• 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 present application relates to a propulsion unit (10) with an electric motor (11) which comprises a cooling system (50) of which a heat dissipation part (52) is arranged in an outlet cone (30), downstream of a blower (20) driven by the electric motor (11), and configured to carry out heat exchanges with a wall (31) of the outlet cone (30). Such a rear electric blower configuration with BLI (boundary layer ingestion) makes it possible to use a flow of cold air coming from the blower when the power unit is in operation to cool different components of the power unit. Figure for the abstract: Fig. 2
    公开号:FR3089496A1
    申请号:FR1872397
    申请日:2018-12-05
    公开日:2020-06-12
    发明作者:Mathieu Belleville；Jérome Colmagro
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    Description
    Title of the invention: Boundary ingestion aircraft powertrain comprising an electric motor and a cooling system partly arranged in the outlet cone
    The invention relates to an aircraft powertrain.
    It more specifically relates to the architecture of such a propulsion unit and its location in an aircraft.
    An aircraft typically comprises at least one fuselage, a wing generally comprising two wings which extend on either side of the fuselage, and a tailplane.
    Such an aircraft further comprises at least one propulsion unit; one of the most commonly used is a turbojet engine.
    A powertrain can be installed in the aircraft in different configurations. As examples of current installation, a propulsion unit can be suspended under a wing, for example by a support mast, or fixed to the rear of the fuselage, for example by a mast, or even integrated at the level of the empennage.
    Such a powertrain typically comprises an engine, traditionally a heat engine, of which an output shaft rotates a fan.
    Such a propulsion unit also includes a nacelle which forms an aerodynamic fairing in which the fan is generally contained.
    Throughout this document, the concepts of upstream and downstream refer to the direction of flow of the propellant gases, in particular air, in the propellant group and in particular in the conduit formed by its carrycot.
    Finally, it generally includes a cooling system configured to maintain a temperature of the various components, at least on the surface, in the desired ranges.
    Indeed, as an example in the case of a heat engine in operation, the exhaust gas can reach a temperature of about 600 ° C, and the engine output shaft can reach surface temperature of the order of 400 ° C; such temperatures have an impact on the various components, in particular on the expansion of the bearings, or the fluidity of the oil, or any other cooling fluid.
    It is therefore generally desirable to maintain a surface temperature of the various components around 120 ° C, for example between 100 ° C and about 150 ° C.
    For a heat engine, cooling is often carried out using a relatively cold outside air flow to cool the various internal components of the engine. Part of this outside air is used for the combustion reaction in the heat engine and another part is used for cooling.
    The outside air flow is then taken upstream of the nacelle, in particular at the head of the fuselage, to ensure that it is cold enough to compensate for the flow of hot air leaving the engine.
    Therefore, the cooling system is relatively bulky, and requires many elements, for example pumps, to ensure the desired heat exchanges.
    In addition, when the aircraft is moving in the air, its external surfaces influence the flow of air. In particular, when moving an object in the air, a boundary layer is created on the surface of this object. This boundary layer corresponds to an air zone in which the speed of flow of the air is slowed down with respect to the speed of flow beyond the boundary layer, due to the viscosity of the air and from its contact with the surface of the object.
    Consequently, an aircraft powertrain is generally configured not to suck up the boundary layer created on the surface of the aircraft.
    For this, the powertrain is generally arranged with an air intake of the powertrain located in a free air flow, that is to say a flow whose flow is disturbed as little as possible by the surface of the aircraft, for example beyond the boundary layer.
    However, placing an air intake in an external air flow has a significant impact on the drag and consequently, on the performance of the aircraft, in particular on fuel consumption.
    Improving the efficiency of aircraft propulsion is a major issue at present, in particular in order to reduce their specific consumption (that is to say the fuel consumption compared to the weight of the aircraft).
    Thus, the ingestion of the boundary layer by a propellant group (generally designated by the English acronym BLI for "Boundary Layer Ingestion") can be envisaged according to various configurations.
    Ingestion by the powertrain of the boundary layer then has certain advantages compared to powertrains having an air intake in a free air flow.
    Indeed, it consumes less energy to exploit the disturbed air and minimizes the drag so as not to disturb the flow of free air.
    Furthermore, current developments aim to replace heat engines with electric motors.
    Consequently, there is no longer any flow of hot exhaust gas at the outlet of the engine (for example a flow at 600 ° C. as explained above).
    The invention then aims to provide an architecture at least partially improving the aforementioned drawbacks, also leading to other advantages.
    To this end, there is provided an aircraft propulsion unit comprising an electric motor, a fan driven in rotation by the electric motor and downstream of the electric motor, an outlet cone, downstream of the fan, and a nacelle surrounding at least the blower and part of the outlet cone which forms, with the nacelle, an air flow duct of the propulsion unit; the powertrain further comprising a cooling system which comprises at least one pipe; the pipe comprising a heat dissipation part disposed in the outlet cone, downstream of the blower, and configured to carry out heat exchanges with a wall of the outlet cone.
    It is thus proposed a configuration of rear electric blower BLI (boundary layer ingestion) allowing to use a flow of cold air from the blower when the power unit is in operation, to cool different components of the power unit .
    Thanks to the fact that an electric motor does not generate a flow of hot air (that is to say for example air at about 600 ° C), it is possible to use the space available between the nacelle and the outlet cone, downstream of the fan, to promote heat exchanges with the wall of the outlet cone.
    In fact, in operation, the aerodynamically shaped wall of the outlet cone is cooled by the fan which blows air over it.
    Such an aerodynamic surface could not be used before because of the hot gas exits induced by the heat engine.
    In addition, it is then possible to optimize the space allocated to the outlet cone.
    It is also possible to limit the negative impact on the halftone, partly because an air intake in an external free air flow is avoided.
    According to an exemplary embodiment, the heat dissipation part of the pipe is arranged against the wall of the outlet cone.
    According to an exemplary embodiment, the pipe is configured to circulate a cooling fluid from the outlet cone, to the electric motor, then again to the outlet cone.
    According to an exemplary embodiment, the heat dissipation part of the pipe is arranged in loops in the outlet cone.
    For example, the heat dissipation part of the pipe can have all meanders or spirals to maximize the exchange surfaces with the wall of the outlet cone.
    For example, the heat dissipation part of the pipe is arranged helically in the outlet cone.
    According to an interesting example, the heat dissipation part of the pipe is in contact with the wall of the outlet cone in order to maximize the heat exchanges. According to an exemplary embodiment, the heat dissipation part of the pipe comprises a coolant inlet loop which is located towards the fan and a coolant outlet loop which is located towards one end of the outlet cone opposite the blower.
    In an interesting embodiment, the pipeline comprises a heat recovery part, configured to cool at least part of the powertrain.
    According to an exemplary embodiment, the heat recovery part is configured to convey cooling fluid from the coolant outlet loop of the heat dissipation portion to the fluid inlet loop of cooling of the heat dissipation part.
    According to an exemplary embodiment, the heat recovery part is configured to cool at least the electric motor and / or a drive shaft of the fan.
    Another aspect is also proposed, a rear part of an aircraft comprising a rear fuselage part and at least one aircraft propulsion unit comprising at least part of the characteristics presented above, at least part of the electric motor. being positioned in the rear part of the fuselage.
    Such an arrangement thus makes it possible to further reduce the negative effects on the drag.
    There is also proposed, according to yet another aspect, an aircraft comprising a rear part as described above.
    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.l] Figure 1 schematically shows an aircraft powertrain and its location in an aircraft according to an embodiment of the invention, and
    [Fig.2] Figure 2 shows schematically an embodiment of the cooling system of a power unit according to the invention.
    Identical elements shown in the above figures are identified by identical reference numerals.
    An aircraft typically comprises at least one fuselage, a rear portion 1 of which is shown here in FIG. 1, an airfoil (not shown) generally comprising two wings which extend on either side of the fuselage, and a tailplane.
    Such an aircraft further comprises at least one propulsion unit 10, which is here arranged in the aircraft in the rear part.
    The powertrain 10 here includes an electric motor 11.
    Here the electric motor 11 comprises a stator 12 and a rotor 13, as well as an output shaft 14 which rotates a fan 20.
    Here, the stator 12, the rotor 13, as well as a part of the output shaft 14 are positioned in the rear part 1 of the fuselage.
    In this embodiment, the stator 12 is fixed in the rear part 1 of the fuselage.
    By definition, the fan 20 is positioned downstream of the electric motor 11.
    The fan 20 includes a drive shaft 21 which is linked to the output shaft of the electric motor 11.
    Downstream of the fan 20, the propulsion unit comprises an outlet cone 30.
    The outlet cone 30 mainly comprises a wall 31.
    The wall 31 is here aerodynamically profiled.
    The outlet cone 30 in particular has a pointed end 32, called a "plug" 32.
    The propulsion unit 10 also includes a nacelle 40.
    The nacelle 40 of the propulsion unit is linked to the rear part 1 of the fuselage.
    The nacelle 40 includes an external aerodynamic fairing 41, and an internal aerodynamic fairing 42.
    The internal aerodynamic fairing 42 and the wall 31 of the outlet cone 30 define between them a space which forms a conduit for the propulsion gases G of the aircraft, generated by the fan 20, that is to say a push flow. The conduit has for example a variable section.
    In other words, the fan 20 is installed in the duct of the nacelle 40.
    Finally, the powertrain 10 includes a cooling system 50.
    The cooling system 50 mainly comprises a pipe 51.
    The pipe 51 forms for example a closed circuit.
    Line 51 here comprises, by definition, two parts: a heat dissipation part 52 and a heat recovery part 53.
    The heat dissipation part 52 is arranged in the outlet cone 30, downstream of the fan 20, and is configured to carry out heat exchanges with the wall 31 of the outlet cone 30 to release heat and, consequently, cool a cooling fluid which would circulate in line 51.
    In fact, when the propulsion unit 10 is in operation, the gas flows G generated by the fan 20, which flow on the wall 31 of the outlet cone 30, make it possible to cool the outlet cone 30 considerably. This phenomenon is all the more increased in flight, the ambient air is at a temperature of the order of -55 ° C, typically between -40 ° C and -65 ° C.
    Thus, the present invention makes it possible to profitably exploit this situation.
    In a particular embodiment, it is envisaged that the heat dissipation part 52 of the pipe 51 is disposed against the wall 31 of the outlet cone 30. This allows to maximize as much as possible the heat exchanges between the circuit 50 and the outlet cone 30.
    In the example shown here, the heat dissipation part 52 is arranged in spirals, in a helix, in the outlet cone 30.
    The heat recovery part 53 is configured to cool at least part of the powertrain 10.
    In this embodiment, the heat recovery part 53 corresponds to a part of the pipe 51 which conveys the cooled fluid, from the cooling cone, and in particular here from a last of the spirals 54 of the part of heat dissipation 52, which is located towards the plug 32, and which traverses the powertrain to cool its various components, and up to a first of the spirals 55 of the heat dissipation part 52, which is located towards the blower 20.
    Thus, the first of the spirals 55 forms an inlet loop 55 of coolant in the heat dissipation part 52, and the last of the spirals 54 forms an outlet loop 54 of coolant, outside the heat dissipation part 52.
    Here, leaving the heat dissipation part 52, the cooling fluid enters the heat recovery part 53 and entering the heat dissipation part 52, the cooling fluid leaves the part of heat recovery 53.
    Here, the heat recovery part 53 passes longitudinally through the drive shaft 21 of the fan 20 and the output shaft 14 of the engine; it is also arranged to cool the stator 12 and / or the rotor 13 of the motor 11.
    Thus, the pipe 51 is configured to circulate a cooling fluid from the outlet cone 30, to the electric motor 11, then again to the outlet cone 30.
    The invention thus developed proposes a powertrain configuration 10 for aircraft with ingestion of the boundary layer, intended to be installed in the rear part 1 of an aircraft fuselage.
    This configuration allows to take advantage of the exchange surface, cold, formed by the wall 31 of the outlet cone 30, limiting, or even avoiding, negative effects on the drag.
    In addition, such a configuration allows a saving in weight and a relatively more compact cooling system 50 than in the configurations of the prior art.
    For heat engines.
    The efficiency of the power unit is thus improved.
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    Claims [Claim 1] Aircraft propulsion unit (10) comprising an electric motor (11), a fan (20) rotated by the electric motor (11) and downstream of the electric motor (11), an outlet cone (30), in downstream of the blower (20), and a nacelle (40) surrounding at least the blower (20) and part of the outlet cone (30) which forms, with the nacelle (40), an air flow duct the propulsion unit (10); the power unit (10) further comprising a cooling system (50) which comprises at least one pipe (51); the pipe comprising a heat dissipation part (52) disposed in the outlet cone (30), downstream of the blower (20), and configured to carry out heat exchanges with a wall (31) of the outlet cone (30 ). [Claim 2] Power unit (10) according to claim 1, characterized in that the heat dissipation part (52) of the pipe (51) is disposed against the wall (31) of the outlet cone (30). [Claim 3] Propulsion unit (10) according to any one of claims 1 or 2, characterized in that the pipe (51) is configured to circulate a cooling fluid from the outlet cone (30), towards the electric motor (11) , then back to the outlet cone (30). [Claim 4] Power unit (10) according to any one of claims 1 to 3, characterized in that the heat dissipation part (52) of the pipe (51) is arranged in loops in the outlet cone (30). [Claim 5] Propulsion unit (10) according to claim 4, characterized in that the heat dissipation part (52) of the pipe (51) comprises an inlet loop (55) of cooling fluid which is located towards the blower (20 ) and an outlet loop (54) of coolant which is situated towards one end of the outlet cone opposite the blower (20). [Claim 6] Power unit (10) according to any one of claims 1 to 5, characterized in that the pipe (51) comprises a heat recovery part (53), configured to cool at least part of the power unit (10). [Claim 7] Propulsion unit (10) according to claims 5 and 6, characterized in that the heat recovery part (53) is configured to convey coolant from the outlet loop (54) of coolant from the dissipation part heat (52)
    [Claim 8] [Claim 9] [Claim 10] up to the coolant inlet loop (55) of the heat dissipation part (52).
    Power unit (10) according to any one of claims 6 or 7, characterized in that the heat recovery part (53) is configured to cool at least the electric motor (11) and / or a drive shaft ( 21) of the blower (20).
    Rear part of an aircraft comprising a rear part (1) of the fuselage and at least one aircraft propulsion unit (10) according to any one of Claims 1 to 8, at least part of the electric motor (11) being positioned in the rear part (1) of the fuselage.
    Aircraft comprising a rear part according to claim 9.
    类似技术:
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    同族专利:
    公开号 | 公开日
    FR3089496B1|2021-02-19|
    US20200182087A1|2020-06-11|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    CA2962485A1|2014-10-07|2016-04-14|Unison Industries, Llc|Spiral wound cross-flow heat exchanger|
    US20180051716A1|2016-08-19|2018-02-22|General Electric Company|Thermal management system for an electric propulsion engine|
    CN108263620A|2018-03-14|2018-07-10|中国空气动力研究与发展中心高速空气动力研究所|A kind of aircraft electric drive is to rotary fan propeller|
    DE102017212798A1|2017-07-26|2019-01-31|Siemens Aktiengesellschaft|Electric motor with cooling device|
    FR3096663B1|2019-05-31|2021-06-25|Airbus Operations Sas|Closed circuit for cooling the engine of an aircraft powertrain|
    法律状态:
    2019-12-19| PLFP| Fee payment|Year of fee payment: 2 |
    2020-06-12| PLSC| Publication of the preliminary search report|Effective date: 20200612 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 3 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1872397A|FR3089496B1|2018-12-05|2018-12-05|Boundary layer ingestion aircraft powertrain comprising an electric motor and a cooling system partly disposed in the outlet cone|FR1872397A| FR3089496B1|2018-12-05|2018-12-05|Boundary layer ingestion aircraft powertrain comprising an electric motor and a cooling system partly disposed in the outlet cone|
    US16/695,631| US20200182087A1|2018-12-05|2019-11-26|Aircraft Engine Assembly With Boundary Layer Ingestion Including An Electric Motor And A Cooling System Partially Arranged In The Exhaust Cone|
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