System and method of augmenting power in a rotorcraft

• US 8,939,399 B2
• Filed: 07/31/2012
• Issued: 01/27/2015
• Est. Priority Date: 07/31/2012
• Status: Active Grant

• Current Assignee: Textron Innovations Incorporated (Textron Inc)
• Original Assignee: Textron Innovations Incorporated (Textron Inc)
• Inventors: Kouros, Areian, Aubert, Roger, Madej, Paul
• Primary Examiner(s): Collins, Timothy D
• Assistant Examiner(s): Green, Richard R
• Application Number:
  US13/563,086
• Publication Number:
  US 20140034781A1
• Time in Patent Office: 910 Days
• Field of Search: 244/60, 244/58, 244/53.A, 244/53.R, 244/17.15, 244/17.13, 244/17.11
• US Class Current: 244/58
• CPC Class Codes: B64C 27/12 Rotor drives
• CPC Class Codes: B64D 27/026 comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine Hybrid electric aircraft B64D27/33
• CPC Class Codes: B64D 27/24 using steam or spring force jet aircraft B64D27/16
• CPC Class Codes: Y02T 50/60 Efficient propulsion technologies, e.g. for aircraft

Abstract

The present application relates to a regenerative or hybrid drive system for an aircraft. The drive system includes the use of a power augmentation device to selectively engage the drive system of an aircraft to store power. The power in the power augmentation device being configured to release a power burst to systems within the aircraft to perform critical flight maneuvers.

Claims

1. A regenerative drive system for an aircraft, comprising:

a drive system configured to generate power for the aircraft having;

a first engine for generating power;

a transmission coupled to the first engine, the transmission configured to receive power from the engine and drive a rotor system;

a first driveshaft coupled between the first engine and the transmission for transferring power;

a first power augmentation device configured to selectively store energy produced by the first engine and provide supplemental power to the aircraft during flight, the first power augmentation device in selective communication with the driveshaft;

wherein the first power augmentation device is configured to selectively engage and disengage the drive shaft during flight, the first power augmentation device configured to disengage from the driveshaft during flight so as to reduce drag on the first engine and prevent spin-up of the first power augmentation device, the first power augmentation device remaining disengaged after spin-up and prior to delivering a power burst.

2. The regenerative drive system of claim 1, wherein the first power augmentation device selectively stores power automatically as a result of automated flight control systems, the flight control system initiating engagement of the power augmentation device with the first driveshaft.

3. The regenerative drive system of claim 1, wherein the first power augmentation device selectively stores power as a result of a pilot input.

4. The regenerative drive system of claim 1, further comprising:

a second engine for generating power for the aircraft, the second engine providing power to the transmission through a second driveshaft.

5. The regenerative drive system of claim 4, wherein the first power augmentation device is located within the transmission.

6. The regenerative drive system of claim 4, wherein power from the first engine and the second engine is transferred to the first power augmentation device through a cobox and a main driveshaft.

7. The regenerative drive system of claim 4, wherein the first power augmentation device is configured to store power from multiple engines and distribute power to multiple systems on the aircraft.

8. The regenerative drive system of claim 4, further comprising a second power augmentation device operably coupled to the second engine to selectively store power, the first power augmentation device being operably coupled to the first engine.

9. The regenerative drive system of claim 8, wherein at least one of the first power augmentation device and the second power augmentation device begins to store power when the first engine experiences at least one of failure, unresponsiveness, and shut down.

10. The regenerative drive system of claim 8, wherein at least one of the first power augmentation device and the second power augmentation device begins to store power prior to an emergency condition.

11. The regenerative drive system of claim 8, wherein the drive system is configured to selectively provide supplemental power to the aircraft.

12. The regenerative drive system of claim 8, wherein the drive system is configured to provide selectively controlled power bursts during emergency conditions through the use of the first power augmentation device.

13. The regenerative drive system of claim 1, further comprising:

an aircraft;

wherein the supplemental power provided by the first power augmentation device is delivered to the aircraft in a power burst to operate aircraft systems for a durational time period.

14. A method of providing power to an aircraft, comprising:

providing an aircraft having a drive system including an engine, a driveshaft, and a transmission;

engaging a power augmentation device to the drive system of an aircraft during flight;

obtaining and storing a selected amount of power within the power augmentation device through the drive system of the aircraft;

releasing power from the power augmentation device to supplement systems within the aircraft; and

selectively disengaging and re-engaging the drive system to provide a plurality of separate distinct power bursts, the power augmentation device configured to disengage from the driveshaft during flight so as to reduce drag on the engine and prevent spin-up of the power augmentation device, the power augmentation device remaining disengaged after spin-up and prior to delivering a power burst.

15. The method of claim 14, wherein the power augmentation device engages the drive system upon one of the following:

a pilot input and automatically in response to flight control systems.

16. The method of claim 14, further comprising:

measuring the performance of the engine with a flight control system configured to determine when the engine has failed.