• 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:
    An aircraft turboprop (110) having at least one low pressure body (12) and a high pressure body (14), the low pressure body driving a propulsion propeller through a first gearbox (16). ), the turboprop engine further comprising means for supplying air to an air conditioning circuit (36) of a cabin of the aircraft, characterized in that said supply means comprise at least one compressor ( 60) whose rotor (61) is coupled to the low pressure body.
    公开号:FR3017159A1
    申请号:FR1400264
    申请日:2014-01-31
    公开日:2015-08-07
    发明作者:Nicolas Claude Parmentier；Pierre Froment；Jean Francois Rideau；Bruno Thoraval
    申请人:Safran Power Units SAS；Safran SA；SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The present invention relates to the air supply of an air conditioning circuit of a cabin of an aircraft which is equipped with at least one turboprop engine. STATE OF THE ART On board an aircraft, it is necessary to have air available in order to perform certain functions, such as the air conditioning of the cockpit and passenger cabin or the deicing of certain organs of the aircraft. At high altitudes, oxygen becomes scarce and air pressure drops. This implies, to ensure the comfort and survival of passengers during a flight, to pressurize the cabins of the aircraft. For this, air with a minimum level of pressure (usually between 0.8 and 1 bar) and a controlled temperature (regulatory requirement) must be provided to the air conditioning system. An aircraft is thus equipped with an air conditioning circuit which is powered by the engine or engines of the aircraft, which are turboprops in the context of the invention. Typically, a turboprop comprises at least one low pressure body and a high pressure body, the low pressure body driving a propulsion propeller through a gear box or reduction box, commonly called PGB (for Power Gear Box). ). The low pressure body comprises a turbine rotor connected by a shaft to the propeller and possibly to a compressor. Each other body comprises a compressor rotor connected by a shaft to a turbine rotor. In the current technique, the air conditioning circuit is powered by air taken from one of the turboprop compressors. However, this has drawbacks among which the most important are: the air pressure supplied to the aircraft greatly exceeds the need, especially during the climb phase of the aircraft, which requires protection devices in case of overpressure and dimensioning of the air ducts accordingly, - the temperature of the air taken at the compressor greatly exceeds the regulatory constraint (maximum temperature when passing through the fuel zones), which requires a cooling device difficult to integrate into the nacelle (generally called pre-cooler of the English precooler) before sending air into the circuit of the aircraft, - a significant energy is lost which penalizes the consumption and performance of the turboprop, - the pressure in the compressor lowers to idle which requires either to raise the idle level of the turboprop engine to have enough pressure in the circuit, to take the air at two places on the compressor, which requires two sampling ports and as many valves to switch the air bleed from one port to another, which is relatively complex. In both cases this leads to an overconsumption of fuel idling. Solutions to this problem have already been proposed. In particular, it has been proposed to feed a conditioning circuit with air taken from an auxiliary heat engine of the APU type (acronym for Auxiliary Power Unit) mounted in the aircraft. However, the operation of this engine is optimized on the ground and is therefore not efficient at altitude. Its use, except in case of engine failure, involves additional fuel consumption compared to the previous technique. In addition, not all aircraft are equipped with an APU engine.
    [0002] It has also been proposed to equip the aircraft with a dedicated compressor (for the air supply of the cabin) driven by an electric motor. However, this solution is not satisfactory because it causes a significant increase in mass, particularly due to the addition of the electric motor and a larger electric generator to power the engine.
    [0003] One solution to this problem could be to drive the dedicated compressor by the engine accessories accessory gearbox, usually called Accessory Gear Box (AGB). This accessory box is coupled to the high pressure body of the turbomachine. However, this solution would not be satisfactory either because the rotational speed of the high pressure body varies too much depending on the operating conditions so that the rotational speed of the rotor of the dedicated compressor would be too low at idle for this compressor to be capable of to provide a flow of air at the minimum required pressure to the conditioning circuit. The present invention provides a simple, effective and economical solution to at least some of the problems of prior art. SUMMARY OF THE INVENTION The invention proposes an aircraft turboprop, comprising at least one low-pressure body and a high-pressure body, the low-pressure body driving a propulsion propeller through a first gearbox. the turboprop engine further comprising means for supplying air to an air conditioning circuit of a cabin of the aircraft, characterized in that said supply means comprise at least one compressor whose rotor is coupled to the low pressure body. The compressor rotor can be coupled to the low pressure body via the first gearbox.
    [0004] In a variant, the rotor of the compressor is coupled to the low-pressure body via a second gearbox. The present invention thus proposes a new technology for supplying air to an air-conditioning circuit. an aircraft cabin. This air is supplied by a compressor, preferably dedicated to the air supply of the cabin, and no longer taken from a turboprop compressor, which penalizes performance less. According to the invention, the rotor of this dedicated compressor is rotated by the low pressure body, via a gearbox, such as the (first) gearbox which connects the low pressure body to the propeller propeller. This is particularly advantageous, especially when the turboprop is configured so that the speed of rotation of its low pressure body obeys a law of discrete regimes, that is to say that each regime is constant stepwise. The speed of the propeller can be included in a rather restricted range because it can no longer be functional if it slows down too much. The speed of rotation of the low pressure body is particularly constant during the same flight phase. Phase of flight is a phase during which the aircraft operates a single type of maneuver. Thus, the rotational speed of the rotor of the dedicated compressor will not depend on the operating conditions, and the dedicated compressor will be able to provide a flow of air at the minimum required pressure to the conditioning circuit, even at idle. Furthermore, it is no longer necessary to provide at least two air intake ports on the compressor, and the associated valves, which is simpler. The dedicated compressor may be one or more stages, each of any type, for example an axial or centrifugal stage.
    [0005] According to another characteristic of the invention, the compressor comprises an air inlet connected to means for withdrawing air from an air inlet shaft of the turboprop. In a variant, the compressor comprises an air inlet connected to means for withdrawing air from a turboprop compressor.
    [0006] In a variant, the compressor comprises an air inlet connected to means for withdrawing air between an air intake sleeve and a turboprop compressor. In a variant, the compressor comprises an air inlet connected to means for withdrawing air outside the turboprop.
    [0007] A heat exchanger, for example of the pre-cooler type, can be mounted either between the air inlet of the dedicated compressor and the sampling means, or between two compressors or two compressor stages (if the latter comprises at least two), said two compressors or two compressor stages composing the dedicated compressor including the air supply of the cabin. The advantage of placing a heat exchanger in this way is that it is more efficient than at the outlet of the dedicated compressor (at the same amount of heat evacuated by the exchanger, the reduction in temperature of the air sent to the aircraft is stronger). This allows for example to use a smaller heat exchanger than in the prior art.
    [0008] The compressor may comprise an air outlet connected to a pipe intended to be connected to said circuit. This pipe may be equipped with at least one flow control system, for example a valve. It can be equipped with a heat exchanger, for example of the pre-cooler type. This pre-cooler can be simplified and be less cumbersome than in the prior art because the supply air of the dedicated compressor can have a relatively low temperature compared to the prior art. It is also conceivable that the air pressure exiting the dedicated compressor is close to the air pressure in the conditioning circuit, and therefore relatively low, which simplifies the pipe and in particular to use a pipe thin-walled to obtain a mass gain over the prior art. Advantageously, the turboprop engine may comprise a pneumatic starter of which an air inlet is connected to said pipe. In the starting phase, the rotor of the pneumatic starter is coupled to the high pressure body by an accessory box and supplied with air by the aircraft via said pipe. Valves allow the exclusive powering of the starter. The present invention also makes it possible to feed the pneumatic starter via the pipes of the air conditioning circuit.
    [0009] The present invention also relates to a method of supplying air to an air conditioning circuit of a cabin of an aircraft which is equipped with at least one turboprop engine comprising at least one low pressure body and a high pressure body , the low pressure body driving a propulsion propeller through a first gearbox, characterized in that the circuit is supplied with air by at least one dedicated compressor whose rotor is coupled to the low pressure body. This coupling can be achieved by means of the first gearbox or a second gearbox.
    [0010] DESCRIPTION OF THE FIGURES The invention will be better understood and other details, characteristics and advantages of the invention will become apparent on reading the following description given by way of nonlimiting example and with reference to the appended drawings in which: FIG. 1 is a very schematic view of an aircraft turboprop engine and represents means for supplying air to an air conditioning circuit of a cabin of the aircraft, according to the prior art; FIG. a very schematic view of an aircraft turboprop engine and represents means for supplying air to an air conditioning circuit of a cabin of the aircraft, according to one embodiment of the invention; FIG. 3 is a very diagrammatic view of a gearbox for driving the dedicated compressor of air supply means 25 according to the invention; FIGS. 4 and 5 are views similar to that of FIG. 2 and represent var embodiments of the air bleeding means of the invention; FIGS. 6a, 6b and 6c are very schematic views of alternative embodiments of the air supply means of the aircraft according to the invention, and - Figure 7 is a view similar to that of Figure 2 and shows another embodiment of the invention. DETAILED DESCRIPTION Reference is first made to FIG. 1 which shows a turboprop 10 according to the prior art, for an aircraft. The turboprop 10 here is of the double-body type and comprises a low-pressure body 12 and a high-pressure body 14, the low-pressure body 12 driving a propulsion propeller through a gearbox 16 or reduction gearbox. commonly called PGB (for Power Gear Box). Only the shaft 18 of the propulsion propeller is shown in FIG. 1. The low pressure body 12 here comprises only a turbine rotor connected by a shaft to the gearbox 16. The high pressure body 14 comprises a rotor of compressor connected by a shaft to a turbine rotor. The shaft of the low pressure high body 14, called HP shaft 20, is tubular and coaxially traversed by the shaft of the low pressure body 12, called BP 22 or power shaft. The BP shaft 22 comprises at one end a pinion (not shown) coupled through a series of pinions of the gearbox 16 to the shaft 18 of the propulsion propeller. The turboprop engine 10 comprises an accessory equipment drive case 24 (called accessory gearbox or AGB for Accessory Gear Box) which is coupled to the high pressure body of the turbomachine 14, and in particular to the HP shaft, by the The accessory housing 24 is mounted in the nacelle 28 of the turboprop 10, which is schematically represented by a rectangle in dashed lines. Accessory case 24 carries and drives several equipment including a pneumatic starter 30 which, as the name suggests, is intended to start the turboprop 10 by rotating its high pressure body, through the housing of Accessories 24 and the radial shaft 26. The turboprop 10 further comprises an air inlet 32 for the air supply of the engine, and a nozzle 34 for exhausting the combustion gases. The turboprop engine 10 further comprises a combustion chamber 35, between the compressors BP and HP, on the one hand, and the turbines HP and BP, on the other hand. The turboprop 10 is furthermore equipped with means for supplying air to an air conditioning circuit 36 of a cabin of the aircraft, these means comprising, according to the prior art, means for withdrawing air from the engine of the turboprop engine 10. The engine of the turboprop 10 is equipped with two ports 38 or compressed air sampling port, each of these ports 38 being connected by a valve 40, 42 to a pipe 44 for supplying air to the circuit 36.
    [0011] The first port 38 or upstream port (with reference to the direction of flow of gas in the engine) allows to take air at an intermediate pressure. The valve 40 connected to this pipe 44 is of the non-return valve type. The second port 38 or downstream port allows to take air at high pressure. The valve 42 connected to this pipe 44 is open when the pressure of the air drawn by the valve 40 is not sufficient, the air taken by the valve 42 being prevented from being reinjected upstream by the anti-return function The channel 44 is equipped with a valve 46 which regulates the supply pressure of the circuit 36, and with a heat exchanger 47 of the pre-cooler type, which is intended to lower the temperature of the the air before its introduction in the circuit 36. The pipe 44 is further connected by a pipe 48 equipped with a valve 50 to an air inlet of the pneumatic starter 30. The pipe 44 passes through a firewall 52 before to be connected to the circuit 36.
    [0012] The technology shown in Figure 1 has many disadvantages described above. The present invention overcomes these disadvantages by equipping the turboprop engine with a dedicated compressor, called a charge compressor, whose rotor is coupled to the low-pressure body of the engine via the gearbox. Figures 2, 4 and 5 show various embodiments of this invention, in which the elements already described in the foregoing are designated by the same references. The turboprop engines of FIGS. 2, 4 and 5 may be of the same type as that represented in FIG. 1 or of a different type. They can for example include more than two bodies. Furthermore, the low pressure body of each turboprop engine according to the invention may comprise a compressor BP. The turboprop 110 of FIG. 2 differs from that of FIG. 1 essentially by the air supply means of the circuit 36. These supply means here comprise a dedicated compressor 60 whose rotor 61 is coupled by the gearbox. 16 as shown schematically in FIG. 3, the rotor shaft 61 of the compressor 60 may carry a pinion 61a meshing with a pinion 18a of the shaft 18. of the propeller of the turboprop 110, this shaft 18 carrying another pinion 18b meshing with a pinion 22a of the LP shaft 22. The pinions 18a, 18b, 22a, 61a are housed in the gearbox 16. The compressor 60 comprises an inlet 62 and an air outlet 64.
    [0013] In the example shown, the air inlet 62 is connected by a pipe 66 to the air intake shaft 32 of the turboprop 110, that is to say to the section of the turboprop 110 extending between the air inlet 32 and the inlet of the turbomachine 14. Fresh air is thus taken by the pipe 66 to supply the compressor 60.
    [0014] The air outlet 64 of the compressor 60 is connected to the air supply pipe 44 of the circuit 36. As described above, this pipe 44 comprises a valve 46 which regulates the supply pressure of the circuit 36, and a heat exchanger. heat 47 of the pre-cooler type, which is intended to lower the temperature of the air before its introduction into the circuit 36. The pipe 44 is further connected by a pipe 48 equipped with a valve 50 to an air inlet The turboprop 210 of FIG. 4 differs from that of FIG. 2 essentially in that the air inlet 62 of the compressor 60 is connected by a line 68 to an air sampling scoop 70 which is located on the outer wall of the nacelle 28 and which is intended to collect air flowing around the turboprop 210 in operation. The turboprop 310 of FIG. 4 differs from that of FIG. 2 essentially in that the air inlet 62 of the compressor 60 is connected by a line 72 to an air intake port 74 in a compressor of the engine. Although air is drawn from the engine, the engine is equipped with only one sampling port against two in the prior art. Due to the compression of the air taken from the compressor 60, the air drawn does not need to have a significant pressure. It is therefore possible to take air as far upstream as possible on the compressor. The compressor 60 used in the context of the invention (FIGS. 2, 4 and 5) can be of any type and is for example an axial compressor with one or more stages or a centrifugal compressor with one or more stages or else a mixed compressor comprising one or more axial stages and one or more centrifugal stages. It is furthermore possible to use more than one charge compressor and for example two charge compressors connected in series. FIGS. 6a to 6c show alternative embodiments of the invention concerning in particular the position of the heat exchanger 47.
    [0015] As can be seen in FIG. 6a, the heat exchanger 47 can be mounted downstream of the compressor 60, that is to say on the pipe 44, as is the case in FIG. 2. In FIG. 6b, the heat exchanger 47 is mounted between two compressors 60a, 60b. Each compressor may comprise one or more stages to cover the two aforementioned cases. Each stage may be an axial or centrifugal stage. In FIG. 6c, the exchanger 47 is mounted upstream of the compressor 60, that is to say on the pipe 66, 68, 72 described with reference to FIGS. 2, 4 and 5. FIG. 7 represents another variant embodiment of the turboprop 410 according to the invention, which differs from that of Figure 2 essentially in that the rotor 61 of the compressor 60 is coupled to the LP shaft 22, not by the gearbox 16, but by a another gearbox 80, which can be dedicated to provide this coupling function of the LP shaft to the rotor of the compressor 60. The gearbox 80 can be coupled to the LP shaft 22 via a radial shaft 82.
    [0016] The air supply of the circuit 36 may be carried out as follows, with any of the embodiments of the invention described in the foregoing. After starting the turboprop 110, 210, 310, 410, the low pressure body 12 and its shaft 22 generally rotate at a substantially constant speed. The rotor of the compressor 60 is rotated at a substantially constant speed, which depends in particular on the reduction coefficient of the gearbox 16, 80. The rotation of the rotor shaft 61 of the compressor 60 causes the suction and withdrawing air through the duct 66, 68, 72, to the air inlet 62 of the compressor 60. This air is then compressed by the compressor 60 which supplies the duct 44 with compressed air to a compressed air. predetermined pressure. The valve 46 regulates the supply pressure of the circuit 36. The heat exchanger 47 makes it possible to lower the temperature of the air before it is introduced into the circuit 36 (FIG. 6a), before entering the compressor (FIG. 6c) or between two compression phases (FIG. 6b). Whatever the operating conditions of the turboprop 110, 210, 310, 410, the rotor shaft 61 of the compressor 60 rotates at a constant speed in the case where the speed of rotation of the low-pressure body 12 is also constant.
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. Aircraft propellant (110, 210, 310, 410) comprising at least one low pressure body (12) and a high pressure body (14), the low pressure body driving a propulsion propeller through a first gearbox (16), the turboprop comprising in addition means for supplying air to an air conditioning circuit (36) of a cabin of the aircraft, characterized in that said supply means comprise at least one compressor (60) whose rotor (61) is coupled to the low pressure body.
    [0002]
    2. A turboprop (110, 210, 310) according to claim 1, characterized in that the rotor (61) is coupled to the low pressure body via the first gear box (16).
    [0003]
    The turboprop (410) according to claim 1, characterized in that the rotor (61) is coupled to the low pressure body via a second gearbox (80).
    [0004]
    4. Turboprop (110, 210, 310, 410) according to one of claims 1 to 3, characterized in that the compressor (60) comprises an air inlet (62) connected to means (66) for sampling air in an air inlet sleeve (32) of the turboprop.
    [0005]
    5. Turboprop (110, 210, 310, 410) according to one of claims 1 to 3, characterized in that the compressor (60) comprises an air inlet (62) connected to means (72, 74) of air bleed in a turboprop compressor.
    [0006]
    6. Turboprop (110, 210, 310, 410) according to one of claims 1 to 3, characterized in that the compressor (60) comprises an air inlet (62) connected to means (68, 70) of extraction of air outside the turboprop.
    [0007]
    7. Turboprop (110, 210, 310, 410) according to one of claims 4 to 6, characterized in that a heat exchanger (47) is either mounted between the air inlet (62) of the compressor ( 60) and the sampling means (66-74), either between two compressors (60a, 60b) or between two compressor stages.
    [0008]
    8. Turboprop (110, 210, 310, 410) according to one of the preceding claims, characterized in that the compressor (60) comprises an air outlet (64) connected to a pipe (44) intended to be connected to said circuit (36), said channel being equipped with at least one control means, such as a valve (46).
    [0009]
    9. turboprop (110, 210, 310, 410) according to claim 8, characterized in that it comprises a starter (30) pneumatic, an air inlet is connected to said pipe (44).
    [0010]
    10. Turboprop (110, 210, 310, 410) according to claim 8 or 9, characterized in that the pipe (44) is equipped with a heat exchanger (47).
    [0011]
    11. Turboprop (110, 210, 310, 410) according to one of the preceding claims, characterized in that it is configured so that the speed of rotation of the low pressure body (12) is substantially constant regardless of the conditions of operation.
    [0012]
    12. A method of supplying air to an air conditioning circuit (36) of a cabin of an aircraft that is equipped with at least one turboprop (110, 210, 310, 410) comprising at least one low pressure body (12) and a high pressure body (14), the low pressure body driving a propulsion propeller via a first gearbox (16), characterized in that the circuit is supplied with air by at least one dedicated compressor (60) whose rotor is coupled to the low pressure body.
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    法律状态:
    2015-01-16| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-12| PLFP| Fee payment|Year of fee payment: 3 |
    2016-05-06| RM| Correction of a material error|Effective date: 20160404 |
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    2017-08-04| CD| Change of name or company name|Owner name: SAFRAN POWER UNITS, FR Effective date: 20170703 Owner name: SNECMA, FR Effective date: 20170703 Owner name: SAFRAN, FR Effective date: 20170703 |
    2017-11-10| CD| Change of name or company name|Owner name: SAFRAN, FR Effective date: 20170713 Owner name: SAFRAN POWER UNITS, FR Effective date: 20170713 Owner name: SNECMA, FR Effective date: 20170713 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1400264A|FR3017159B1|2014-01-31|2014-01-31|AIR SUPPLYING AN AIR CONDITIONING CIRCUIT OF A CABIN OF AN AIRCRAFT FROM ITS TURBOPROPULSOR|FR1400264A| FR3017159B1|2014-01-31|2014-01-31|AIR SUPPLYING AN AIR CONDITIONING CIRCUIT OF A CABIN OF AN AIRCRAFT FROM ITS TURBOPROPULSOR|
    US15/115,213| US10329023B2|2014-01-31|2015-01-29|Supply of air to an air-conditioning circuit of an aircraft cabin from its turboprop engine|
    US15/115,116| US10703487B2|2014-01-31|2015-01-29|Supply of air to an air-conditioning circuit of an aircraft cabin from its turboprop engine|
    US15/115,137| US10858112B2|2014-01-31|2015-01-29|Supply of air to an air-conditioning circuit of an aircraft cabin from its turboprop engine|
    PCT/FR2015/050213| WO2015114265A1|2014-01-31|2015-01-29|Supply of air to an air-conditioning circuit of an aircraft cabin from its turboprop engine|
    GB1613741.6A| GB2538018B|2014-01-31|2015-01-29|Supply of air to an air-conditioning circuit of an aircraft cabin from its turboprop engine|
    PCT/FR2015/050214| WO2015114266A1|2014-01-31|2015-01-29|Supply of air to an air-conditioning circuit of an aircraft cabin from its turboprop engine|
    PCT/FR2015/050215| WO2015114267A1|2014-01-31|2015-01-29|Supply of air to an air-conditioning circuit of an aircraft cabin from its turboprop engine|
    GB1612980.1A| GB2536847B|2014-01-31|2015-01-29|Supply of air to an air-conditioning circuit of an aircraft cabin from its turboprop engine|
    GB1612995.9A| GB2536848B|2014-01-31|2015-01-29|Supply of air to an air-conditioning circuit of an aircraft cabin from its turboprop engine|
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