• 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 invention relates to a propeller propulsion unit (100) comprising at least one kinematic system (110) comprising at least: a heat engine (111), an electric power generator (113), an electric motor (114) ) configured to generate an output rotary motion from the electrical energy generated by the electric power generator (113), a drive and select device (115) configured to assume a first configuration (115a) in which it is coupled to the output of the electric motor (114) and a second configuration (115b) in which it is coupled to the primary shaft (112) of the heat engine (111), and a propeller (116) rotated by the device training and selection (115). Such a hybrid propulsion propulsion unit provides more power, ease of maintenance and ergonomics, and is safer.
    公开号:FR3079498A1
    申请号:FR1852804
    申请日:2018-03-30
    公开日:2019-10-04
    发明作者:Patrick Lieven；Jerome Colmagro
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    The present invention relates to a propeller propulsion unit, and in particular to an aircraft propeller propulsion unit.
    It also relates to an aircraft comprising such a propeller propulsion unit, for example an aircraft intended for the transport of a payload, such as for example a civil aircraft intended for the transport of passengers and / or the transport of freight.
    Conventionally, an aircraft comprises a fuselage, a wing and a tailplane.
    At the front of the fuselage is a cockpit.
    Behind the cockpit, the fuselage has a central part intended for the transport of a payload. Typically, a cabin for receiving passengers is located in the central part of the fuselage, possibly with a hold for transporting cargo. This central part can also be arranged to receive only freight.
    The empennage is attached to a rear part of the fuselage. This empennage is conventionally associated with a fin.
    The rear part of the fuselage is generally dedicated to housing technical compartments.
    The wing, whose position and shape depend on the design of the aircraft, is attached to the fuselage.
    The aircraft generally comprises engines, and for example two engines fixed under the wing of the aircraft.
    These engines constitute the propulsion means of the aircraft and are typically internal combustion engines, also called thermal engines, supplied with fuel, which is stored in a tank of the aircraft.
    In order to reduce fuel consumption and emissions of carbon dioxide and other pollutants from combustion for such an aircraft, French patent application No. 1355610 filed on June 14, 2013 describes an aircraft comprising an internal combustion engine consuming fuel, such as a gas turbine or combustion turbine, coupled to electric propulsion means (which for example include electric propeller motors) disposed on each side of the fuselage (in particular on the wing), and to a generator electrical energy and electrical storage and supply means which are arranged substantially in a longitudinal axis of symmetry of the fuselage.
    Such a motorization can however be improved, for example in terms of power that can be supplied, ease of maintenance or ergonomics, or even safety.
    The present invention thus aims to improve at least some of the aforementioned aspects.
    To this end, there is proposed, according to a first aspect, a propeller propeller unit, comprising at least one kinematic system comprising at least:
    • an internal combustion engine consuming fuel and a primary shaft driven in rotation at the outlet of the internal combustion engine, • an electric energy generator configured to generate electric energy from the rotation of the primary shaft, • an electric motor configured to generate a rotary movement at the output from the electric energy generated by the electric energy generator, • a drive and selection device configured to take o a first configuration in which it is coupled at the output of the electric motor and o a second configuration in which it is coupled to the primary shaft, • a propeller driven in rotation by the drive and selection device.
    Thus, the heat engine and the electric power generator, on the one hand, and the electric motor (also called "EPU" for "Electrical Power Unit"), on the other hand, are coupled and arranged behind the propeller.
    In the event of an emergency or failure, it is therefore possible to replace the source of electrical energy, i.e. the EPU, with the source of thermal energy, i.e. the motor. thermal, thanks to the possibility of establishing a direct link between the primary shaft and the propeller by the drive and selection device which is configured to take each of the two configurations, but one of the two at a given time .
    It is specified that "direct" here means "without involving the use of the electric motor".
    Such a propeller propulsion unit is therefore safer since it makes it possible to supply energy to the propeller by means of two different sources: the heat engine and the electric motor.
    In addition, while it is a hybrid engine, the possibility of establishing a direct link between the rotary shaft of the heat engine, i.e. the primary shaft, and the propeller allows to provide more energy to the propeller.
    Positioning the heat engine behind the propeller in the context of a hybrid engine also reduces drag.
    Thus, such a propeller propeller unit with hybrid motorization makes it possible to provide more power, and has an ease of maintenance and ergonomics, and is safer.
    The electric power generator is for example possibly mounted on the primary shaft, or even crossed by the primary shaft.
    The electric motor configured to generate a rotary movement at the output comprises for example, at the output, a secondary shaft and / or a pinion driven in rotation.
    For example, the fuel-consuming heat engine is an internal combustion engine, such as a gas turbine or combustion turbine.
    In an interesting embodiment, the drive and selection device comprises a coupling element and a guide element configured to at least guide the coupling element in rotation.
    The coupling element is for example an element at least part of which is movable between a position in which it is coupled to the primary shaft of the heat engine and a position in which it is coupled to the output of the electric motor.
    The guide element is an element configured to at least guide the coupling element between the configuration in which it is coupled to the primary shaft of the heat engine and the configuration in which it is coupled to the output of the electric motor, without blocking its rotation.
    For example, the drive and selection device includes a reducer.
    The reduction gear is, for example, a planetary gear train.
    In an exemplary embodiment, the kinematic system further comprises a gas exhaust duct, for example positioned behind the heat engine.
    For example, the propeller propulsion unit further comprises storage and electrical supply means configured to store the electrical energy generated by the electrical energy generator and to supply electrical energy to the electric motor.
    For example, the propeller propulsion unit further includes a rectifier configured to transform alternating current at the output of the electric power generator into direct current.
    For example, the rectifier makes it possible to supply, or even for example charge, the storage and electrical supply means.
    For example, the propeller propulsion unit further includes an alternator configured to transform direct current into alternating current to power the electric motor.
    For example, the direct current supplied to the alternator comes from the storage and electrical supply means.
    In other words, the propeller unit also has an electrical system.
    The electrical system mainly comprises electrical and / or electronic elements.
    The electrical system is configured to transmit electrical energy from the electrical energy generator to the electric motor.
    It includes, for example, at least one of the aforementioned elements, namely: electrical storage and supply means, a rectifier, an alternator, etc. The electrical system can also include the various cables useful for the desired electrical connections. In other words, the electrical system comprises different electrical and / or electronic elements useful for the operation of the propeller propulsion unit.
    The propeller propulsion unit may also include a cooling system configured to lower at least part of the kinematic system and / or the electrical system.
    Another aspect is also proposed, an aircraft comprising at least one propeller propulsion unit.
    The propeller propulsion unit has at least some of the features described above.
    A propeller propulsion unit comprising at least some of the characteristics described above, in an aircraft, thus has advantages similar to those described above.
    In the case of installation in an aircraft, it is also possible to reduce structural reinforcements of the fuselage because the installation of the heat engine and of the electric generator is then carried out outside the fuselage.
    The reduction in structural reinforcements then makes it possible to lighten the fuselage.
    The kinematic system of the propeller propulsion unit is for example installed outside the fuselage of the aircraft, for example under wing or at the rear of the aircraft.
    For example, the aircraft has at least one wing and the kinematic system is arranged under the wing.
    The kinematic system is for example fixed under the wing by a nacelle or any other type of attachment.
    The engine accelerations are reduced compared to a rear engine installation (for example 2.5 G instead of 8 G).
    The installation of the kinematic system is facilitated because it is similar to a usual engine installation under the wing.
    In addition, maintenance is facilitated because at least the internal combustion engine being positioned outside the fuselage, the kinematic system is easier to access, and even more so when it is positioned under the wing, for example. It is thus possible to directly access the kinematic system while when the heat engine and the generator are positioned in the fuselage, it is necessary to proceed by an access hatch.
    In an exemplary embodiment, the storage and electrical supply means are arranged in the fuselage.
    In one embodiment, the storage and electrical supply means conform to an internal shape of the fuselage.
    In an exemplary embodiment, the storage and electrical supply means are arranged near the center of gravity of the aircraft equipped with at least the kinematic system.
    For example, in other words, once the kinematic system is placed in the aircraft, or all the kinematic systems if more are provided, for example under wing, it is possible to determine a center of gravity of the aircraft, provided at least the kinematic system, and then define where to position the storage and electrical supply means, as close to the center of gravity as possible.
    The weight of the aircraft fitted with such a propeller propulsion unit is then concentrated towards a center of gravity of the aircraft.
    In an exemplary embodiment, the aircraft further comprises an electric propeller motor.
    An electric propeller motor here means an electric motor (EPU) fitted with a propeller.
    In an exemplary embodiment, the electric propeller motor is also arranged under a wing of the aircraft.
    For example, the heat engine and electric power generator of the propeller propulsion unit are configured to further supply electric power to the electric propeller motor.
    In an exemplary embodiment, the aircraft further comprises a fuselage and the electric propeller motor is arranged under the wing and the kinematic system is positioned between the electric propeller motor and the fuselage.
    In other words, at least the kinematic system of the propeller propulsion unit and an independent propeller electric motor are both arranged under the same wing of the aircraft. And for example, the kinematic system of the propeller propulsion unit is arranged between the fuselage and the propeller electric motor.
    In practice, the aircraft can comprise several electric propeller motors. They are for example arranged symmetrically on each side of the fuselage, and for example under each of the wings.
    For example, the aircraft has a kinematic system on each side of the fuselage.
    In an exemplary embodiment, the aircraft may include an electrical system common to the kinematic systems arranged on each side of the fuselage.
    Thus, for example, the electrical generators of each of the kinematic systems supply the same means of storage and electrical supply.
    The invention, according to an exemplary embodiment, will be well understood and its advantages will appear better on reading the detailed description which follows, given for information and in no way limitative, with reference to the accompanying drawings in which:
    FIG. 1 schematically shows a kinematic architecture of a propeller propulsion unit according to an embodiment of the invention,
    FIG. 2 schematically shows an alternative kinematic architecture to the embodiment of FIG. 1,
    FIG. 3 schematically shows a propeller propulsion unit according to an exemplary embodiment of the invention,
    FIG. 4 illustrates the kinematic system of the propeller propulsion unit of FIG. 3 associated with an electric propeller motor powered by the heat engine and the electrical energy generator of the kinematic system,
    FIG. 5 presents a kinematic diagram of an embodiment of the kinematic system of the propeller propulsion unit according to the invention and an example of a block diagram of the propeller propulsion unit,
    FIGS. 6 and 7 show a digital model corresponding to the kinematic system of the propeller propulsion unit of FIG. 3, the kinematic system being devoid of the propeller in FIG. 6 relative to FIG. 7,
    FIG. 8 is a partially transparent view of the digital model of FIG. 7,
    FIG. 9 shows an aircraft in three dimensions according to an exemplary implementation of the invention,
    FIG. 10 shows an aircraft in three dimensions according to another example of implementation of the invention, and
    Figures 11 and 12 illustrate examples of fastening systems for fixing a kinematic system of a propeller propulsion unit according to an exemplary embodiment of the invention under an aircraft wing.
    Identical elements shown in the above figures are identified by identical reference numerals.
    In the following description, the terms front and rear refer to the propeller propulsion unit as it would be arranged in an aircraft and / or to the aircraft and to its direction of movement in flight.
    The concepts of relative positions, lower and upper, are identified for example when the aircraft is in cruise flight or when it is placed on the ground.
    Figure 1 shows schematically the general principle of a propeller propulsion unit 100 according to the invention.
    The propeller propulsion unit 100 by definition comprises at least one kinematic system 110 and an electrical system 120.
    The kinematic system includes the propeller and the main elements positioned behind the propeller and to which they are mechanically attached, or even kinematically.
    The kinematic system 110 comprises at least:
    • an internal combustion engine 111 consuming fuel with a primary shaft 112 driven in rotation at the outlet of the internal combustion engine, for example at an angular speed denoted “ω”, • an electrical energy generator 113 configured to generate electrical energy from the rotation of the primary shaft 112, • an electric motor 114 configured to generate a rotary movement at the output (for example by any type of rotary element), from the electric energy generated by the electric energy generator 113 and which is transmitted to it, • a training and selection device (hereinafter referred to as 115 but of which only the configurations set out below represent it in this figure) configured to take:
    • a first configuration 115a in which it is coupled at the outlet of the electric motor 114 and • a second configuration 115b in which it is coupled to the primary shaft 112, and • a propeller 116 driven in rotation by the drive device and selection 115.
    The heat engine 111 consuming fuel is for example an internal combustion engine, such as a gas turbine or combustion turbine.
    The electrical system 120 mainly comprises electrical and / or electronic elements.
    The electrical system 120 is configured to transmit electrical energy from the electrical energy generator 113 to the electric motor 114.
    It comprises for example at least cables or other connecting elements, indifferently referenced by the reference 124, making it possible to transmit electrical energy from the electrical energy generator 113 to the electric motor 114.
    Thus, in so-called “normal” conditions of use, the first configuration 115a is involved, while in the event of a need for overpower, for example during takeoff of an aircraft or a special maneuver, or in the event of emergency, for example in case of failure of the electric motor and / or of the generator, the second configuration 115b can be put into operation.
    The drive and selection device 115 is therefore configured to take any of the two configurations as desired.
    The embodiment of FIG. 1 illustrates a kinematic architecture in series in which the primary shaft 112 passes through the electric energy generator 113 then the electric motor 114. In other words, the electric motor 114 and the generator d electrical energy 113 are mounted on the primary shaft 112 and the electrical energy generator is positioned between the electric motor 114 and the heat engine 111. In other words, the electric energy generator 113 is here mounted at the outlet of the heat engine 111.
    In addition, the primary shaft 112 comprises for example a pinion, or any other type of toothed wheel (even including a crown), configured to couple to a coupling element of the drive and selection device 115 in the second configuration 115b.
    In the embodiment of FIG. 1, the pinion, or any other type of toothed wheel (even including a crown), of the primary shaft 112 is then located between the propeller 116 and the rotary element at the outlet of the electric motor 114.
    The rotary element at the outlet of the electric motor 114 is for example a shaft, here called secondary shaft, possibly provided with a pinion, or any other type of toothed wheel (even including a crown).
    The rotary element at the outlet of the electric motor 114 is for example the element configured to couple to a coupling element of the drive and selection device 115 in the first configuration 115a.
    Thus, in general, the drive and selection device 115 comprises at least one coupling element configured to couple either to the primary shaft 112 or to the rotary element at the outlet of the electric motor 114.
    In an exemplary embodiment illustrated in FIG. 5 for example, it may be a single coupling element (referenced 119 in this FIG. 5) configured to take two positions (115a or 115b, in which it is partially represented by dotted) allowing it to be coupled with one or the other of the primary shaft 112 or the output of the electric motor 114.
    The embodiment of Figure 2 shows a variant of that of Figure 1. It differs in that the electric motor 114 is mounted on a stator independent of the primary shaft 112. In this example, at least the element rotary at the output of the electric motor 114 is positioned between the propeller 116 and the pinion, or any other type of toothed wheel (even including a crown), of the primary shaft 112.
    In another exemplary embodiment, the rotary element at the outlet of the electric motor and the pinion, or any other type of toothed wheel (including even a crown), of the primary shaft 112 could however be at the same distance behind the propeller to drive the propeller.
    The electric power generator 113 powered by the heat engine 111 is solely dedicated to the production of electricity and does not produce useful thrust in the kinematic system 110 of the propeller propulsion unit 100.
    FIG. 3 schematically shows in a more complete manner a propeller propulsion unit 100 according to an exemplary embodiment of the invention.
    Either of the arrangements shown in Figures 1 and 2 can be used.
    This figure also illustrates the fact that the heat engine 111 is supplied with fuel F (which is generally stored in a tank independent of the propeller propulsion unit described here).
    The kinematic system can also include a gas exhaust pipe 118.
    Such a gas exhaust duct 118 is typically positioned behind the heat engine 111.
    In particular, an internal surface of the gas exhaust duct 118 (that is to say that intended to be in contact with exhaust gases) may have an active surface for treating exhaust gases in order to reduce the emission of pollutants into the atmosphere.
    The active surface of the gas exhaust duct interacts with the exhaust gases to treat them.
    By way of example, this active surface can be produced by catalytic deposition similar to those used in the exhaust pipes of motor vehicles.
    Such an active surface is suitable for directly treating the exhaust gases leaving the heat engine, and in particular the gases resulting from the combustion of a turbine.
    This FIG. 3 also makes it possible to illustrate the principle of arrangement of the electrical system 120 with respect to the kinematic system 110.
    In this figure, the electrical system 120 comprises, by definition:
    - a rectifier 122 configured to transform an alternating current at the output of the electrical energy generator 113 into direct current,
    electrical storage and supply means 121 configured to store the electrical energy generated by the electrical energy generator 113 and to supply electrical energy to the electric motor 114,
    an alternator 123 configured to transform a direct current, in particular from the electrical storage and supply means 121, into alternating current to supply the electric motor 114 and
    cables or other connecting elements, indifferently referenced by the reference 124, making it possible to transmit electrical energy from the electrical energy generator 113 to the electric motor 114, and in particular between the rectifier 122 and the storage means and electrical supply 121 and between the storage and electrical supply means 121 and the alternator 123, as well as between the electrical energy generator 113 and the rectifier 122 and between the alternator 123 and the electric motor 114.
    Of course, this arrangement is not limiting and the electrical system 120 may include other elements.
    Thus, the electrical energy generator 113 is adapted to supply the storage and electrical supply means 121.
    The electrical storage and supply means 121 consist, for example, of at least one battery suitable for storing electrical energy coming from the electrical energy generator 113. These are, for example, several batteries in parallel.
    The electrical storage and supply means 121 are used to supply electric current to at least the electric motor 114.
    Preferably, they also serve to provide a sufficient electrical supply to the electric motor in the event of a breakdown of the electrical energy generator 113.
    Finally, FIG. 3 also illustrates the fact that the propeller propulsion unit may include a cooling system 130.
    The cooling system 130 is configured to cool at least part of the kinematic system 110 and / or of the electrical system 120.
    FIG. 4 shows a particular example of arrangement comprising a propeller propulsion unit according to an exemplary embodiment of the invention, for example as described above, and an electric propeller motor 200, with a view to their installation in an aircraft .
    The propeller electric motor 200 here comprises an electric motor 201 and a propeller 202, as well as possibly any element (such as for example a gear train) useful for adapting the speed of rotation between an output of the electric motor and the propeller. In addition, the propeller electric motor 200 here designates a unit without a clean heat engine.
    Thus, at least the electrical energy generator 113 of the kinematic system 110 of the propeller propulsion unit according to the invention is configured to supply the propeller electric motor 200, in addition to the electric motor
    114 of the kinematic system 110 of the propeller propulsion unit itself. Thus, in other words for example, the electric power generator 113 then powers two electric motors.
    To this end, the electrical energy generator 113 is electrically connected, by at least one electrical connection (which is here represented schematically by a thick line), to the electric motor 201 of the electric propeller motor 200.
    In an exemplary embodiment, the electrical system 120 of the propeller propulsion unit 100 includes an additional electrical connection configured to connect the storage and electrical supply means 121, or even the alternator 123, to the electric motor 201 of the motor. electric propeller 200.
    FIG. 5 represents on the one hand an example of kinematic diagram and on the other hand a block diagram illustrating the operation of the propeller propulsion unit.
    According to this kinematic diagram, the heat engine 111 rotates the primary shaft 112.
    The primary shaft 112 passes through the electric power generator 113 and the electric motor 114 and here comprises, beyond the electric motor 114, a toothed wheel, of the pinion type for example. The electric power generator 113 and the electric motor 114 are for example connected to the primary shaft 112 by pivot connections.
    As illustrated, the heat engine 111 and the electrical energy generator 113 are fixed, for example with respect to a reference (the latter may be a casing for example, and / or an aircraft in which they are arranged).
    The electric motor 114 supplied by the electric energy generator 113 is here represented by its rotary element at the output, for example a toothed wheel (for example of the pinion type).
    The drive and selection device 115 here comprises a coupling element 119.
    As mentioned above, the coupling element 119 is configured to couple either to the primary shaft 112, in particular here to its toothed wheel, or to the rotary element at the outlet of the electric motor 114, in particular here at its gear.
    The coupling element 119 here comprises for example a shaft provided with a toothed wheel, which, by translation of the shaft and / or the toothed wheel relative to the shaft, can be coupled either to the wheel gear of the primary shaft (second configuration 115b in which the gear is shown in dotted lines), or to the gear at the outlet of the electric motor 114 (first configuration 115a in which the gear is shown in solid lines).
    Thus, this illustrates that in general, the drive and selection device 115 can comprise a single coupling element 119 configured to take the first configuration 115a or the second configuration 115b.
    In addition, as illustrated in this figure, the drive and selection device 115 may also include a guide element 117.
    For the sake of simplification of the figure, the drive and selection device 115 is here represented very schematically by the guide element 117 and the coupling element 119.
    The guide element 117, shown schematically here in a very simplified manner, makes it possible for example to adapt the speed of rotation of the coupling element 119 to a desired speed of rotation for the propeller 116.
    By way of example, the propeller 116 here comprises a crown configured to couple at the outlet of the drive and selection device 115. In a particular example, the propeller can be coupled at the outlet of the shaft of the coupling element 119 for example. The propeller is for example connected by a pivot link to a fixed axis, for example with respect to a reference (this can be a casing for example and / or the aircraft, or even the same as that mentioned above).
    The block diagram in FIG. 5 makes it possible to illustrate the operation of a propeller propulsion unit according to the invention from an “electrical” point of view, although for the sake of clarity kinematic elements are represented.
    Thus, fuel F is injected into the heat engine 111 which, by rotating the primary shaft (at angular speed ω for example), supplies the electric power generator 113 which generates an alternating current (AC).
    The rectifier 122 transforms alternating current (AC) into direct current (DC) which is conveyed to the storage and electrical supply means 121 by means of cables or other connecting elements, referenced indifferently by the reference 124.
    The electrical storage and supply means 121 supply a direct current (DC) to the alternator 123 which transforms this direct current (DC) into alternating current (AC) to supply the electric motor 114.
    The electric motor 114 then provides a rotary movement at the output, for example at angular speed ω ’, which can nevertheless be the same as that of the heat engine.
    The drive and selection device 115 is configured to take a first configuration 115a in which it is coupled at the outlet of the electric motor 114 and a second configuration 115b in which it is coupled at the outlet of the heat engine 111 (ie in particular at primary tree).
    Finally, the propeller 116 is rotated by the drive and selection device 115.
    FIGS. 6 to 8 make it possible to represent a digital model corresponding to the kinematic system of the propeller propulsion unit of FIG. 3, in particular according to the arrangement of FIG. 2, that is to say where the electric motor 114 is mounted on a stator independent of the primary shaft 112.
    Figures 6 and 8 show that the drive and selection device 115 has an outlet to which the propeller is coupled.
    Figures 9 and 10 show an aircraft according to an exemplary embodiment of the invention.
    By way of nonlimiting example, the aircraft described below is a transonic aircraft intended for the transport of passengers, and for example allowing, in certain interior configuration configurations, the transport of at least one hundred passengers.
    However, the present invention is not limited to such an aircraft and may also relate to aircraft most commonly called "avioncargo".
    As well illustrated in the figures, the aircraft 300 mainly comprises a fuselage 301 and a wing attached to the fuselage.
    The airfoil has two wings 302 extending symmetrically on either side of the fuselage 301.
    The fuselage has a front part, a central part and a rear part.
    A tail 303 is attached to the fuselage 301 in particular at its rear part.
    The front part of the fuselage here comprises a cockpit 304 inside which is a cockpit. The latter includes in particular all of the control elements for piloting the aircraft, control screens, communication means, etc.
    Of course, the cockpit can be placed elsewhere than in the front part of the fuselage. The front part of the fuselage can then be intended for the transport of a payload.
    The central part of the fuselage is mainly intended for the transport of a payload.
    If the payload is mainly composed of passengers, the central part of the fuselage then mainly comprises a cabin intended to receive the passengers and a hold for receiving the luggage of the passengers and possibly other goods, arranged under the cabin.
    Such a configuration is entirely conventional in an aircraft and does not need to be detailed here.
    As illustrated in FIGS. 9 and 10, the aircraft 300 comprises a propeller propulsion unit comprising at least some of the characteristics described above.
    By way of nonlimiting example, the heat engine is for example a gas turbine using as fuel a fuel on board the aircraft, and typically kerosene stored in a tank of the aircraft.
    In these figures, the kinematic system 110 of the propeller propulsion unit is arranged under a wing 302.
    In particular, the aircraft here comprises a kinematic system 110 under each wing 302, on either side of the fuselage 301.
    The aircraft also comprises an electric propeller motor 200 and in particular here an electric propeller motor 200 under each wing 302, on either side of the fuselage 301.
    In addition, as described in connection with FIG. 4, each propeller electric motor 200 is supplied by the storage and electrical supply means 121 which are charged by the electrical energy generator 113 of each of the kinematic systems 110 arranged in the aircraft.
    In addition, as illustrated in FIG. 10, the storage and electrical supply means 121 are arranged in the fuselage, near the center of gravity of the aircraft.
    In the embodiment of FIG. 9, under each of the wings 302, each kinematic system 110 is positioned between the corresponding electric propeller motor 200 and the fuselage 301.
    This configuration allows a better distribution of the loads.
    As an alternative, in the embodiment of FIG. 10, under each of the wings 302, each electric propeller motor 200 is positioned between the fuselage 301 and the corresponding kinematic system 110.
    Finally, FIGS. 11 and 12 illustrate means for fixing a kinematic system 110 according to the invention under a wing 302.
    In the example in FIG. 11 it is a nacelle whereas in the example in FIG. 12 it can be a "turbofan" type fastener.
    This is for example a means known to those skilled in the art based on the principle of attaching a mast under sail for a turbojet engine.
    权利要求:
    Claims (11)
    [1" id="c-fr-0001]
    1. Propeller propulsion unit (100), comprising at least one kinematic system (110) comprising at least:
    • an internal combustion engine (111) consuming fuel and a primary shaft (112) driven in rotation at the outlet of the internal combustion engine, • an electrical energy generator (113) configured to generate electrical energy from the rotation of the primary shaft (112), • an electric motor (114) configured to generate a rotary movement at output from the electric energy generated by the electric energy generator (113), • a drive and selection device ( 115) configured to take • a first configuration (115a) in which it is coupled at the outlet of the electric motor (114) and • a second configuration (115b) in which it is coupled to the primary shaft (112), • a propeller (116) driven in rotation by the drive and selection device (115).
    [2" id="c-fr-0002]
    2. propeller propeller unit according to claim 1, characterized in that the drive and selection device (115) comprises a coupling element (119) and a guide element (117) configured to at least guide in rotation of the coupling element (119).
    [3" id="c-fr-0003]
    3. propeller propulsion unit according to any one of claims 1 or 2, characterized in that the heat engine (111) consuming fuel is an internal combustion engine, such as a gas turbine or combustion turbine .
    [4" id="c-fr-0004]
    4. propeller propeller unit according to any one of claims 1 to 3, characterized in that it further comprises storage and electrical supply means (121) configured to store the electrical energy generated by the generator electric power (113) and to supply electric power to the electric motor (114).
    [5" id="c-fr-0005]
    5. propeller propeller unit according to any one of claims 1 to 4, characterized in that it further comprises a rectifier (122) configured to transform an alternating current at the output of the electric power generator (113) direct current, and an alternator (123) configured to transform direct current into alternating current to power the electric motor (114).
    [6" id="c-fr-0006]
    6. Aircraft (300) comprising at least one propeller propulsion unit (100) according to any one of claims 1 to 5.
    [7" id="c-fr-0007]
    7. Aircraft (300) according to claim 6, characterized in that it comprises at least one wing (302) and in that the kinematic system (110) is arranged under the wing.
    [8" id="c-fr-0008]
    8. Aircraft (300) according to any one of claims 6 or 7, characterized in that the storage and electrical supply means are arranged in the fuselage.
    [9" id="c-fr-0009]
    9. Aircraft (300) according to any one of claims 6 to 8, characterized in that the storage and electrical supply means (121) are arranged near the center of gravity of the aircraft equipped with at least the kinematic system (110).
    [10" id="c-fr-0010]
    10. Aircraft (300) according to one of claims 6 to 9, characterized in that it further comprises an electric propeller motor (200) and in that the heat engine (111) and the electric energy generator (113) of the propeller propulsion unit (100) are configured to further supply electrical power to the propeller electric motor (200).
    [11" id="c-fr-0011]
    11. Aircraft (300) according to claim 10, characterized in that it further comprises a fuselage (301) and in that the electric propeller motor (200) is arranged under the wing (302) and in that the kinematic system (110) is positioned between the electric propeller motor (200) and the fuselage (301).
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    同族专利:
    公开号 | 公开日
    CN110316387A|2019-10-11|
    US20190300186A1|2019-10-03|
    FR3079498B1|2020-06-19|
    EP3546366B1|2021-09-22|
    EP3546366A1|2019-10-02|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20150075167A1|2008-11-14|2015-03-19|Hybrid Innovation Technologies Llc|Electronic system and method of automating, controlling, and optimizing the operation of one or more energy storage units and a combined serial and parallel hybrid marine propulsion system|
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    法律状态:
    2019-03-22| PLFP| Fee payment|Year of fee payment: 2 |
    2019-10-04| PLSC| Search report ready|Effective date: 20191004 |
    2020-03-19| PLFP| Fee payment|Year of fee payment: 3 |
    2021-03-23| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1852804A|FR3079498B1|2018-03-30|2018-03-30|PROPELLER UNIT COMPRISING A HEAT MOTOR AND AN ELECTRIC MOTOR AND AIRCRAFT COMPRISING SUCH A PROPELLER UNIT|
    FR1852804|2018-03-30|FR1852804A| FR3079498B1|2018-03-30|2018-03-30|PROPELLER UNIT COMPRISING A HEAT MOTOR AND AN ELECTRIC MOTOR AND AIRCRAFT COMPRISING SUCH A PROPELLER UNIT|
    EP19165911.9A| EP3546366B1|2018-03-30|2019-03-28|Propulsion unit with propeller comprising a thermal engine and an electric engine as well as aircraft comprising such a propulsion unit with propeller|
    US16/368,305| US20190300186A1|2018-03-30|2019-03-28|Propeller propulsion unit comprising a heat engine and an electric motor and aircraft comprising such a propeller propulsion unit|
    CN201910250550.1A| CN110316387A|2018-03-30|2019-03-29|Propeller propulsion unit including Thermal Motor and electric motor and the aircraft including such propeller propulsion unit|
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