• 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:
    The aircraft engine architecture comprises at least one reversible electric machine (3, 4) whose rotor (10) is connected to both the low pressure shaft (1) and the high pressure shaft (2). by transmissions (11, 12, 13, 14) alternately disengaged in the direction of rotation of the rotor (10), the transmissions may comprise passive unidirectional couplings (15, 16, 17, 18), whose clutching directions are opposed. There are thus independent modes of operation of the machines, starter or electric generator of each of the shafts.
    公开号:FR3066444A1
    申请号:FR1754493
    申请日:2017-05-19
    公开日:2018-11-23
    发明作者:Nawal Jaljal；Fabien DESARNAUD
    申请人:Safran SA；
    IPC主号:
    专利说明:

    HYBRID PROPULSIVE AIRCRAFT ARCHITECTURE COMPRISING A MOTOR WITH A REVERSIBLE ELECTRIC MACHINE MOUNTED ON TWO SHAFTS
    DESCRIPTION
    The subject of the invention is a hybrid propulsion architecture of an aircraft comprising an engine coupled with a reversible electric machine on its shafts.
    The hybrid propulsion architectures of modern aircraft include motors which are associated with electrical machines linked by an electrical distribution network to electrical storage devices or other energy storage devices. Engines can provide, in addition to the energy required for propulsion, electrical energy used or stored elsewhere in the aircraft; electric machines can also, conversely, provide energy to assist motors, useful for certain phases of the mission on the ground and in flight.
    But as the usual turbomachines comprise a low pressure shaft BP and a high pressure shaft HP rotating at different speeds, and the reversible power transmission can advantageously concern one or the other of these shafts, we are led to associate each of them to a particular electric machine, which leads to a heavy arrangement and which can prove to be complicated to control reliably.
    A first object of the invention is therefore to simplify the plausible arrangements, with the possibility of reducing the number of electric machines associated with the hybrid propulsion system.
    In a general aspect, the invention relates to an architecture of a hybrid propulsion system comprising an engine comprising at least two shafts rotating independently of one another, the arrangement further comprising a reversible electric machine, the electric machine being connected to a distribution network, characterized in that a rotor of the electric machine is connected to each of the motor shafts by a respective transmission, each of the transmissions comprising a disengageable coupling.
    A single electric machine therefore proves to be sufficient for reversible power transmission with each of the two motor shafts. It is obvious that the layout can be reduced; However, other difficulties may appear if the control of the couplings proves to be insufficiently reliable.
    According to an important improvement of the invention making it possible to obviate this new problem, the disengageable couplings can be one-way clutches and in particular passive one-way clutches, such as freewheels.
    By exploiting the possible operation of an electric machine according to the four operating quadrants, there is automatically obtained a transmission by only one of the two shafts according to the direction of rotation of the rotor of the machine if the unidirectional clutches disengage for opposite directions of rotation of the rotor, since the coupling of one of the transmissions involves the uncoupling of the other. No damage by operating accident is therefore to be feared. This result is immediately obtained with motor shafts which do not rotate in the same direction of rotation, such as counter-rotating shafts. Otherwise, it will be necessary to add a rotation reverser, such as a gear or any conventional device, to one of the transmissions. If the one-way clutches are passive devices, no clutch control device is required.
    A particular aspect of the invention is characterized by the presence of a second electric machine, which is similar to the previous one and connected to the same high pressure and low pressure shafts of the engine by transmissions similar to those above.
    If such embodiments of the invention involve a pair of electric machines per motor, they have the advantage of authorizing original operating modes, consisting in particular of power transfers from one tree to another, a levy on one of them by a first of the electric machines coinciding with a supply of power to the other shaft by the other electric machine.
    Other modes of operation of the arrangement of the invention are possible, and their advantages and circumstances of use will be detailed below.
    The various embodiments of the invention, and especially the last mentioned, comprising two electric machines connected to the two shafts of the engine, therefore offer various advantages. It becomes possible to adjust with great freedom the mechanical power samples or on the contrary the additional power supplies to the engine in a way much more adapted to the different situations encountered during the entire mission in flight and on the ground, with the prospect of increasing the performance of the engine at different speeds, or on the contrary to take more mechanical power, without disadvantage for the overall performance of the engine and its operability. Mention will in particular be made of possibilities of improving transient performance, or of assisting the engine during the ground and flight start-up phases. Another consequence favorable to the overall performance of the aircraft will be greater freedom in the dimensioning of the turbomachine, considering that there will always be, surely, an additional power originating from another device for supplying energy, which it will be possible to allocate thanks to the motor mode of electric machines to the tree which will need it. The independent coupling of the electric machines on the two shafts also allows innovative operating modes for modern aircraft with electric rotation or electric assistance by acceleration or braking of the LP and / or HP shafts, engine off or in operation . The supply of electrical power to the electrical machines of an engine may come from another engine or from an energy store, provided for this function or associated with a turbogenerator for example.
    The characteristic architecture of the invention is also simple and reliable.
    And the invention can be implemented on each of the engines of the same aircraft, with an energy supply device common to the various electrical machines, also capable of supplying electrical power to the equipment and the servitudes of the aircraft.
    The various aspects, characteristics and advantages of the invention will now be described in connection with the following figures, which show in detail a purely illustrative embodiment thereof:
    FIGS. 1 to 6 represent an embodiment of the invention and its different modes of operation, and
    - Figure 7 shows the complete arrangement arranged on an aircraft.
    The description first relates to Figures 1 and 7. An aircraft engine comprises a low pressure shaft 1 and a high pressure shaft 2 coaxial and concentric, as is usual. It is associated with two reversible electrical machines 3 and 4, each of which comprises a stator 5 connected by electrical cables from a distribution network 6 to a control system 7, and by means of the latter to a battery or a another 8 electric energy store. FIG. 7 shows that the control system 7 is connected to all the electrical machines characterizing the invention, which is here advantageously applied to each of the two engines 21 and 22 of the aircraft. The control system 7 interacts with the power electronics necessary for the control of the electrical machines 3 and 4. The architecture can also have a turbogenerator 9 which supplies inter alia the electrical distribution network 6 and / or an energy storage like battery systems
    The electric machines 3 and 4 each comprise a rotor 10, which is connected to each of the low pressure 1 and high pressure 2 shafts by a transmission, respectively 11 and 12 for the electric machine 3 and 13 and 14 for the electric machine 4. Each transmissions 11, 12, 13 and 14 includes transmission elements proper such as rotor elements, countershafts, gears, etc. of any kind and also a one-way coupling, respectively 15, 16, 17 and 18 , which can advantageously be a passive element such as a freewheel coupling. The unidirectional couplings 15 to 18 can be mounted directly on the rotors 10 as shown here, or elsewhere on the transmissions 11 to 14.
    It is essential to note that the directions of coupling of the free wheels 15 and 16 are opposite, as are those of the free wheels 17 and 18, with the consequence that each of the rotors 10 is coupled to one or the other of the low pressure 1 and high pressure shafts 2, by one or other of the transmissions 11 and 12, or 13 and 14, and only one of them, according to its direction of rotation.
    The different possible operating modes, governed by the control system 7, will now be detailed. These operating modes are chosen and regulated by the control system 7, which acts on the controls of the electric machines 3 and 4 and the engine control; unidirectional couplings 15 to 18 do not need any control mechanism if they are passive, which is an important advantage which improves the reliability of the architecture.
    The mode of FIG. 1 is a mode where the rotors 10 of the two electric machines 3 and 4 rotate in a direction of rotation which will be called positive (R3 + and R4 +) which induces the coupling of the freewheels 15 and 17. The setting in engagement of the two rotors 10 and of the low pressure shaft 1 is effected by the transmissions 11 and 13. In addition, the energy store 8 supplies the electrical power necessary for the electrical machines 3 and 4. This situation may correspond to a motor 21 or 22 switched off and in taxing or ground drive mode by a propeller or a blower 23 (FIG. 7) at the end of the low pressure shaft 1, or at an additional power supply in transient or continuous mode exclusively on the low pressure shaft 1, which can be installed during the different flight phases. In this operating mode as in all those where the electrical machines 3 and 4 (or one of them only) work in motor mode, the electrical energy which supplies them can also come from other equipment which is connected to them by the distribution network 6, like the turbogenerator 9 or the other of the motors 22 or 21, by the electrical machines 3 and 4 thereof. The invention can therefore authorize operating modes where one of the motors starts or accelerates the other, which can be particularly appreciated in the event of a breakdown, the stopped engine then continuing to operate by its low pressure shaft 1, which here drives another propeller or the blower 23.
    The mode of FIG. 2 is similar to that of FIG. 1 and is based in particular on the rotation of the two rotors 10 in the positive direction R3 + and R4 +, except that the electric machines 3 and 4 both work as a generator. electrical power through their power electronics. This mode makes it possible to take mechanical power from the low pressure shaft 1 to supply non-propulsive energy, recharge the energy store 8 or brake the low pressure shaft 1.
    The embodiment of FIG. 3 differs from the previous ones by an inversion of the directions of rotation of the rotors 10, that is to say that they rotate in the so-called negative directions R3- and R4-. The transmissions 11 and 13 leading to the low pressure shaft 1 then become inactive, and conversely the transmissions 12 and 14 leading to the high pressure shaft 2 transmit power. In this mode, power is supplied by the energy store 8, or the turbogenerator 9, or the second engine 22 or 21 to the high pressure shaft 2 by the two electric machines 3 and 4. This can be used for the starting the engine 21 or 22 or a transient or continuous electrical assistance of the high pressure shaft 2, which can be implemented during the different flight phases. Here too, the presence of two electric machines 3 and 4 which can be controlled independently offers greater freedom of design.
    In the embodiment of FIG. 4, there are the same negative directions R3- and R4- of rotation of the rotors 10, but the direction of power transmission is reversed, that is to say that the electrical machines 3 and 4 are working in generator mode. This operating mode could be usual for supplying non-propulsive energy, recharging the energy store 8 or braking the high pressure shaft 2.
    In the operating mode of FIG. 5, the rotation in the positive direction R3 + of the first electric machine 3 is associated with the negative direction of rotation R4 of the second electric machine 4. It is then possible to take mechanical power from a trees and provide mechanical power to the other, with a balance of supply or puncture of electrical power on the distribution network 6 may be zero. Here, the first electric machine 3 contributes to driving the low pressure shaft 1 by the transmission 11, and the high pressure shaft 2 makes the second electric machine 4 work in electricity generator mode. Such an operating mode can be of interest, for example in transient phases of the motor 21 or 22, by accelerating the low pressure shaft 1 and decelerating the high pressure shaft 2.
    FIG. 6 shows that the opposite operation is possible, the first electric machine 3 supplying energy to the high pressure shaft 2, with the negative direction of rotation R3-, and the low pressure shaft 1 making the second machine work electric 4 in generator by means of the rotation of its rotor 10 in the positive direction R4 +. Such an operating mode can be of interest, for example in transient phases of the motor 21 or 22, by accelerating the high pressure shaft 2 and decelerating the low pressure shaft 1.
    Switching between the different operating modes can be facilitated, as can the dimensioning of electrical machines 3 and 4, if the reduction ratios of the transmissions 11 and 12, and 13 and 14 leading to each of the rotors 10 are unequal, so as to that the speed intervals of the low pressure shaft 1 and of the high pressure shaft 2 correspond to close speed intervals on the rotor 10 of each of the electric machines 3 and 4, which can be obtained by amplifiers or 10 rotation reducers (not shown, which may consist of gears) on the transmissions 11 to 14 of each of the electrical machines 3 and 4.
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    1) Architecture of a hybrid aircraft propulsion system, comprising an engine (21, 22) comprising at least two shafts (1, 2) rotating independently of one another, the arrangement further comprising a reversible electric machine (3,4) connected to a distribution network (6), characterized in that a rotor (10) of the electric machine is connected to each of the shafts (1, 2) of the motor by a transmission (11, 12, 13, 14) respectively, each of the transmissions comprising a disengageable coupling (15, 16, 17, 18).
    [2" id="c-fr-0002]
    2) Architecture of a hybrid aircraft propulsion system according to claim 1, characterized in that the disengageable couplings are unidirectional clutches and in that the unidirectional clutches have opposite directions of disengagement of rotation.
    [3" id="c-fr-0003]
    3) Architecture of an aircraft hybrid propulsion system according to claim 2, characterized in that the one-way clutches are passive.
    [4" id="c-fr-0004]
    4) Architecture of a hybrid aircraft propulsion system according to claim 2 or 3, characterized in that (the shafts have either opposite directions of rotation, or identical directions of rotation, one of the transmissions then comprising a direction reversal of rotation.
    [5" id="c-fr-0005]
    5) Architecture of a hybrid aircraft propulsion system according to any one of claims 1 to 4, characterized in that it comprises a second electric machine connected to the distribution network, and in that a rotor (10) of the second electric machine is also connected to each of the motor shafts by a respective transmission, each of the transmissions comprising a disengageable coupling.
    [6" id="c-fr-0006]
    6) Architecture of a hybrid aircraft propulsion system according to any one of claims 1 to 5, characterized in that it comprises a control system (7) allowing a drive of one of the shafts by one or two machines electrical (3, 4).
    [7" id="c-fr-0007]
    7) Architecture of a hybrid aircraft propulsion system according to any one of claims 1 to 6, characterized in that it comprises a control system (7) allowing generation of electricity from one of the trees , by one or w two electric machines (3, 4).
    [8" id="c-fr-0008]
    8) Architecture of a hybrid aircraft propulsion system according to claim 5, characterized in that it comprises a control system (7) allowing generation of electricity from one of the two shafts by the first electric machine , simultaneously with a drive of the second of the two shafts by the second electric machine.
    [9" id="c-fr-0009]
    9) Architecture of a hybrid aircraft propulsion system according to any one of claims 1 to 8, characterized in that the transmissions comprise unequal reduction in speed ratios between the rotor and the shafts of the engine.
    [10" id="c-fr-0010]
    10) Aircraft, comprising a plurality of motors (21, 22) each provided with the architecture according to any one of the preceding claims, characterized in that the electric machines of all the motors are connected to a device (8, 9) of energy supply.
    [11" id="c-fr-0011]
    11) Aircraft according to claim 10, characterized in that it comprises a control system (7) allowing a drive of a first of the motors by another of the motors via the electric machines, the electric machine or machines of the first of the motors operating in engine mode and the electric machine or machines of the second of the engines operating in generator mode.
    [12" id="c-fr-0012]
    12) Aircraft according to any one of claims 10 or 11, characterized in that it comprises an energy supply device, connected to the electric machine or to the electric machines, and which comprises a turbogenerator (9) and / or an energy store (8).
    类似技术:
    公开号 | 公开日 | 专利标题
    CA3063699A1|2018-11-22|Hybrid propulsion architecture for an aircraft comprising a motor with two reversible electric machines mounted on two shafts
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    EP1097830B1|2004-06-16|Hybrid drive unit with at least two planetary gearings
    FR2760411A1|1998-09-11|HYBRID DRIVE SYSTEM FOR A MOTOR VEHICLE
    FR2962378A1|2012-01-13|DRIVE SYSTEM FOR A MOTOR VEHICLE AND MOTOR VEHICLE COMPRISING SUCH A DRIVE SYSTEM
    EP3176019B1|2018-09-12|Power plant of a vehicle
    EP3176018B1|2018-09-12|Power plant of a vehicle
    EP1100690B1|2004-05-12|Hybrid engine transmission unit comprising two electrical machines
    EP2712749B1|2018-05-16|System for driving the movement of a hybrid vehicle
    WO2015181480A1|2015-12-03|Automatic transmission for hybrid vehicle and control method
    EP3212961A1|2017-09-06|Speed-transmission device for moving a motor vehicle, notably a motorized at least two-wheeled vehicle, and power train using such a device
    FR3065920B1|2019-11-22|TENSION ARCHITECTURE FOR A MOTOR VEHICLE COMPRISING TWO REVERSIBLE ROTATING ELECTRIC MACHINES
    FR3029584A1|2016-06-10|SPEED TRANSMISSION DEVICE FOR THE DISPLACEMENT OF A MOTOR VEHICLE, IN PARTICULAR A MOTORIZED VEHICLE WITH AT LEAST TWO WHEELS, AND MOTOR POWER PACKAGE USING SUCH A DEVICE, IN PARTICULAR FOR A HYBRID VEHICLE.
    EP2505409B1|2016-02-17|Power train for hybrid vehicle
    FR2679839A1|1993-02-05|Hybrid motive equipment including an electric motor and a primary motor or engine such as a motor or engine which is not electric, for example a heat | or turbine engine, or an asynchronous motor
    EP3263383A1|2018-01-03|Propulsion unit for a hybrid vehicle with a connection/disconnection device for the electric machine
    FR2811267A1|2002-01-11|Propulsion for hybrid vehicle has a epicycloidal gear where the concentric rotors of the two motors are linked on one side and the shaft of the IC engine on the other side
    FR3058366A1|2018-05-11|MECHANICAL INTERFACE BETWEEN A ROTATING ELECTRICAL MACHINE AND A GEARBOX
    FR3065919B1|2019-11-22|TENSION ARCHITECTURE FOR MOTOR VEHICLE INTEGRATING TWO REVERSIBLE ROTATING ELECTRIC MACHINES
    FR3098497A1|2021-01-15|Hybrid propulsion chain for aircraft comprising an auxiliary mechanical drive system
    WO2021209701A1|2021-10-21|Propulsion channel for aircraft
    FR3067665A1|2018-12-21|TENSION ARCHITECTURE HAVING A TWO-REPORTING COUPLING DEVICE BETWEEN AN ELECTRIC MACHINE AND A REAR VEHICLE MOTOR TRAIN
    WO2019220038A1|2019-11-21|Aircraft power architecture
    WO2021198597A1|2021-10-07|Actuation system for an aircraft engine lubrication pump and associated aircraft
    同族专利:
    公开号 | 公开日
    EP3609787A1|2020-02-19|
    US20210362862A1|2021-11-25|
    CA3063699A1|2018-11-22|
    RU2019142108A3|2021-09-30|
    RU2019142108A|2021-06-21|
    FR3066444B1|2021-04-16|
    BR112019023917A2|2020-06-02|
    CN110636971A|2019-12-31|
    WO2018211227A1|2018-11-22|
    引用文献:
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    法律状态:
    2018-04-23| PLFP| Fee payment|Year of fee payment: 2 |
    2018-11-23| PLSC| Publication of the preliminary search report|Effective date: 20181123 |
    2019-04-19| PLFP| Fee payment|Year of fee payment: 3 |
    2020-04-22| PLFP| Fee payment|Year of fee payment: 4 |
    2021-04-21| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1754493|2017-05-19|
    FR1754493A|FR3066444B1|2017-05-19|2017-05-19|HYBRID PROPULSIVE AIRCRAFT ARCHITECTURE INCLUDING AN ENGINE WITH A REVERSIBLE ELECTRIC MACHINE MOUNTED ON TWO SHAFTS|FR1754493A| FR3066444B1|2017-05-19|2017-05-19|HYBRID PROPULSIVE AIRCRAFT ARCHITECTURE INCLUDING AN ENGINE WITH A REVERSIBLE ELECTRIC MACHINE MOUNTED ON TWO SHAFTS|
    US16/613,982| US20210362862A1|2017-05-19|2018-05-18|Hybrid propulsive architecture for an aircraft comprising an engine with a reversible electric machine mounted on two shafts|
    CA3063699A| CA3063699A1|2017-05-19|2018-05-18|Hybrid propulsion architecture for an aircraft comprising a motor with two reversible electric machines mounted on two shafts|
    RU2019142108A| RU2767577C2|2017-05-19|2018-05-18|Hybrid propulsive structure for an aircraft comprising an engine with a reversible electric machine mounted on two shafts|
    PCT/FR2018/051202| WO2018211227A1|2017-05-19|2018-05-18|Hybrid propulsion architecture for an aircraft comprising a motor with two reversible electric machines mounted on two shafts|
    EP18735635.7A| EP3609787A1|2017-05-19|2018-05-18|Hybrid propulsion architecture for an aircraft comprising a motor with two reversible electric machines mounted on two shafts|
    CN201880032968.9A| CN110636971A|2017-05-19|2018-05-18|Hybrid propulsion arrangement for an aircraft comprising a motor with reversible electric machines mounted on two shafts|
    BR112019023917-0A| BR112019023917A2|2017-05-19|2018-05-18|PROPULSIVE HYBRID AIRCRAFT ARCHITECTURE THAT UNDERSTANDS AN ENGINE WITH TWO REVERSIBLE ELECTRICAL MACHINES ASSEMBLED ON TWO AXLES|
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