Method for rationalising a chain of electrical components of an aircraft, implementation architecture and corresponding aircraft
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
B60L-001/00
B60R-016/03
F02C-007/32
F02C-007/36
출원번호
US-0118076
(2012-05-15)
등록번호
US-9555752
(2017-01-31)
우선권정보
FR-11 54431 (2011-05-20)
국제출원번호
PCT/FR2012/051085
(2012-05-15)
§371/§102 date
20131115
(20131115)
국제공개번호
WO2012/160294
(2012-11-29)
발명자
/ 주소
Haillot, Jean-Michel
출원인 / 주소
TURBOMECA
대리인 / 주소
Oblon, McClelland, Maier & Neustadt, L.L.P.
인용정보
피인용 횟수 :
0인용 특허 :
2
초록▼
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 un
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.
대표청구항▼
1. A method for rationalising a chain of components for transmission of electrical energy of an aircraft comprising an auxiliary power unit APU, main engines and systems that are end consumers of electrical, pneumatic and/or hydraulic energy, comprising: providing, via the APU, mechanical power deli
1. A method for rationalising a chain of components for transmission of electrical energy of an aircraft comprising an auxiliary power unit APU, main engines and systems that are end consumers of electrical, pneumatic and/or hydraulic energy, comprising: providing, via the APU, mechanical power delivered to a power shaft by connection to at least one energy converter unit via a power transmission unit, each converter unit having only one convertible electromechanical starter/generator SG and an associated energy converter; andtransmitting electrical power from the converter unit or each converter unit by direct connection, firstly, to the transmission unit and, secondly, to the end consumers. 2. The method for rationalising according to claim 1, in which the connection between the converter unit and the APU is made by connecting the power shaft of the APU to the shaft of the starter/generator SG via a directional transmission of power operating in one direction only running from the drive shaft of the APU to the shaft of the SG, the transmission being free or without communication of drive in the other direction. 3. The method for rationalising according to claim 1, in which the SG or one of the SGs is configured to operate in motor mode during the APU starting phase, and then to drive the APU via a directional transmission of power running from the SG to the APU. 4. The method for rationalising according to claim 3, in which the SG then operating in motor mode is removably connected to the power shaft of the APU in such a away that the associated energy converter is not driven during the APU starting phase. 5. The method for rationalising according to claim 1, in which a turbine for the recovery of energy, by heat exchange at the outlet of hot gases emerging from pneumatic equipment and/or the main engines, drives at least partially a convene unit by connection in the power transmission unit via at least one directional transmission of power running from the recovery turbine to the converter unit. 6. The method for rationalising according to claim 1, in which the SG or one of the converter units is dedicated to taxiing by the supply of electrical energy in combination with a landing gear motor of the aircraft and the other converter unit is dedicated to supplying energy in accordance with the requirements of the aircraft, the unit dedicated to taxiing being configured to operate in generator mode in conjunction with the power shaft of the APU in accordance with the traction requirement of said motor unit, and in motor mode to drive the associated energy converter when the landing gear motor unit is converted to generator mode during the braking phases. 7. The method for rationalising according to claim 1, in which an additional SG is dedicated to taxiing and connected to the shaft of the APU in the transmission unit in order to be driven by this shaft and to operate in generator mode in accordance with the traction requirement of the landing gear motor unit, and to operate in motor mode to drive the shaft of the APU which is itself in motor mode when the landing gear motor unit is converted to generator mode during the braking phases. 8. An electromechanical architecture having components for the transmission of electrical energy in an aircraft, configured to implement the method according to claim 1, comprising: an APU;a control unit connected to at least one power electronics;a unit for transmission of mechanical power by geared means between, firstly, the shafts of at least one converter unit, incorporating for each converter unit a single SG convertible by the control unit and, secondly, a power shaft of the APU transmitting mechanical power; anddirect electrical power connections to an end consumer system, each converter unit being directly connected mechanically to the power transmission unit and electrically to the end consumers. 9. The electromechanical architecture according to claim 8, in which the transmission of power is performed in the transmission unit by connecting the drive shaft of the APU to the rotating shafts of the starters/generators SG via directional means for the communication of power fitted to the drive shaft of the APU and to the rotating shafts of the SGs. 10. The electromechanical architecture according to claim 9, in which the directional means for the communication of power are chosen from a free wheel, a release sleeve and a centrifugal or electromechanical clutch. 11. The electromechanical architecture according to claim 8, in which the control unit is able, during the APU starting phase, to configure the SG of a converter unit in motor mode and to drive the shaft of the APU by connecting to that shaft via at least one directional means for the communication of power. 12. The electromechanical architecture according to claim 11, in which, during the APU starting phase, the driving of the shaft of the APU is effected by a connection means movable between the SG and the APU shaft via at least one directional transmission means, this connection means being capable of simultaneously effecting a disconnection between the SG and the associated energy converter. 13. The electromechanical architecture according to claim 8, in which an energy recovery turbine, based on heat exchangers at the outlet from pneumatic equipment and/or the main engines, is connected to at least one converter unit in the transmission unit in order to drive it, to complement the driving effected by the APU shaft, via at least one directional transmission means running from the recovery turbine to the converter unit. 14. The electromechanical architecture according to claim 8, in which one of the converter units, dedicated to taxiing by a connection means to at least one drive shaft of the aircraft landing gear motors, another unit being dedicated to supplying energy in accordance with the aircraft requirements, is configured by the control unit in generator mode to complement the driving effected by the shaft of the APU in accordance with the traction requirement of said landing gear motors, and in motor mode to drive the energy converter of this converter unit when the landing gear motors are converted to generator mode by the co unit during braking phases. 15. The electromechanical architecture according to claim 8, in which an additional SG, dedicated to taxiing, is driven by the shaft of the APU by connection in the transmission unit and is converted by the control unit to generator mode to meet the traction requirement of the landing gear motors, and to motor mode to drive the shaft of the APU when the control unit converts the landing gear motors to generator mode during braking phases.
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이 특허에 인용된 특허 (2)
Cronin Michael J. (Sherman Oaks CA), AC Motor-starting for aircraft engines using APU free turbine driven generators.
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