• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A unit (1, 10, 100, 1 ', 10', 100 ') of non-propulsive electrical power generation to be carried on board an aircraft, the unit (1, 10, 100, 1', 10 ', 100') comprising an electricity generating device (3, 30) comprising a gas turbine (31) and an electric generator (32) mechanically connected to an output shaft (33) of the gas turbine (31). ), said electric generator (32) having electrical connections (320) output for being electrically connected to an onboard power supply network (2, 20, 200) of an aircraft. The unit (1, 10, 100, 1 ', 10', 100 ') comprises energy storage means (5) and control means (6) configured to control the speed of rotation of the gas turbine (31) according to the electrical power required by the on-board power supply network (2, 20, 200).
    公开号:FR3060653A1
    申请号:FR1662480
    申请日:2016-12-15
    公开日:2018-06-22
    发明作者:Richard Dominique Vaillant Stephane；Mickael Faucher；Christophe Turpin
    申请人:Centre National de la Recherche Scientifique CNRS；Institut National Polytechnique de Toulouse INPT；Safran Power Units SAS；
    IPC主号:
    专利说明:

    Holder (s): SAFRAN POWER UNITS, NATIONAL POLYTECHNICAL INSTITUTE OF TOULOUSE Public establishment, NATIONAL CENTER FOR SCIENTIFIC RESEARCH Public establishment.
    Extension request (s)
    Agent (s): CABINET BEAU DE LOMENIE.
    NON-PROPULSIVE ELECTRIC POWER GENERATION UNIT.
    FR 3 060 653 - A1 (5 / d A unit (1, 10, 100, T, 10 ', 100d of non-propulsive electrical power generation intended to be taken on board an aircraft, the unit (1, 10 , 100, T, 10 ', 100') comprising an electricity production device (3, 30) comprising a gas turbine (31) and an electric generator (32) mechanically connected to an output shaft (33) of the gas turbine (31), said electric generator (32) comprising electrical output connections (320) intended to be electrically connected to an on-board electrical supply network (2, 20, 200) of an aircraft.
    The unit (1, 10, 100, T, 10 ', 100') comprises energy storage means (5) and regulation means (6) configured to control the speed of rotation of the gas turbine ( 31) as a function of the electrical power required by the on-board electrical supply network (2, 20, 200).

    Invention background
    The invention relates to a non-propulsive electrical power generation unit on board an aircraft.
    Auxiliary power units, also denoted APU for “auxiliary power unit” in English, have the function of providing non-propulsive power on board an aircraft. Most of these units are made up of linked-turbine gas turbines or single-body gas turbines providing, on the one hand, a flow of compressed air, called "bleed air" in English, and, on the other hand, electricity via a generator mounted on a reduction gear driven by the machine shaft. Single body turbines are understood as opposed to double body machines in which the first body which produces power in the form of hot gases is not mechanically linked to the second body which transforms the power produced by the first body into power useful for the aircraft.
    As a rule, these units operate at a fixed speed of rotation in order to be able to supply the electrical network with an electric current of fixed frequency. This frequency is determined by the speed of rotation of the gas turbine, the number of electrical poles of the generator and the reduction ratio of the reducer.
    In certain special cases, the auxiliary power unit is only used to supply electrical power and no compressed air flow. This is particularly the case, when such units are installed in so-called “all-electric” aircraft in which electricity is the only energy carrier. In these architectures, the “bleed” compressed air flow is not supplied by the auxiliary power unit but by electric compressors associated with an electrical environmental control system noted ECS for “environmental control System” in English. The auxiliary power units of so-called “all electric” aircraft are therefore relieved of the generation of the “bleed” compressed air flow and are dedicated only to the generation of non-propulsive electric power.
    The auxiliary power unit is generally optimized to provide its maximum power with the lowest specific consumption, the specific consumption corresponding to the ratio of fuel consumption per unit of power produced. Therefore, when the auxiliary power unit must provide an intermediate power level and therefore less than the maximum power, the auxiliary power unit consumes more power than it should with regard to the power produced because its speed of rotation is fixed at one and the same speed.
    Subject and summary of the invention
    The invention aims to provide an auxiliary power unit making it possible to limit as much as possible the consumption of its gas turbine whatever the level of power required by the network and thus to improve the overall efficiency of the production of electric power.
    An object of the invention provides a non-propulsive electrical power generation unit intended to be carried on board an aircraft, the unit comprising an electricity production device comprising a gas turbine and an electrical generator mechanically connected to an output shaft of the gas turbine, said generator comprising electrical output connections intended to be electrically connected to an on-board electrical supply network of an aircraft.
    According to a general characteristic of the invention, the unit comprises regulating means configured to control the speed of rotation of the gas turbine as a function of the electric power required by the on-board electric power network, storage means of 'energy.
    The variable speed regulation of the speed of rotation of the gas turbine makes it possible to limit as much as possible the consumption of the gas turbine and thus to optimize consumption when the power demand is less than the maximum power than the gas turbine. gas can develop.
    In fact, by reducing the speed of rotation of the turbine of the auxiliary power unit, consumption can be improved at intermediate powers. For example, consumption drops by about 20% with a decrease in speed to 80% of nominal speed for a load equal to 25% of the maximum load.
    For auxiliary power units of so-called “all electric” aircraft which are only dedicated to the production of electric power, it is possible to save fuel at intermediate powers by means of variable speed regulation.
    However, the variability of the speed of rotation of the gas turbine causes difficulties.
    In particular, during large load peaks, that is to say during abrupt and large current calls by the on-board electrical power supply network, or during a transition between two turbine rotation speed regimes, it it is likely that the turbine will not be able to accelerate from an intermediate speed to nominal speed without exceeding the pumping margin of the compressor and / or without exceeding the maximum permitted temperature limit at the turbine inlet and / or without switching off the combustion chamber.
    The use of electrical energy storage means in the unit makes it possible to cover the power transients between two rotational speed regimes of the turbine and to protect the gas turbine from too sudden accelerations due to current peaks , the sudden accelerations being able to involve pumping and / or a too important increase of the temperature in entry of the turbine.
    The storage means make it possible to overcome this difficulty.
    According to a first aspect of the non-propulsive electrical power production unit, the unit may further comprise power management means comprising a first module configured to control, in a first mode, the recovery and storage of at least at least a part of the power produced by the electricity production device in said storage means, and a second module configured to control, in a second mode, the supply of the on-board power supply network with an electric current produced at both from the gas turbine and from the storage means, the power management means being configured to actuate the first module when the speed of rotation of the gas turbine is maximum and the level of load of the means storage is below a load threshold, and to activate the second module when a variation in the current required by the on-board network is detected.
    The unit is thus capable of recharging the storage means during nominal operation during which the speed of rotation of the gas turbine does not vary. The value of the load threshold depends on the technical characteristics of the storage means and in particular on the desired lifetime for the storage means. Indeed, as a general rule, for storage means of the battery type, the deeper the discharge, the more the service life decreases. The load threshold can be fixed for example at a value between 50% and 70% of the total load capacity of the storage means.
    In the first operating mode, the unit is capable of supplying power to the load, that is to say to the network, while allowing the gas turbine to vary its operating point without risking enter a degrading mode of operation for the gas turbine and allowing the loading of the storage means.
    The second operating mode makes it possible to operate the unit in a second mode in which the energy stored in said storage means is used to supply additional energy to the on-board power supply network of the aircraft. This second mode makes it possible to reduce the acceleration of the turbine during transition between two speed regimes of rotation of the turbine by supplying mechanical or electrical energy generated from the energy stored in the storage means, the turbine thus being able to accelerate to higher speed for a longer time and with a lower acceleration. The second mode also makes it possible to protect the gas turbine from too sudden accelerations due to current peaks, the current overload required by the network being overcome by the supply of energy from the storage means.
    According to a variant of the first aspect of the non-propulsive electric power production unit, the regulation means can be configured to command an increase in the speed of rotation of the gas turbine to a value greater than that for generating the electric power. required by the power supply network, the power management means actuating the first module to recover the excess power to recharge the storage means.
    The regulation means can thus command to accelerate the electricity production device to a level higher than that required by the network in order to bring the level of charge of the storage means to its value necessary for the second mode of supply. of the electrical network is functional.
    According to a second aspect of the non-propulsive electric power production unit, the electricity production device can comprise first power conversion means, said electrical output connections of the electric generator being intended to be electrically connected to the network d on-board power supply via the first power conversion means.
    The first power conversion means coupled between the output of the electric generator and the network make it possible to adapt the current delivered to the network from the current delivered by the electricity production device.
    According to a third aspect of the non-propulsive electric power production unit, the unit can further comprise second power conversion means connected between the storage means and the electricity production device.
    The storage means cannot alone supply electrical power compatible with the constraints of the aircraft electrical network. The use of power conversion means makes it possible, on the one hand, to convert the electrochemical energy stored in the storage means into electrical or mechanical energy making it possible to help the electricity production device to respond to calls from network current, and, on the other hand, to convert part of the power supplied by the electricity production device to store it and thus recharge the storage means.
    According to a fourth aspect of the non-propulsive electrical power production unit, the second power conversion means can comprise a mechanical transmission box coupled to the output shaft of the gas turbine and comprising a mechanical coupling shaft.
    According to a first embodiment of the fourth aspect of the unit for producing non-propulsive electric power, the storage means may comprise a flywheel mechanically connected to the mechanical coupling shaft of the mechanical transmission box.
    According to a second embodiment of the fourth aspect of the non-propulsive electric power production unit, the storage means can comprise a battery, and the second power conversion means can comprise an electric machine mechanically connected to the transmission box via the mechanical coupling shaft and electrically coupled to electrical terminals of said storage means.
    According to a third embodiment of the fourth aspect of the unit for producing non-propulsive electrical power, the power conversion means may further comprise an electrical converter, the electrical terminals of the storage means being electrically connected to said electrical machine via the electrical converter.
    The electrical converter can be of the continuous-continuous, or continuous-alternating, or alternating-continuous, or alternating-alternating type.
    The use of an electric converter makes it possible to adapt the current coming from the storage means so that the additional mechanical power brought by the transmission box to the output shaft allows the output shaft to rotate at a speed of rotation allowing the electric generator to constantly deliver an alternating current at fixed frequency.
    In the case where the storage means are an electrochemical accumulator battery, a DC-DC or DC-AC converter will be used depending on the type of electric machine used in the power conversion means.
    On the other hand, in the case where the storage means are a flywheel for example, an AC-DC or AC-AC converter will be used depending on the type of electric machine used in the power conversion means.
    According to a fifth aspect of the non-propulsive electrical power production unit, the storage means can comprise a battery, and the second power conversion means can comprise an electrical converter comprising a first electrical coupling and a second electrical coupling, the first electrical coupling being connected to the electrical output connections of the electrical generator and the second electrical coupling of the electrical converter being connected to electrical terminals of the storage means.
    In a variant of the fifth aspect of the unit for producing non-propulsive electrical power, the storage means comprise a battery, and the power conversion means can comprise an electrical converter comprising a first electrical coupling connected to the second electrical coupling of the converter electrical of the first conversion means and a second electrical coupling connected to the electrical terminals of the storage means.
    According to a sixth aspect of the unit for producing non-propulsive electrical power, the unit may further comprise an AC-DC output converter comprising a first electrical coupling and a second electrical coupling, the storage means comprising a battery comprising first electrical terminals and second electrical terminals, said first electrical terminals of the storage means being coupled at the output of the electricity production device and said second electrical terminals of the storage means being coupled to said first electrical coupling of the AC electrical converter- DC output, the second electrical coupling of the AC to DC converter being intended to be connected to the on-board power supply network.
    Another object of the invention provides an aircraft comprising a non-propulsive electrical power generation unit as defined above coupled to an on-board electrical power network.
    Brief description of the drawings.
    The invention will be better understood on reading the following, for information but not limitation, with reference to the accompanying drawings in which:
    - Figure 1 schematically shows a non-propulsive electrical power generation unit on board an aircraft according to a first embodiment;
    - Figure 2 schematically shows a non-propulsive electrical power generation unit on board an aircraft according to a second embodiment;
    - Figure 3 schematically shows a non-propulsive electrical power generation unit on board an aircraft according to a third embodiment;
    - Figure 4 schematically shows a non-propulsive electrical power generation unit on board an aircraft according to a fourth embodiment;
    FIG. 5 schematically represents a non-propulsive electrical power generation unit on board an aircraft according to a fifth embodiment,
    - Figure 6 schematically shows a non-propulsive electrical power generation unit on board an aircraft according to a sixth embodiment.
    Detailed description of embodiments
    In Figure 1 is shown schematically a unit 1 for generating non-propulsive electrical power on board an aircraft according to a first embodiment.
    In the first embodiment illustrated in FIG. 1, the unit 1 is connected to an on-board power supply network 2 of an aircraft operating from an alternating current at variable frequency.
    Unit 1 comprises an electricity production device 3 comprising a gas turbine 31 and an electric generator 32. The electric generator 32 is mechanically connected to the gas turbine 31 via an output shaft 33 of the gas turbine 31 The electric generator 32 is coupled to the output shaft 33 via a reduction gear (not shown). The electric generator 32 comprises three electrical connections 320 each connected to a phase of the three-phase on-board power supply network 2 to supply alternating current directly to the network 2, the frequency of the current delivered by the electric generator 32 being able to vary as a function of the load. from network 2.
    In a variant, the electric generator 32 can be directly coupled to the output shaft 33, without reduction gear, in particular in the case where electric generators capable of rotating at the speed of the gas turbine are used.
    The unit 1 further comprises power conversion means 4 and a storage battery 5 comprising terminals 51. In the first embodiment, the power conversion means 4 comprise an AC-DC converter 41 comprising three first terminals 411 connected to the three electrical connections 320 of the electric generator 32, and two second terminals 412 connected to the two terminals 51 of the battery 5.
    The unit 1 also includes regulating means 6 controlling the gas turbine 31. The regulating means 6 are configured to regulate the speed of rotation of the gas turbine 31 as a function of the electric power required by the network 2.
    The unit 1 also comprises power management means 7 comprising a first module 71 configured to control, in a first mode, the recovery and storage of at least part of the power produced by the electricity production device 3 in the battery 5 via the AC to DC converter 41, and a second module 72 configured to control, in a second mode, the power supply to the on-board power supply network 2 by an electric current produced both from the gas turbine 31 and from the battery 5, the power management means 7 being configured to actuate the first module 71 when the speed of rotation of the gas turbine 31 is maximum and the level of charge of the battery is below a charge threshold, for example 30% of the maximum charge of the battery 5, and to activate the second module 12. when a variation of the current required by the on-board network 2 is detected. The power management means 7 can decide to accelerate the electricity production device 3 to a level higher than that required by the network 2 in order to reduce the charge level to its value necessary for the second power supply mode of the electrical network 2 is functional.
    In FIG. 2 is schematically represented a unit 10 for generating non-propulsive electric power on board an aircraft according to a second embodiment.
    The elements identical to the first embodiment bear the same numerical references.
    In the second embodiment, the power supply network 20 on board the aircraft is a direct current network.
    To supply the aircraft's DC network 20, the unit 10 of the third embodiment differs from the unit 1 of the first embodiment in that the electricity production device 30 also comprises an electrical converter. AC-DC 9, also denoted AC / DC, comprising first terminals 91 to which the three electrical connections 320 of the electric generator 32 are electrically connected and two second terminals 92 each coupled to one of the two phases of the network 20.
    The generator 32 is therefore not electrically connected directly to the network 20.
    The power conversion means 40 of the unit 10 further comprise, in the second embodiment, a DC-DC electrical converter 42, also noted DC / DC, comprising two first terminals 421 electrically connected to the two second terminals 92 of the AC-DC converter 9 of the electricity production device 30 and two second terminals 422 electrically connected to the two terminals 51 of the battery 5. The AC-DC converter 42 is configured to modulate the direct current between the battery 5 and the network 20.
    In possible variants of the first and second embodiment, not only the electric converter possibly provided in the electricity production device 3 makes it possible to adapt the current at the output of the electricity production device, but also the unit 1 or 10 can also include additional power conversion means connected between the output terminals of the electricity production device 3 or 30, i.e. the electrical connections 320 of the electric generator 32 or the second terminals 92 of the electric converter 9, and the phases of the supply network 2 or 20. These additional power conversion means thus make it possible to adapt the current delivered to the network from the current delivered by the electricity production device. The characteristics of the current produced by the electric generator can thus be maintained at the same values thanks to the use of additional power conversion means between the electricity production device and the network.
    Thus the additional power conversion means can be an AC-AC, AC-DC, DC-AC, or DC-DC converter.
    In addition, according to the variants, the electric generator of the electricity production device 3 or 30 can be a direct current generator or an alternating current generator.
    Thus, depending on the type of electric generator, the current converter of the electricity production device can be an alternating-alternating, alternating-continuous electrical converter, as in the second embodiment, continuous-alternating, or continuous-continuous.
    In FIG. 3 is shown schematically a unit 100 for generating non-propulsive electrical power on board an aircraft according to a third embodiment.
    The elements identical to the first embodiment bear the same numerical references.
    In the third embodiment, the power supply network 200 on board the aircraft is an alternative network at fixed frequency.
    To supply the aircraft's alternating fixed frequency network 200, the unit 100 of the third embodiment differs from the unit 1 of the first embodiment in that the battery 5 comprises two first terminals 51 and two second terminals 52 , and, as in the second embodiment, the electricity production device 30 comprises an AC-DC converter 9 comprising first terminals 91 to which the three electrical connections 320 of the electric generator 32 are electrically connected and two second terminals 92 of the AC-DC converter 9 coupled to the terminals 51 of the battery 5.
    The generator 32 is therefore not electrically connected directly to the network 200.
    The unit 100 further comprises, in the third embodiment, an AC to DC output converter 8 comprising two first terminals 81 coupled to the two second terminals 52 of the battery 5 and three second terminals 82 each electrically connected to one of the three phases of the three-phase network 200. The AC to DC output converter 8 is configured to deliver alternating current of fixed frequency to the network 200 from the DC current delivered by the battery 5.
    The two second terminals 52 of the battery 5 can be merged with the first two terminals 51 of the battery 5.
    In FIG. 4 is shown diagrammatically a unit 1 ′ for generating non-propulsive electric power on board an aircraft according to a fourth embodiment.
    The elements identical to the first embodiment bear the same numerical references.
    In the fourth embodiment, the power supply network 2 on board the aircraft is an alternative network with variable frequency.
    To supply the aircraft's variable frequency AC network 2, the three electrical connections 320 of the electrical generator 32 of the unit 1 ′ of the fourth embodiment are each directly electrically connected to one of the three phases of the network 2, just as for unit 1 of the first embodiment.
    The unit 1 'of the fourth embodiment differs from the unit 1 of the first embodiment in that the AC-DC converter 41, and therefore the power conversion means 4, is replaced by the association d a mechanical transmission box 43, mechanically coupled to the output shaft 33 of the gas turbine 31, with an electric machine 44 mechanically coupled to the transmission box 43 via a shaft 45. The unit also includes power conversion means 4 ′ comprising a transmission box 43 and an electric machine 44, the electric machine 44 comprising two electric terminals 441 electrically connected to the terminals 51 of the battery 5.
    The power management means 7 are configured to control the electric machine 44 so that it supplies the battery 5 with current or else that it draws current from the battery 5 to provide additional mechanical power to the output shaft 33 of the turbine 31 via the transmission box 43 and thus help the gas turbine 31 to accelerate without causing overheating or the like.
    In FIG. 5 is shown diagrammatically a unit 100 ′ for generating non-propulsive electrical power on board an aircraft according to a fifth embodiment.
    Elements identical to the fourth embodiment bear the same numerical references.
    In the fifth embodiment, the power supply network 200 on board the aircraft is an alternative network at fixed frequency.
    To supply the aircraft's fixed frequency AC network 200, the unit 100 'of the fifth embodiment differs from the unit 1' of the fourth embodiment in that the power conversion means 40 'further comprise a continuous electrical converter 46 comprising two first terminals 461 electrically coupled to the two electrical terminals 441 of the electric machine 44 and two second terminals 462 electrically coupled to the two terminals 51 of the battery.
    The DC-DC electrical converter 46 is configured to modulate the current delivered by the battery 5 at a frequency corresponding to the fixed operating frequency of the network 200.
    In FIG. 6 is shown schematically a unit 10 ′ for generating non-propulsive electric power on board an aircraft according to a sixth embodiment.
    Elements identical to the fifth embodiment bear the same numerical references.
    In the sixth embodiment, the power supply network 20 on board the aircraft is a direct current network.
    To supply the aircraft's DC network 20, the unit 10 'of the sixth embodiment differs from the unit 100' of the fifth embodiment in that the electricity production device 30 of the unit 100 ′ further comprises an AC-DC converter 9 comprising three first terminals 91 electrically coupled to the three electrical connections 320 of the electric generator 32 and two second terminals 92 each electrically coupled to one of the two phases of the continuous network.
    In a variant of this sixth embodiment, the unit could comprise an electricity production device 3 comprising only the gas turbine 31 and the electric generator 32, the unit further comprising an additional power conversion means comprising an AC-DC converter connected between the electric generator 32 and the DC network 20.
    The invention thus makes it possible, according to different possible architectures, to provide an auxiliary power unit making it possible to limit as much as possible the consumption of its gas turbine and thus to improve the efficiency of electrical production.
    权利要求:
    Claims (13)
    [1" id="c-fr-0001]
    1. Unit (1, 10, 100, Γ, 10 ', 100') for generating non-propulsive electrical power intended to be taken on board an aircraft, unit (1, 10, 100, 1 ', 10 ', 100') comprising an electricity production device (3, 30) comprising a gas turbine (31) and an electric generator (32) mechanically connected to an output shaft (33) of the gas turbine (31 ), said electric generator (32) comprising electrical output connections (320) intended to be electrically connected to an on-board electrical supply network (2, 20, 200) of an aircraft, characterized in that it comprises energy storage means (5) and regulation means (6), the regulation means (6) being configured to control the speed of rotation of the gas turbine (31) as a function of the electric power required by the on-board power supply network (2, 20, 200).
    [2" id="c-fr-0002]
    2. Unit (1, 10, 100, 1 ', 10', 100 ') according to claim 1, further comprising power management means (7) comprising a first module (71) configured to control, in a first mode, recovery and storage of at least part of the power produced by the electricity production device (3, 30) in said storage means (5), and a second module (72) configured to control, in a second mode, supplying the on-board power supply network (2, 20, 200) with an electric current produced both from the gas turbine (31) and from the storage means (5) , the power management means (7) being configured to actuate the first module (71) when the speed of rotation of the gas turbine (31) is maximum and the load level of the storage means (5) is lower at a load threshold, and to activate the second module (72) when a variation in the current required by the network on board (2, 20, 200) is detected.
    [3" id="c-fr-0003]
    3. Unit (1, 10, 100, 1 ', 10', 100 ') according to claim 2, in which the regulating means (6) are configured to control an increase in the speed of rotation of the gas turbine ( 31) at a value greater than that for generating the electrical power required by the on-board electrical supply network (2, 20, 200), the power management means (7) actuating the first module (71) so as to recover the excess power to recharge the storage means (5).
    [4" id="c-fr-0004]
    4. Unit according to one of claims 1 to 3, wherein the electricity production device (30) comprises first power conversion means (9), said electrical connections (320) output of the electric generator (32 ) being intended to be electrically connected to the on-board power supply network (2, 20, 200) via the first power conversion means (9).
    [5" id="c-fr-0005]
    5. Unit (1, 10, 100, Γ, 10 ', 1000 according to one of claims 1 to 4, further comprising second power conversion means (4, 40, 4', 400 connected between the means of storage (5) and the electricity production device (3, 30).
    [6" id="c-fr-0006]
    6. Unit (Γ, 10 ', 1000 according to claim 5, wherein the second power conversion means (4', 40 ', 400') comprise a mechanical transmission box (43) coupled to the output shaft (33) of the gas turbine (31) and comprising a mechanical coupling shaft (45).
    [7" id="c-fr-0007]
    7. Unit according to claim 6, in which the storage means comprise a flywheel mechanically connected to the mechanical coupling shaft (45) of the mechanical transmission box (43).
    [8" id="c-fr-0008]
    8. Unit (Γ, 10 ', 100') according to claim 6, in which the storage means (5) comprise a battery (5), and the second power conversion means (4 ', 409 comprise an electric machine (44) mechanically connected to the gearbox (43) via the mechanical coupling shaft (45) and electrically coupled to electrical terminals (51) of said storage means (5).
    [9" id="c-fr-0009]
    9. Unit (10 ', 100 7 ) according to claim 8, wherein the second power conversion means (40') further comprises an electric converter (46), the electrical terminals (51) of the storage means (5 ) being electrically connected to said electric machine (44) via the electric converter (46).
    [10" id="c-fr-0010]
    10. Unit (1) according to claim 5, in which the storage means (5) comprise a battery (5), and the second power conversion means (4) comprise an electrical converter (41) comprising a first coupling electrical (411) and a second electrical coupling (412), the first electrical coupling (411) being connected to the electrical output connections (320) of the electrical generator (32) and the second electrical coupling (412) of the electrical converter (41) being connected to electrical terminals (51) of the storage means (5).
    [11" id="c-fr-0011]
    11. Unit (10) according to claims 4 and 5, wherein the storage means (5) comprise a battery (5), and the second power conversion means (40) comprise an electric converter (42) comprising a first electrical coupling (421) connected to the second electrical coupling (92) of the electrical converter (9) of the first conversion means (9) and a second electrical coupling (422) connected to the electrical terminals (51) of the storage means (5).
    [12" id="c-fr-0012]
    12. Unit (10) according to one of claims 1 to 4, further comprising an AC / DC output converter (8) having a first electrical coupling (81) and a second electrical coupling, the storage means (5 ) comprising a battery (5) comprising first electrical terminals (51) and second electrical terminals (52), said first electrical terminals (51) storage means (5) being coupled at the output of the electricity production device ( 3) and said second electrical terminals (52) of the storage means (5) being coupled to said first electrical coupling (81) of the AC / DC output converter (8), the second electrical coupling (82) of the AC electrical converter -continuous output (8) being intended to be connected to the on-board power supply network (20).
    [13" id="c-fr-0013]
    13. Aircraft comprising a unit (1, 10, 100, Γ, 10 ', 1009 of 5 generation of non-propulsive electrical power according to one of claims 1 to 12 coupled to an on-board electrical supply network (2, 20, 200).
    1/4
    J ι ______________________ ι
    2/4 ι ______ ι
    CO ι __________________ ι
    3/4 r
    I_____________________I
    100 '. <L_ ι ___________________________ ι
    4/4
    I___
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    WO2021089948A1|2021-05-14|Hybrid propulsion architecture and aircraft containing such an architecture
    FR2963856A1|2012-02-17|ELECTRIC ENERGY CONVERSION SYSTEM
    同族专利:
    公开号 | 公开日
    FR3060653B1|2019-05-24|
    EP3336329A1|2018-06-20|
    ES2745923T3|2020-03-04|
    US20180170564A1|2018-06-21|
    US11053013B2|2021-07-06|
    EP3336329B1|2019-07-10|
    引用文献:
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    FR2962404B1|2010-07-08|2012-07-20|Eurocopter France|ELECTRICAL ARCHITECTURE FOR AN AIRCRAFT WITH A HYBRID MOTORIZED TURNING SAIL|
    US8727270B2|2010-11-16|2014-05-20|Rolls-Royce Corporation|Aircraft, propulsion system, and system for taxiing an aircraft|
    US10309304B2|2014-03-04|2019-06-04|Sikorsky Aircraft Corporation|Electrical augmentation of a gas turbine engine|
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    US10480408B2|2016-08-29|2019-11-19|Rolls-Royce North American Technologies Inc.|Energy weapon system having a gas turbine generator with idle assist|
    US10429154B2|2016-08-29|2019-10-01|Rolls-Royce North American Technologies Inc.|Energy weapon having a fast start turbine for a high power generator|US20180251226A1|2017-03-02|2018-09-06|Bell Helicopter Textron Inc.|Hybrid propulsion drive train system for tiltrotor aircraft|
    FR3084340A1|2018-07-27|2020-01-31|Safran|ELECTRIC POWER GENERATION SYSTEM FOR AIRCRAFT|
    US10988266B2|2019-01-29|2021-04-27|The Boeing Company|Aircraft auxiliary power unitcontrol system having speed compensation|
    US10974844B2|2019-01-29|2021-04-13|The Boeing Company|Aircraft auxiliary power unitcontrol system having speed compensation|
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    FR3113284A1|2020-08-04|2022-02-11|Airbus Operations |Method and device for managing the withdrawal of power produced by an auxiliary power unit of an aircraft and aircraft equipped with said device for managing power withdrawal|
    法律状态:
    2017-11-20| PLFP| Fee payment|Year of fee payment: 2 |
    2018-06-22| PLSC| Publication of the preliminary search report|Effective date: 20180622 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 4 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2021-11-18| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1662480|2016-12-15|
    FR1662480A|FR3060653B1|2016-12-15|2016-12-15|GENERATING UNIT OF NON-PROPULSIVE ELECTRIC POWER|FR1662480A| FR3060653B1|2016-12-15|2016-12-15|GENERATING UNIT OF NON-PROPULSIVE ELECTRIC POWER|
    EP17207214.2A| EP3336329B1|2016-12-15|2017-12-14|Auxiliary power unit for generating electrical power|
    ES17207214T| ES2745923T3|2016-12-15|2017-12-14|Non-propulsive electric power generation unit|
    US15/843,573| US11053013B2|2016-12-15|2017-12-15|Unit for generating non-propulsive electrical power|
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