CA3055979A1 - Helicopter engine compartment ventilating system - Google Patents
Helicopter engine compartment ventilating system Download PDFInfo
- Publication number
- CA3055979A1 CA3055979A1 CA3055979A CA3055979A CA3055979A1 CA 3055979 A1 CA3055979 A1 CA 3055979A1 CA 3055979 A CA3055979 A CA 3055979A CA 3055979 A CA3055979 A CA 3055979A CA 3055979 A1 CA3055979 A1 CA 3055979A1
- Authority
- CA
- Canada
- Prior art keywords
- air
- engine compartment
- engine
- scoops
- compartment
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D29/00—Power-plant nacelles, fairings or cowlings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/08—Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of power plant cooling systems
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Exhaust Silencers (AREA)
- General Details Of Gearings (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Abstract
A helicopter engine compartment ventilating system includes an ejector nozzle, four air scoops, two air plenums and two air slots. The ejector nozzle encompasses the engine exhaust pipe mouth and downstream flow of exhaust gas for drawing air into, through and out of the engine compartment. Two air scoops are affixed to the helicopter fuselage at the forward perimeter of the engine compartment for supplying air to the two air plenums that direct the air through the engine and transmission oil heat exchangers into the engine compartment.
Two additional air scoops are attached to the upper forward perimeter of the engine compartment for supplying air to the upper area of the engine compartment. The air slots are located at the forward edge of each engine compartment door for allowing air to be drawn into the midsection of the engine compartment.
Two additional air scoops are attached to the upper forward perimeter of the engine compartment for supplying air to the upper area of the engine compartment. The air slots are located at the forward edge of each engine compartment door for allowing air to be drawn into the midsection of the engine compartment.
Description
HELICOPTER ENGINE COMPARTMENT VENTILATING SYSTEM
FIELD OF THE INVENTION
The present invention establishes a process for air cooling the engine lubricating oil, main rotor transmission lubricating oil and the enclosed engine compartment containing a turbine engine and all or majority of the exhaust pipe. It is considered particularly adaptable for but not limited to specific helicopter models and may be used in a variety of applications.
BACKGROUND TO THE INVENTION
It is well known in helicopter maintenance circles that specific helicopters experience higher than normal engine compartment temperatures resulting in higher than preferred engine operating temperatures. The high engine operating temperatures contribute to excessive deterioration of dynamic and static engine components. The higher than normal engine compartment temperature is a direct result of the process utilized to cool the engine lubricating oil and main rotor transmission lubricating oil.
The current process utilizes an engine driven impeller that draws air from the engine inlet combustion air supply and pushes it through a series of air ducts, engine and transmission oil heat exchangers into the engine compartment. The air, being forced through the heat exchangers, is heated by the oil cooling process and upon entering the engine compartment adds to the heat generated by the engine and exhaust pipe. There is an opening at the aft end of each engine compartment door adjacent to the exhaust pipe mouth that provides an exit for the air being forced into the engine compartment.
Conversely the engine exhaust gas, at the exhaust pipe mouth, has a gauge pressure substantially higher than atmospheric pressure and forms a pressure gradient encompassing the exhaust pipe mouth and adjacent air exit openings. The pressure gradient restricts the flow of air through the air exit openings thereby preventing the majority of air, forced through the heat exchangers by the engine driven impeller, from exiting the engine compartment. The restricted flow of air to the air exit openings result in a positive pressure within the engine compartment which allows the hotter air to rise and flow into the forward upper half of the engine compartment.
The engine compartment forms a horizontal, vertically elongated cone shape with the forward perimeter as the major dimension. The upper, lower and side surfaces converge to a "U"
shaped opening at the aft of the compartment where the exhaust pipe mouth is located. The elongated cone shape causes the air, restricted by the pressure gradient and heated by the engine, exhaust pipe and heat exchangers, to rise and flow forward along the upper surface to the highest point in the engine compartment where the engine compressor is located. The hot air flowing into the upper half of the engine compartment heats the engine compressor " 1 "' causing the engine to exceed the preferred operating temperatures. The elevated engine operating temperature can cause a significant decrease in available engine power. When atmospheric temperatures rise to the extreme, the engine often reaches maximum operating temperature before developing enough power to initiate flight.
In addition the pressurized air, contaminated with engine compartment fumes, is forced to exit any unsealed opening forward of the pressure gradient including those openings leading into the crew and passenger compartment.
There have been many attempts to ventilate the engine compartment of these specific helicopters, including operating the helicopter with the engine compartment doors removed, without any significant results.
A primary objective of the present invention is to provide a new and improved process for cooling the engine compartment thereby permitting the engine to operate at lower temperatures and be governed by torque, rather than temperature.
A further object of the present invention is to increase the safety of the helicopter by preventing engine fumes from entering the crew and passenger compartment through pulling rather than pushing the cooling air into and then out of the engine compartment.
SUMMARY OF THE INVENTION
In accordance with the broad aspect of the present invention, there is provided a helicopter engine compartment ventilating system to establish a process for cooling the engine compartment, engine lubricating oil and main rotor transmission lubricating oil, comprising an ejector nozzle, air scoops, air plenums and air slots.
The ejector nozzle is affixed to the aft section of the engine compartment structure or engine compartment doors and encompasses the exhaust pipe mouth. The exhaust pipe mouth is positioned a calibrated distance into the upstream opening of the ejector nozzle. The exhaust gas is discharged into and through the ejector nozzle and then out of the ejector nozzles' downstream opening. The velocity of the exhaust gas passing through the ejector nozzle generates a low pressure area aft of the exhaust pipe mouth within the ejector nozzle. The low pressure area within the ejector nozzle initiates the flow of cooling air into the air scoops, air plenums, air slots, engine compartment and ejector nozzle. The cooling air is then expelled with the exhaust gas at the downstream opening of the ejector nozzle. The engine compartment doors form an airtight seal to the fuselage, ejector nozzle and each other when in the closed and latched position thus ensuring that the majority of air enters and exits the engine compartment at the specified locations.
In a preferred embodiment, the ejector nozzle is of a tubular shape with sides that converge to the downstream opening.
It is to be noted that in the process described above the cooling air directed into the engine compartment, through the air scoops and air slots of the ventilating system, is isolated from the engine inlet combustion air.
The foregoing and other features of the invention will now be described with reference to the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a left side elevation view of a helicopter showing the location of the air scoops, 101 & 103, air slot, 105, ejector nozzle 107, engine door 113, engine compartment 115 and engine combustion air inlet 117 with the understanding that the same components are located on the right side of the helicopter as a mirror image of those shown in Fig.
1.
Fig. 2 is a pictorial view of air scoops 101, and 103, shown in Fig. 1.
Fig. 3 is a sectioned view of air scoop 103, engine compartment structure, 111 and Plenum 109.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
The ventilating system and portions thereof shown in Figs. 1 to 3 illustrates a process for cooling the engine lubricating oil, main rotor transmission lubricating oil and engine compartment of specific helicopter models.
In relation to the ventilating system and as best seen in Fig.1, the ejector nozzle 107 is shown extending from the aft boundary of the engine compartment doors, 113 and engine compartment, 115. The ejector nozzle is affixed permanently either to the engine compartment structure, 115 or engine compartment doors, 113 and positioned to encompass the mouth of the exhaust pipe and downstream flow of exhaust gas. The ejector nozzle may be comprised of one or more sections of heat resistant material depending on which component(s) it will be affixed to.
Air scoop 103 shown in Fig. 1, Fig. 2 and Fig. 3 is attached and sealed to the outside of the engine compartment structure 111 and directs outside cooling air through the opening in its' base, Fig. 2 which is mated to an opening in the engine compartment structure, 111 - Fig. 3.
Air from the air scoop is directed into the air plenum 109 which is sealed to the heat exchanger (not shown) allowing outside cooling air to flow through the heat exchanger and into the engine compartment, 115 as shown in Fig. 3.
Air scoop 101 as shown in Fig.1 and Fig. 2 is attached to the engine compartment structure 111 shown in Fig. 3 with an opening in the structure that directs outside air into the upper area of the engine compartment, 115 as shown in Fig. 1.
Slot 105 at the forward edge of the engine compartment door, 113 allows outside air to be drawn into the midsection of the engine compartment, 115.
, 3 õ
, .
It is to be understood that various other modifications and changes can be made to the form, details, arrangement and proportion of the various parts described with reference to the foregoing embodiments without departing from the scope of the present invention. The invention is not to be construed as limited to the particular embodiments which have been described.
3.0 ¨ 4 '
FIELD OF THE INVENTION
The present invention establishes a process for air cooling the engine lubricating oil, main rotor transmission lubricating oil and the enclosed engine compartment containing a turbine engine and all or majority of the exhaust pipe. It is considered particularly adaptable for but not limited to specific helicopter models and may be used in a variety of applications.
BACKGROUND TO THE INVENTION
It is well known in helicopter maintenance circles that specific helicopters experience higher than normal engine compartment temperatures resulting in higher than preferred engine operating temperatures. The high engine operating temperatures contribute to excessive deterioration of dynamic and static engine components. The higher than normal engine compartment temperature is a direct result of the process utilized to cool the engine lubricating oil and main rotor transmission lubricating oil.
The current process utilizes an engine driven impeller that draws air from the engine inlet combustion air supply and pushes it through a series of air ducts, engine and transmission oil heat exchangers into the engine compartment. The air, being forced through the heat exchangers, is heated by the oil cooling process and upon entering the engine compartment adds to the heat generated by the engine and exhaust pipe. There is an opening at the aft end of each engine compartment door adjacent to the exhaust pipe mouth that provides an exit for the air being forced into the engine compartment.
Conversely the engine exhaust gas, at the exhaust pipe mouth, has a gauge pressure substantially higher than atmospheric pressure and forms a pressure gradient encompassing the exhaust pipe mouth and adjacent air exit openings. The pressure gradient restricts the flow of air through the air exit openings thereby preventing the majority of air, forced through the heat exchangers by the engine driven impeller, from exiting the engine compartment. The restricted flow of air to the air exit openings result in a positive pressure within the engine compartment which allows the hotter air to rise and flow into the forward upper half of the engine compartment.
The engine compartment forms a horizontal, vertically elongated cone shape with the forward perimeter as the major dimension. The upper, lower and side surfaces converge to a "U"
shaped opening at the aft of the compartment where the exhaust pipe mouth is located. The elongated cone shape causes the air, restricted by the pressure gradient and heated by the engine, exhaust pipe and heat exchangers, to rise and flow forward along the upper surface to the highest point in the engine compartment where the engine compressor is located. The hot air flowing into the upper half of the engine compartment heats the engine compressor " 1 "' causing the engine to exceed the preferred operating temperatures. The elevated engine operating temperature can cause a significant decrease in available engine power. When atmospheric temperatures rise to the extreme, the engine often reaches maximum operating temperature before developing enough power to initiate flight.
In addition the pressurized air, contaminated with engine compartment fumes, is forced to exit any unsealed opening forward of the pressure gradient including those openings leading into the crew and passenger compartment.
There have been many attempts to ventilate the engine compartment of these specific helicopters, including operating the helicopter with the engine compartment doors removed, without any significant results.
A primary objective of the present invention is to provide a new and improved process for cooling the engine compartment thereby permitting the engine to operate at lower temperatures and be governed by torque, rather than temperature.
A further object of the present invention is to increase the safety of the helicopter by preventing engine fumes from entering the crew and passenger compartment through pulling rather than pushing the cooling air into and then out of the engine compartment.
SUMMARY OF THE INVENTION
In accordance with the broad aspect of the present invention, there is provided a helicopter engine compartment ventilating system to establish a process for cooling the engine compartment, engine lubricating oil and main rotor transmission lubricating oil, comprising an ejector nozzle, air scoops, air plenums and air slots.
The ejector nozzle is affixed to the aft section of the engine compartment structure or engine compartment doors and encompasses the exhaust pipe mouth. The exhaust pipe mouth is positioned a calibrated distance into the upstream opening of the ejector nozzle. The exhaust gas is discharged into and through the ejector nozzle and then out of the ejector nozzles' downstream opening. The velocity of the exhaust gas passing through the ejector nozzle generates a low pressure area aft of the exhaust pipe mouth within the ejector nozzle. The low pressure area within the ejector nozzle initiates the flow of cooling air into the air scoops, air plenums, air slots, engine compartment and ejector nozzle. The cooling air is then expelled with the exhaust gas at the downstream opening of the ejector nozzle. The engine compartment doors form an airtight seal to the fuselage, ejector nozzle and each other when in the closed and latched position thus ensuring that the majority of air enters and exits the engine compartment at the specified locations.
In a preferred embodiment, the ejector nozzle is of a tubular shape with sides that converge to the downstream opening.
It is to be noted that in the process described above the cooling air directed into the engine compartment, through the air scoops and air slots of the ventilating system, is isolated from the engine inlet combustion air.
The foregoing and other features of the invention will now be described with reference to the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a left side elevation view of a helicopter showing the location of the air scoops, 101 & 103, air slot, 105, ejector nozzle 107, engine door 113, engine compartment 115 and engine combustion air inlet 117 with the understanding that the same components are located on the right side of the helicopter as a mirror image of those shown in Fig.
1.
Fig. 2 is a pictorial view of air scoops 101, and 103, shown in Fig. 1.
Fig. 3 is a sectioned view of air scoop 103, engine compartment structure, 111 and Plenum 109.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
The ventilating system and portions thereof shown in Figs. 1 to 3 illustrates a process for cooling the engine lubricating oil, main rotor transmission lubricating oil and engine compartment of specific helicopter models.
In relation to the ventilating system and as best seen in Fig.1, the ejector nozzle 107 is shown extending from the aft boundary of the engine compartment doors, 113 and engine compartment, 115. The ejector nozzle is affixed permanently either to the engine compartment structure, 115 or engine compartment doors, 113 and positioned to encompass the mouth of the exhaust pipe and downstream flow of exhaust gas. The ejector nozzle may be comprised of one or more sections of heat resistant material depending on which component(s) it will be affixed to.
Air scoop 103 shown in Fig. 1, Fig. 2 and Fig. 3 is attached and sealed to the outside of the engine compartment structure 111 and directs outside cooling air through the opening in its' base, Fig. 2 which is mated to an opening in the engine compartment structure, 111 - Fig. 3.
Air from the air scoop is directed into the air plenum 109 which is sealed to the heat exchanger (not shown) allowing outside cooling air to flow through the heat exchanger and into the engine compartment, 115 as shown in Fig. 3.
Air scoop 101 as shown in Fig.1 and Fig. 2 is attached to the engine compartment structure 111 shown in Fig. 3 with an opening in the structure that directs outside air into the upper area of the engine compartment, 115 as shown in Fig. 1.
Slot 105 at the forward edge of the engine compartment door, 113 allows outside air to be drawn into the midsection of the engine compartment, 115.
, 3 õ
, .
It is to be understood that various other modifications and changes can be made to the form, details, arrangement and proportion of the various parts described with reference to the foregoing embodiments without departing from the scope of the present invention. The invention is not to be construed as limited to the particular embodiments which have been described.
3.0 ¨ 4 '
Claims (3)
PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A process for air cooling the engine lubricating oil, main rotor transmission lubricating oil and engine compartment, said process comprising:
(a) an ejector nozzle for containing and directing engine exhaust gas and engine compartment cooling air to the downstream opening of said ejector nozzle:
(b) a plurality of air scoops for directing outside cooling air into said engine compartment:
(c) a plurality of air plenums for directing said outside cooling air from said air scoops, through the engine lubricating oil and main rotor transmission lubricating oil heat exchangers, into said engine compartment:
(d) a plurality of air scoops for directing said outside cooling air into the upper area of said engine compartment:
(e) a plurality of air slots at the forward perimeter of the engine compartment doors for allowing said outside cooling air to enter said engine compartment:
(a) an ejector nozzle for containing and directing engine exhaust gas and engine compartment cooling air to the downstream opening of said ejector nozzle:
(b) a plurality of air scoops for directing outside cooling air into said engine compartment:
(c) a plurality of air plenums for directing said outside cooling air from said air scoops, through the engine lubricating oil and main rotor transmission lubricating oil heat exchangers, into said engine compartment:
(d) a plurality of air scoops for directing said outside cooling air into the upper area of said engine compartment:
(e) a plurality of air slots at the forward perimeter of the engine compartment doors for allowing said outside cooling air to enter said engine compartment:
2. A process as defined in Claim 1, further including isolating the said outside cooling air drawn into said air scoops, air slots and said engine compartment, from the engine inlet combustion air.
3. A process as described in Claim 2 whereas the primary force utilized to draw air into, through and out of said engine compartment is the said engine exhaust gas.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA3055979A CA3055979A1 (en) | 2018-10-09 | 2018-10-09 | Helicopter engine compartment ventilating system |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA3020561A CA3020561A1 (en) | 2018-10-09 | 2018-10-09 | Helicopter engine compartment ventilating system |
| CA3055979A CA3055979A1 (en) | 2018-10-09 | 2018-10-09 | Helicopter engine compartment ventilating system |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3020561A Division CA3020561A1 (en) | 2018-10-09 | 2018-10-09 | Helicopter engine compartment ventilating system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA3055979A1 true CA3055979A1 (en) | 2020-04-09 |
Family
ID=70155968
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3020561A Abandoned CA3020561A1 (en) | 2018-10-09 | 2018-10-09 | Helicopter engine compartment ventilating system |
| CA3055979A Abandoned CA3055979A1 (en) | 2018-10-09 | 2018-10-09 | Helicopter engine compartment ventilating system |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3020561A Abandoned CA3020561A1 (en) | 2018-10-09 | 2018-10-09 | Helicopter engine compartment ventilating system |
Country Status (1)
| Country | Link |
|---|---|
| CA (2) | CA3020561A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP4474288A1 (en) | 2023-06-09 | 2024-12-11 | Airbus Helicopters | Aircraft with antirain ventilation system for an electric machine |
-
2018
- 2018-10-09 CA CA3020561A patent/CA3020561A1/en not_active Abandoned
- 2018-10-09 CA CA3055979A patent/CA3055979A1/en not_active Abandoned
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP4474288A1 (en) | 2023-06-09 | 2024-12-11 | Airbus Helicopters | Aircraft with antirain ventilation system for an electric machine |
| FR3149592A1 (en) * | 2023-06-09 | 2024-12-13 | Airbus Helicopters | Aircraft equipped with a rain-proof ventilation system for an electric machine |
| US12466571B2 (en) | 2023-06-09 | 2025-11-11 | Airbus Helicopters | Aircraft provided with a rain-repellent ventilation system for an electric machine |
Also Published As
| Publication number | Publication date |
|---|---|
| CA3020561A1 (en) | 2020-04-09 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |
Effective date: 20220411 |