13. The aircraft according to claim 12, wherein the monitoring system includes a measurement system measuring at least one parameter for determining a stage of operation of an engine.

14. The aircraft according to claim 12, wherein the processor unit is connected to at least one of the following members: a warning unit provided with a display suitable for displaying the state of operation, a memory suitable for storing the state of operation, and a control and regulation unit suitable for stopping the first engine.

15. The aircraft according to claim 12, wherein the aircraft has at least one second engine for starting after the first engine, a freewheel referred to as the “second” freewheel being interposed between each second drive shaft of the second engine and the rotor, and the monitoring system includes a third measurement device measuring a speed of rotation of the second drive shaft referred to as the “second inlet speed of rotation”.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0083] The invention and its advantages appear in greater detail from the context of the following description of examples given by way of illustration and with reference to the accompanying figures, in which:

[0084] FIG. 1 is a diagram showing an aircraft of the invention;

[0085] FIG. 2 is a diagram explaining the method of the invention;

[0086] FIGS. 3 and 4 are two graphs showing the application of the invention to an aircraft having only a first engine; and

[0087] FIGS. 5 and 6 are two graphs showing the application of the invention to an aircraft having a first engine and at least one second engine.

[0088] Elements that are present in more than one of the figures are given the same references in each of them.

DETAILED DESCRIPTION OF THE INVENTION

[0089] FIG. 1 shows an aircraft 1 of the invention.

[0090] The aircraft 1 has a rotary wing with at least one rotor 2.

[0091] In order to rotate the rotary wing, the aircraft 1 has at least one engine referred to as the “first” engine 5, and a power transmission gearbox 3. At least a first engine 5, and possibly also a second engine 50, then drive(s) the power transmission gearbox 3 via a mechanical power transmission train 10, 100, the power transmission gearbox 3 then rotating the rotor 2.

[0092] Each engine has a rotary drive shaft driving a mechanical power transmission train. Each mechanical power transmission train includes an overrunning clutch or “freewheel” 15, 150.

[0093] By way of example, such an engine may be a fuel-burning engine.

[0094] In FIG. 1, a first engine 5 may be a first turboshaft engine. This first turboshaft engine has a first gas generator 6. This first gas generator is then conventionally provided with a first compressor 7 connected to a first high pressure turbine 8.

[0095] Furthermore, the first turboshaft engine is provided with a first power turbine 9. The gas coming from the first gas generator 6 then rotates the first power turbine 9, with the first power turbine 9 serving to rotate a first drive shaft 91. The first power turbine may be a free turbine that is not constrained to rotate with the first gas generator, or it may be a turbine known as a “linked” turbine that is constrained in rotation with the first gas generator.

[0096] Thereafter, a first mechanical power transmission train 10 connects the first drive shaft to the power transmission gearbox 3. This mechanical power transmission train 10 possesses in particular a first freewheel 15.

[0097] Thus, the first freewheel 15 has a driving portion connected mechanically to the first drive shaft either directly or indirectly via an upstream portion 11 of the transmission train. Furthermore, the first freewheel 15 has a driven portion mechanically connected to the power transmission gearbox 3, directly or via a downstream portion 12 of the transmission train. The downstream portion and/or the upstream portion may be provided with at least one power transmission shaft, connection means for accommodating misalignments, . . . .

[0098] Optionally, the aircraft 1 has a second engine 50. Like the first engine 5, the second engine 50 may comprise a second gas generator 60 and a second power turbine 90. The second power turbine 90 is secured to a second drive shaft 910. Thereafter, a second mechanical power transmission train 100 connects the second drive shaft 91 to the power transmission gearbox 3. This mechanical power transmission train 100 possesses in particular a second freewheel 150.

[0099] Optionally, and in an embodiment that is not shown, each engine drives a combining gearwheel, the combining gearwheel being mechanically connected to the power transmission gearbox 3.

[0100] Whatever the way in which it is regulated, the first outlet speed of rotation N21, N22 of each engine is proportional to the outlet speed of rotation NR. The first outlet speed of rotation N21, N22 of each engine is thus equal to the product of the outlet speed of rotation NR multiplied by a proportionality constant k greater than unity.

[0101] The first engine 5 and the second engine 50 may each be regulated by a respective regulation and control unit 35, 350. Such a unit may be a unit known as a full authority digital engine control (FADEC).

[0102] Each regulation and control unit 35, 350 may be controlled in particular by a control selector 36, 360 referred to more simply as a “selector”. Each selector may have a “stop” position requesting the corresponding engine to stop, and a “flight” position requesting normal operation of the engine, i.e. operation at a speed other than idling speed, and possibly also a “idle” position requesting the corresponding engine to be caused to idle.

[0103] The aircraft 1 is then provided with a monitor system 20 for monitoring the operation of each freewheel.

[0104] The monitor system 20 comprises a processor unit 25. By way of example, the processor unit 25 may comprise a processor, an integrated circuit, a programmable system, or a logic circuit, these examples not limiting the scope to be given to the term “processor unit”.

[0105] The processor unit may be an independent unit, or it may be a unit integrated in existing equipment, e.g. in a regulation and control unit 35, 350.

[0106] In the embodiment of FIG. 1, the processor unit comprises a processor or the equivalent 26 and a memory 27, the processor executing instructions stored in the memory 27 to perform the method of the invention.

[0107] The monitor system 20 comprises a first measurement device 40 connected to the processor unit. The first measurement device 40 measures a speed of rotation of the first drive shaft 91 referred to as the “first inlet speed of rotation N21”. This first measurement device 40 may comprise a phonic wheel, for example.

[0108] Optionally, the speed of rotation of the first gas generator is measured by a conventional system 41.

[0109] The monitor system 20 includes a second measurement device 45 connected to the processor unit. The second measurement device 45 measures a speed of rotation of the rotor 2 referred to as the “outlet speed of rotation NR”. The second measurement device 45 may comprise a phonic wheel, for example.

[0110] For each second engine 50, the monitor system 20 includes a third measurement device 400 connected to the processor unit. Each third measurement device 400 measures a speed of rotation of the second drive shaft 910 referred to as the “second inlet speed of rotation N22” of a second engine.

[0111] In addition, the monitor system 20 may include a measurement system 46, 460 measuring at least one parameter for determining a stage of operation of an engine 5, 50. Such a measurement system 46, 460 may comprise a sensor for determining the position of a selector 36, 360 of an engine.

[0112] The processor unit 25 may also be connected to at least one of the following members: a warning unit 30 provided with a display 31 suitable for displaying an operating state of a freewheel, a memory suitable for storing the operating state, a control and regulation unit 35, 350. The memory storing the operating state may comprise a memory of the processor unit, or indeed it may be a removable memory, for example.

[0113] FIG. 2 shows the method of the invention.

[0114] In a first step STP1, the processor unit determines whether a stage of operation of the first engine 5 and/or of the second engine 50 has been initiated. Such a stage of operation comprises at least a stage of starting the first engine, or a stage of stopping the first engine 5.

[0115] The stage of operation of an engine 5, 50 may at each instant be a starting stage selected from the following list:

[0116] a first starting stage when the selector 36, 360 of the engine is moved from the “stop” position to the “flight” position;

[0117] a second starting stage when the selector 36, 360 of the engine is moved from the “stop” position to the “idle” position; and

[0118] a third starting stage when the selector 36, 360 of the engine is moved from the “idle” position to the “flight” position.

[0119] The stage of operation of an engine 5, 50 may at each instant be a stopping stage selected from the following list:

[0120] a first stopping stage when the selector 36, 360 of an engine is moved from the “flight” position to the “stop” position;

[0121] a second stopping stage when the selector 36, 360 of an engine is moved from the “flight” position to the “idle” position; and

[0122] a third stopping stage when the selector 36, 360 of an engine is moved from the “idle” position to the “stop” position.

[0123] The processor unit may consider that each stage of operation terminates at the end of a predetermined duration, or at the end of a number of cycles of checking a freewheel, or indeed when the engine has reached the target set by the position of the associated selector. For example, the stopping stage requested by moving the selector into a “stop” position comes to an end when the engine in question has stopped completely.

[0124] During a second step STP2, the processor unit determines the first inlet speed of rotation N21 by using the first measurement device 40. In an aircraft having a plurality of engines, the second inlet speed of rotation N22 of each second engine is determined by using the third measurement device 400.

[0125] During a third step STP3, the processor unit 25 determines the outlet speed of rotation NR by using the second measurement device 45.

[0126] During a processing step STP4, the processor unit determines the state of operation of each freewheel.

[0127] During a display step STP5, the processor unit transmits a signal relating to this operating state to the warning unit 30. The warning unit then displays the operating state on the display 31.

[0128] An audible or visible alarm may be triggered on starting the first engine if the first freewheel is judged to be defective.

[0129] During a storage step STP6, the processor unit transmits a signal relating to this state of operation to a memory 27 in order to store it.

[0130] During a step STP7 of automatically stopping the first engine, the processor unit communicates with the regulation and control member 35 of the first engine to request stopping of the first engine if the first freewheel 15 is in an incorrect state of operation and if the first engine 5 is in a starting stage.

[0131] FIGS. 3 and 4 show the method of the invention as applied to an aircraft having only a first engine.

[0132] In particular, FIG. 3 shows the application of the method of the invention during a starting stage.

[0133] Each of FIGS. 3 and 4 comprises a graph having time plotted along the abscissa axis. The outlet speed of rotation NR and the first inlet speed of rotation N21 divided by the proportionality constant k are plotted up the ordinate axis as a percentage of a nominal speed of rotation. A first curve C1 plots the variation over time of the first inlet speed of rotation N21 divided by the proportionality constant k, and a second curve C2 plots the variation of the outlet speed of rotation NR.

[0134] With reference to FIG. 3, and independently of the stage of operation and of the number of engines, at each calculation instant the processor unit compares the outlet speed of rotation NR with a first predetermined range of values.

[0135] The first range of values is bounded by a first low bound b1inf and a first high bound b1sup that vary as a function of the stage of operation of the first engine 5.

[0136] Furthermore, at each calculation instant the processor unit compares the first inlet speed of rotation N21 with a second predetermined range of values. The second range of values is bounded by a second low bound b2inf and by a second high bound b2sup that vary as a function of the stage of operation of the first engine 5.

[0137] Thereafter, the processor unit deduces therefrom, where applicable, the operating state of the first freewheel. This operating stage of the first freewheel 15 is a correct operating state if the first inlet speed of rotation N21 lies in the second range of values corresponding to the current stage of operation while the outlet speed of rotation NR lies in the first range of values corresponding to the current stage of operation. Consequently, if the following two inequalities are satisfied, then the state of operation of the first freewheel is correct: [0138] b1inf<NR<b1sup [0139] b2inf<N21<b2sup

[0140] In contrast, the state of operation of the first freewheel 15 is an incorrect state of operation if the first inlet speed of rotation N21 does not lie in the second range of values while the outlet speed of rotation NR is in the first range of values. For example, if the following two inequalities are satisfied during a starting stage, then the state of operation of the first freewheel is incorrect: [0141] b1inf<NR<b1sup [0142] N21>b2sup

[0143] FIG. 3 shows the starting stage. After the selector has been moved from the “stop” position to the “flight” position, which is reached at about 100% of the nominal speed of rotation, or else to the “idle” position, which is reached at about 70% of the nominal outlet speed of rotation in the example shown, the first inlet speed of rotation N21 represented by the first curve C1 increases starting from an initial instant t0.

[0144] In contrast, the outlet speed of rotation represented by the second curve C2 increases with a time offset dt.

[0145] As from a given instant T1, the first curve C1 and the second curve C2 coincide. The first low bound b1inf may correspond substantially to the outlet speed of rotation reached when the first curve C1 joins the second curve C2.

[0146] The first high bound b1sup is positioned relative to the first low bound blinf as a function of the calculation frequency and of the desired number of calculation cycles.

[0147] Furthermore, during a starting stage and at each calculation instant, the second low bound b2inf and the second high bound b2sup are a function of the current outlet speed of rotation NR at the calculation instant.

[0148] FIG. 3 shows that the outlet speed of rotation NR and the first inlet speed of rotation N21 divided by the proportionality constant k are theoretically equal. Because of the margins of accuracy for measurement, the method of the invention makes use of measurement margins of accuracy M1 and M2.

[0149] Thus, at each calculation instant, the second high bound b2sup may be equal to the sum of the current outlet speed of rotation NR at this calculation instant multiplied by the proportionality constant k plus an accuracy margin M1. Likewise, at each calculation instant, the second low bound b2inf may be equal to the difference of the current outlet speed of rotation NR at this calculation instant multiplied by the proportionality constant k minus an accuracy margin M2.

[0150] FIG. 4 shows a stage of stopping the first engine.

[0151] When the first engine 5 is stopped by moving the selector 36 from its “flight” position in the example of FIG. 4, the first inlet speed of rotation N21 illustrated by the first curve C1 decreases initially more quickly than the outlet speed of rotation as represented by the second curve C2. Subsequently, the first curve C1 and the second curve C2 coincide.

[0152] In one method, the first high bound blsup and the first low bound b1inf are equal to respective constants. These constants are selected in particular so as to optimize the number of monitor calculation cycles performed.

[0153] The second low bound b2inf and the second high bound b2sup are also equal to two respective constants. These constants are predetermined by using the graph of FIG. 4.

[0154] FIGS. 5 and 6 show the operation of the invention on an aircraft a having a first engine and at least one second engine. In the graphs of FIGS. 5 and 6, a third curve C3 represents the second inlet speed of rotation N22 of a second engine divided by the proportionality constant k.

[0155] Under such circumstances, the processor unit determines that a stage of operation of the second engine 50 has been initiated, which stage of operation comprises at least a stage of starting the second engine 50 and/or at least a stage of stopping the second engine 50.

[0156] Furthermore, the processor unit determines the second inlet speed of rotation N22.

[0157] This processor unit then compares the second inlet speed of rotation N22 with a third predetermined range of values, the third range of values being bounded at least by a third high bound b3sup.

[0158] Under such circumstances, the processor unit determines an operating state of the second freewheel 150 at least as a function of comparing the second inlet speed of rotation N22 with a predetermined third range of values.

[0159] With reference to FIG. 5, and during a starting stage, the processor unit thus begins by scanning the operation of the first freewheel using the above-described method.

[0160] When the second engine is started, the third curve C3 must lie under the second curve C2, at least for a predetermined duration, or indeed so long as idling speed has not been reached.

[0161] Under such circumstances, the processor unit considers that the state of operation of the second freewheel 150 is a correct state of operation providing the second inlet speed of rotation N22 is less than the product of the outlet speed of rotation NR multiplied by the predetermined proportionality constant k.

[0162] With reference to FIG. 6, and during a stopping stage, the third range of values is bounded by a third low bound b3inf and a third high bound b3sup.

[0163] The third low bound b3inf and the third high bound b3sup are equal respectively to two predetermined constants.

[0164] The state of operation of the second freewheel 150 is then a correct state of operation providing the second inlet speed of rotation N22 lies in the third range of values corresponding to the current stage of operation, while the outlet speed of rotation NR lies in a first range of values corresponding to the current stage of operation.

[0165] Naturally, the present invention may be subjected to numerous variations as to its implementation. Although several implementations are described, it will readily be understood that it is not conceivable to identify exhaustively all possible implementations. It is naturally possible to envisage replacing any of the means described by equivalent means without going beyond the ambit of the present invention.

[0166] In particular, some of the above-described steps may be performed in an order that is different from the order described.