• 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 hybrid propulsion system of a multi-engine aircraft comprises a plurality of free turbine turbomachines each equipped with a gas generator, among which at least one first turbomachine (1), or hybrid turbomachine, is capable of operating in at least a watch state during a stabilized flight of the aircraft, while other turbomachines of the plurality of turbomachines operate alone during this stabilized flight. The hybrid turbomachine (1) is associated with identical first and second electrotechnical chains, each comprising an electric machine (2 respectively 3) capable of operating as a starter and a generator, itself connected to a power electronics module (4 or 5 respectively). ), itself selectively connected to a specific power supply network (8), such as an on-board network, and to at least one electrical energy storage device (6 or 7 respectively). Each of the electrotechnical chains is adapted to deliver a maximum power at least equal to half the total power (Prr) required for rapid reactivation of the hybrid turbomachine (1).
    公开号:FR3027286A1
    申请号:FR1460058
    申请日:2014-10-20
    公开日:2016-04-22
    发明作者:Frederic Moulon；Fabien Mercier-Calvairac；Maux David Le
    申请人:Turbomeca SA；
    IPC主号:
    专利说明:

    [0001] Technical Field The invention is in the field of free turbine turbomachines, as commonly found on helicopters. For the record, a turbomachine (sometimes referred to as the TAG acronym for a gas turbine) with a free turbine comprises a power turbine or free turbine which, in a helicopter, drives the rotors thereof via a freewheel and a main gearbox (also known as BTP), and also a gas generator consisting mainly of a compressor, a combustion chamber and a high pressure turbine. A mechanical gearbox or accessory box makes it possible to connect the shaft of the gas generator to an electric machine (abbreviated as MEL) consisting of a stator and a rotor, which can operate indifferently as a motor (starter) or in generator. In the motor mode, the electric machine is powered by a source of electrical energy and develops a motor torque so as to rotate the gas generator of the turbine engine, in particular for the purpose of ensuring startup and mode standby, thereby providing assistance to the gas generator. In the generator mode, the electric machine is rotated by the gas generator so as to take on the latter a mechanical power which is then converted into electrical power to supply a continuous low-voltage edge network of the aircraft in flight. (still referred to by the acronym RDB). The RDB is generally connected to a low-voltage electricity storage device, for example a 28-volt storage battery. The invention more particularly relates to a hybridized propulsion system of a multi-engine aircraft, in particular a twin-engine or a three-engine aircraft, that is to say a system comprising at least one turbomachine that can be put into a standby mode during a fueling phase. flight called "economic flight phase", while one or more other turbomachines are kept active. State of the art When an aircraft equipped with two turbomachines is in a cruising flight situation, it has been proposed in documents FR2967132 and FR2967133 to put one of the two turbomachines in a standby mode so as to desynchronize its free turbine from the box. transmission while increasing the speed of the other turbomachine, which reduces the overall fuel consumption of the system. The invention is thus particularly in the context of reducing the consumption of a helicopter at least two-engine, in which economic cruising flight, that is to say in a flight phase characterized by a requested power at each very low engine resulting in a very high specific consumption (abbreviated to CS), one of the turbines is put in a standby mode so that the other engine operates at a high speed and thus benefits from a specific consumption much weaker. Several variants of this watch regime have been proposed. In a standby mode, called "idle", the combustion chamber is turned on and the gas generator shaft rotates at a speed between 60 and 80% of the rated speed. In a first variant, called "super idle", the gas generator of the desynchronized gas turbine can be regulated at a low idle speed, where the shaft of the gas generator rotates at a speed of between 20 and 60%. 25 the rated speed. In a second variant, called "super assisted idle", the gas generator of the BTP desynchronized gas turbine can also be regulated at a low idle speed, and simultaneously a power assist torque is applied to the gas generator via the electric machine and the accessory box. In a third variant, the combustion chamber of the turbomachine can be totally extinguished, and it is then proposed to keep the gas generator in rotation at a speed which makes it easier to reignite at the end of the cycle. the cruise flight phase. The range of suitable speeds can be qualified as a preferential ignition window. This operating mode, called "turning" mode, is a prolonged assistance of the gas generator. The shaft of the gas generator rotates, mechanically assisted, at a speed between 5 and 20% of the nominal speed. In these modes of operation, which are likely to be maintained throughout the cruising flight duration, the power transmitted to the BTP by the turbomachine in standby is generally zero, and it is generally not possible to draw power on its gas generator. In the variants that have just been mentioned, it is necessary to be able to quickly reactivate the desynchronized turbomachine, especially in an emergency situation, for example in case of failure of another turbomachine, if there are three turbomachines or more in total, - or the other turbomachine if the turbomachines are two in number. This is particularly the reason for keeping the gas generator rotating at a speed facilitating reignition in the system where the combustion chamber is extinguished.
    [0002] Holding the gas generator in rotation in the preferential ignition window ("turning" mode) and prolonged assistance to the idle-regulated gas generator ("assisted super-idle" mode) require a relatively low power, the interest of the system residing in its use during a long period of flight.
    [0003] It has been proposed in documents FR2967132 and FR2967133, among other solutions, to use an electric starter powered by a starter / generator connected to the gas generator of the other turbomachine, or a generator driven directly or indirectly by the free turbine of the other turbomachine. 302 72 8 6 4 As for the emergency restart from a low-speed situation or an ignited combustion chamber, it requires high power to be applied to the generator shaft because of the high inertia rotating assemblies and the resistant torque of the compressor of the turbomachine. This power must be delivered for a short time, of the order of a few seconds, in order to guarantee a quick start of the turbomachine. It has been suggested in the document FR2967133 to use, among other solutions, a source of electrical energy, in particular a supercapacitor, in order to power an electric machine that provides one-off assistance to the gas generator. In the document EP2581586, it has also been proposed to use two supercapacitors (which are electrical storage devices), each of which is respectively charged by an electric generator driven by the gas generator of one of the two turbomachines, and which serve each, 15 punctually, to start the other turbomachine from an off state thereof. The object of the present invention is, in this context, to provide a practical technical means of producing, on an aircraft which is at least twin-engine, the function of "fast reactivation" from an economic mode of the turbine, by using in place and placing the conventional electric starter an electrotechnical system powered by the on-board network or by a specific electrical power supply network and making it possible to ensure different modes of operation which are: - The ground start of the gas turbine, 25 The economic mode, where a turbomachine is put in standby mode, which is an energy-efficient mode and which does not deliver the mechanical power to the rotor of the aircraft, - The normal reactivation in flight of the turbine, which was previously in economic mode, which is a start-up made reliable from the standby mode, without significant time constraints, and 3 0 2 72 8 6 5 - The rapid reactivation in flight of the turbine, which was previously in economic mode, which constitutes an emergency start allowing, for a minimum time, the powering of the turbomachine from the standby mode, that is to say its rapid exit from the 5 regime standby to reach a regime, said rated speed, wherein the turbomachine provides mechanical power to the power transmission. An emergency standby output regime is one in which the combustion chamber is turned on and the gas generator shaft is driven at a speed of between 80 and 105%, within 10 seconds after a command. standby output. A normal standby output regime is a regime in which the combustion chamber is lit and the shaft of the gas generator is driven at a speed of between 80 and 105%, within a period of between 10 s and 1 min 15 after a standby output command. A turbomachine capable of operating in a standby mode is called a hybrid turbomachine. Hybridization of propulsion systems makes it possible to increase their yield. On the other hand, the mass of current electrotechnical components makes their use difficult for aircraft-based applications. It is thus necessary to design and develop an architecture dimensioned to the fair to propose a propulsive system capable of flying economic cruising, where the power required for the flight is delivered by a minimum of turbomachines, the others being put in standby mode, while 25 enabling a turbomachine to effectively exit its standby mode, by normal reactivation or rapid reactivation.
    [0004] It is also necessary, for reliability reasons, to perform regular tests of the reactivation system and to meet all the operating safety and certification requirements of propulsion systems. The hybridized aircraft propulsion system architectures proposed up to now are complex and involve large on-board masses, or do not allow tests to be carried out on equipments ensuring fast reactivation or do not meet the requirements of reliability and availability required. SUMMARY OF THE INVENTION In order to overcome the aforementioned drawbacks, in accordance with the invention, there is provided a hybridized propulsion system of a multi-engine aircraft, comprising a plurality of free turbine turbomachines each equipped with a generator 15. gases, among which at least one first turbomachine, called hybrid turbomachine, is able to operate in at least one standby mode during a stabilized flight of the aircraft, while other turbomachines of said plurality of turbomachines operate alone during this stabilized flight, the hybrid turbomachine being associated with at least a first cha an electrotechnical unit 20 comprising a first electrical machine operable as a starter and a generator, itself connected to a first power electronics module, itself selectively connected to a specific power supply network, such as a network, and at least one first electrical energy storage member, characterized in that said hybrid turbomachine is further associated with a second electrotechnical chain identical to said first electrotechnical chain and comprising a second electrical machine capable of operating starter and generator, itself connected to a second power electronics module, itself selectively connected to said specific electrical power supply network and to at least one second electrical energy storage member, and in that that each of the first and second electrotechnical chains is t adapted to deliver a maximum power at least equal to half the total power (Prr) necessary for rapid reactivation of said hybrid turbomachine. Each of the first and second electrotechnical chains is adapted so as to be able to deliver selectively to the hybrid turbine engine, either a starting power or a normal reactivation power (Pdem), a standby power (Pv), or a half Standby power (Pv / 2), which is half the power of fast reactivation (Prr / 2). Preferably, the starting power or normal reactivation power is of the order of 20% of the total power of fast reactivation (Prr). Preferably, the standby power is of the order of 3 to 5% of the total power of fast reactivation (Prr).
    [0005] According to one aspect of the invention, each of the first and second power electronics modules is adapted so as to be able to receive power respectively from the first or the second electrical energy storage member to supply power respectively in isolation and in isolation. alternating with the other one of said first and second power electronics modules, each of the first and second electrical machines with a starting power or a normal power of reactivation (Pdem). According to another aspect of the invention, each of the first and second power electronics modules is adapted so as to be able to receive power respectively from the first or the second electrical energy storage member to supply respectively and simultaneously with the other of said first and second power electronics modules, each of the first and second electrical machines with a half fast reactivation power (Prr / 2).
    [0006] According to yet another aspect of the invention, each of the first and second power electronics modules is adapted so as to be able to receive power from said specific electrical power supply network to feed respectively, and simultaneously with the other. said first and second power electronics modules, the first and the second electrical machines, either with a half power of starting or a half power of normal reactivation (Pdem / 2), or with a half power of standby ( pv / 2). As a variant, each of the first and second power electronics modules is adapted so as to be able to receive power from the first or the second electrical energy storage member, respectively, to feed respectively and simultaneously with the other of said first and second power electronics modules, the first and the second electric machine, either with a half power of starting or a half power of normal reactivation (Pdem / 2), or with a half power of standby (Pv / 2). According to yet another aspect of the invention, each of the first and second power electronics modules is adapted so as to be able to receive power from said specific electrical power supply network to feed respectively separately and alternately with the other one of said first and second power electronics modules, the first and the second electrical machine, either with a starting power or a normal power of reactivation (Pdem), or with a power of standby (Pv).
    [0007] According to yet another aspect of the invention, each of the first and second power electronics modules is adapted so as to be able to receive power from said specific electrical power supply network or respectively from the first or the second storage unit. of electric power for respectively supplying power alternately and alternately with the other one of said first and second power electronics modules, or simultaneously the first and the second electric machine, with a variable power (Pvar), lower or equal to half of the total power (Prr) required for rapid reactivation of said hybrid turbomachine, in order to perform power tests periodically. According to a particular embodiment, the first and second electrical energy storage members comprise two physically dissociated storage members. According to another possible embodiment, the first and second 10 electrical energy storage members comprise two separate storage members but physically grouped together. The invention also relates to a multi-engine aircraft, comprising a hybridized propulsion system as evoked above. The aircraft can be a helicopter. Other features and advantages of the invention will be apparent from the detailed description of particular embodiments of the invention, with reference to the accompanying drawings, in which: FIG. hybridized architecture of a propulsive system for a turbomachine with two electrotechnical control chains according to a first embodiment of the invention; FIG. 2 shows a diagram of a hybridized architecture of a propulsion system for a turbomachine with two electrotechnical control chains according to a second embodiment of the invention, - Figure 3 shows a diagram showing the operation of the hybrid architecture of Figure 1 in standby mode with a single electrotechnical active control chain, - The figure 4 shows a diagram showing the operation of the hybridized architecture of FIG. 1 in standby mode with two channels FIG. 5 is a diagram showing the operation of the hybridized architecture of FIG. 1 in normal start-up or reactivation mode with a single electrically active control chain powered by an on-board network, FIG. 6 is a diagram showing the operation of the hybridized architecture of FIG. 1 in normal start-up or reactivation mode with a single electrotechnical active control chain powered by an electrical energy storage member; FIG. 7 shows a diagram showing the operation of the hybridized architecture of FIG. 1 in start-up or normal reactivation mode with two active electrical control chains supplied by the on-board network; FIG. 8 is a diagram showing the operation of the hybridized architecture of FIG. 1 in fast reactivation mode with two command electrotechnical chains and FIG. 9 is a diagram showing the operation of the hybridized architecture of FIG. 1 in the mode of conducting variable power tests with two active electrotechnical control chains powered. by the onboard network and by electrical energy storage devices.
    [0008] Detailed Description The hybrid propulsion system of a multi-engine aircraft according to the invention comprises a plurality of free turbine turbomachines each equipped with a gas generator, among which at least a first turbomachine, or hybrid turbomachine, is capable of operating in at least one watch state during a stabilized flight of the aircraft, while other turbomachines of the plurality of turbomachines operate alone during this stabilized flight. FIGS. 1 to 9 show only this hybrid turbomachine 1 and the electrotechnical control chains of this hybrid turbomachine, the other turbomachines used being conventional. However, it is also possible, on the same aircraft, to implement several hybrid turbomachines similar to the hybrid turbomachine 1 described with reference to the accompanying drawings. The invention can thus be applied to all turbomachines of a multi-engine architecture of an aircraft. With reference to FIG. 1, it can be seen that the hybrid turbomachine 1 is associated with identical first and second electrotechnical chains, each comprising an electric machine 2 or 3, respectively, capable of operating as a starter and as a generator, itself connected to a generator. power electronics module 4 respectively 5, itself selectively connected to a specific power supply network 8, such as an on-board network, and to at least one electrical energy storage member 6 respectively 7 Each of the electrotechnical chains is adapted to deliver a maximum power at least equal to half the total power Prr necessary for rapid reactivation of the hybrid turbomachine 1.
    [0009] FIG. 1 shows first and second electrical energy storage members 6, 7 which comprise two storage members which are physically separated and which each make it possible to deliver at least half the power and the total energy necessary for rapid reactivation of the turbomachine 1, or each of which provide the power necessary for normal reactivation of the turbomachine 1. However, as shown in Figure 2, the first and second electrical energy storage members may comprise two separate storage members 66, 67 and isolated from each other, but physically grouped in a single physical entity 60 and each constituting half that entity. The storage members 6, 7 or 66, 67, also called simply "storage", can be electrochemical or electrostatic nature.
    [0010] Each of the first and second electrotechnical chains is adapted so as to deliver selectively to the hybrid turbine engine 1, either a starting power or a normal reactivation power Pdem, a standby power Pv, or a half power standby Pv / 2, a half-power of rapid reactivation Prr / 2.
    [0011] The starting power or normal reactivation power is generally of the order of 20% of the total power of fast reactivation Prr. The waking power is generally of the order of 3 to 5% of the total power of fast reactivation Prr. Each dedicated power electronics module 4, 5 is capable in a limited time of feeding the corresponding electrical machine 2, 3 with at least half the power required for rapid reactivation, that is to say Prr / 2, or the power required for normal reactivation Pdem (which also corresponds to a start power). Each dedicated power electronics module 4; 5 is itself supplied with energy by the corresponding storer 6, 66; 7, 67, either by the aircraft edge network 8, or both at the same time. It should be noted that the available power from the on-board network 8 is a priori limited since this edge network 8 must also provide the necessary electrical power for all embedded systems. Each dedicated power electronics module 4, 5 is also capable of continuously supplying the corresponding electrical machine 2, 3 for use in the standby mode of the turbomachine 1 and is also adapted to control the corresponding electrical machine 2, 3 for the reliability start procedure or normal reactivation. Each of the electrical machines 2, 3 is adapted to deliver at least half the power required for rapid reactivation and the power required for normal reactivation. Furthermore, each electric machine 2, 3 which drives the gas generator of a hybridized turbomachine 1, is capable of continuously maintaining it in standby mode, start the turbomachine 1 and make the normal reactivation.
    [0012] The turbomachine 1 is equipped with an accessory box for accommodating the two electrical machines 2, 3, in addition to the standard equipment necessary for the proper functioning of the turbomachine 1. The following will now be described with reference to FIGS. of operation of the architecture according to the invention. In these figures, the non-active elements of the architecture are represented in dashed lines, while the active elements of the architecture are represented in normal fashion in solid lines. FIGS. 3 and 4 show how the standby mode of the turbomachine 1 can be achieved by the two electrotechnical chains according to two different embodiments, where the energy is in all cases taken from the edge network 8. As illustrated in FIG. 3, the power Pv required for the standby mode, which represents approximately 3 to 5% of the total power Prr available, can be delivered alternately between the two electrotechnical chains and the missions.
    [0013] FIG. 3 shows as active the electrotechnical chain comprising the first electrical machine 2 and the first power electronics module 4 powered by the onboard network 8, while the second electrical machine 3, the second electrical module, power electronics 5, and the storers 6 and 7 are not solicited. In a next mission of the aircraft, the roles would be reversed and it would be the second electrical machine 3 and the second power electronics module 5 powered by the onboard network 8 that would be active, while the first electrical machine 2, the first power electronics module 4, and the storers 6 and 7 would not be solicited.
    [0014] FIG. 4 shows an embodiment in which, in the standby mode of the turbomachine 1, the two electrotechnical chains are simultaneously active, but each delivers only a power Pv / 2 equal to half the power Pv necessary for the mode standby, that is to say of the order of 1 to 3% of the total power Prr. The first and second electrical machines 2, 3 and the first and second power electronics modules 4, 5 are thus simultaneously active from the edge network 8, while the storage 6, 7 are not solicited. FIGS. 5 to 7 show how the normal startup or reactivation mode of the turbomachine 1 can be achieved by the two electrotechnical chains according to three different embodiments. In the first embodiment illustrated in FIG. 5, the energy corresponding to a mechanical power or normal reactivation Pdem, which is typically of the order of 20% of the total power Prr necessary for rapid reactivation, is taken from the onboard network 8 and a single electrotechnical chain is used. FIG. 5 shows as active the electrotechnical chain comprising the first electrical machine 2 and the first power electronics module 4 powered by the on-board network 8, while the second electrical machine 3, the second electrical module, power electronics 5, and the storers 6 and 7 are not solicited. In a next mission of the aircraft, the roles would be reversed and it would be the second electrical machine 3 and the second power electronics module 5 powered by the onboard network 8 that would be active, while the first electrical machine 2, the first power electronics module 4, and the storers 6 and 7 would not be solicited.
    [0015] The embodiment of FIG. 6 is similar to that of FIG. 5, insofar as a single electrotechnical chain is used, but the energy corresponding to a mechanical power or normal reactivation Pdem, which is typically of the order 20% of the total power Prr required for rapid reactivation, is taken not on the network 8, but on a storer. FIG. 6 shows as active the electrotechnical chain comprising the first electrical machine 2 and the first power electronics module 4 powered by the storer 6, while the second electrical machine 3, the second electronics module of FIG. power 5, the storer 7 and the edge network 8 are not solicited for this operation. In a next mission of the aircraft, the roles would be reversed and it would be the second electrical machine 3 and the second power electronics module 5 powered by the storer 7 that would be active, while the first electrical machine 2, the first power electronics module 4, the storer 6 and the onboard network 8 would not be solicited. Naturally, when the embodiment of FIG. 2 is implemented, the storer 66 and the storer 67 play the role of the storers 6 and 7 respectively. FIG. 7 shows an embodiment in which, in normal startup or reactivation mode of the turbomachine 1, the two electrotechnical chains are simultaneously active, but each delivers only a power Pdem / 2 equal to half the power Pdem necessary for the standby mode, that is to say typically of the order of 20% of the total power Prr. The first and second electrical machines 2, 3 and the first and second power electronics modules 4, 5 are thus simultaneously active.
    [0016] In FIG. 7, there are shown connections showing that the energy is taken by the first and second power electronics modules 4, 5 from the on-board network 8, while the storages 6, 7 are not solicited. . However, as a variant, in the case of the embodiment of FIG. 7, where the two electrotechnical chains are simultaneously active, the first and second power electronics modules 4, 5 could take the energy corresponding to Pdem. 2 respectively from storers 6 and 7 (or 66 and 67 if the embodiment of FIG. 2 is used) and not from the edge array 8. FIG. 8 shows an embodiment in which, in fast reactivation mode of the turbomachine 1, the two electrotechnical chains are simultaneously active, in a simultaneous and coordinated operation, but each deliver only a power Prr / 2 equal to half the total power Prr required for the reactivation mode fast. The first and second electrical machines 2, 3 and the first and second power electronics modules 4, 5 are thus simultaneously active. In the case of the embodiment of FIG. 8, the energy is taken by the first and second power electronics modules 4, 5 in the first place on the storage units 6 and 7 (or 66 and 67 in the case of the embodiment of FIG. 2), in equal parts with a power of the order of Prr / 2. However, additional power may be taken, if necessary, by the first and second power electronics modules 4, 5, on the onboard network 8. FIG. 9 illustrates a configuration of the architecture of FIG. in which a test is carried out by applying a variable power Pvar, where Pvar can vary between a quasi-zero power and a power equal to half of the total power Prr, for each complete electrotechnical chain in order to guarantee the correct operation and the system performance. This test is preferably made during each ground start of the propulsion system of the aircraft, but can also be done in flight if necessary.
    [0017] The energy required for the functional tests may be provided, as the case may be, by the on-board system 8, or by the energy storage members 6, 7 or 66, 67. The tests may be carried out alternately or simultaneously with the two electrotechnical chains. FIG. 9 illustrates, by way of example, the case where all the branches of all the electrotechnical chains are simultaneously tested with a variable power Pvar which is thus delivered by the storers 6, 7 and by the network. 8 to each of the power electronics modules 4, 5.
    [0018] The present invention provides various advantages over existing solutions and allows in particular: - A one-off reactivation test every two missions for each electrotechnical chain through the start procedure before each mission by alternating the use of electrotechnical chains; - A permanent test of operation of the electrotechnical chain thanks to the standby mode which uses the electrotechnical chain or chains and which turns the electric machines permanently during the use of the economic mode; A segregation of the electrotechnical chains is ensured in particular for the energy storage part by the implementation of two identical physically disassembled stores 6, 7 and adapted to store each half of the maximum energy required (Prr / 2) or by the implementation of a single storer 60 grouping two identical storers 66, 67 adapted to store each half of the maximum energy required (Prr / 2), these two identical storers 66, 67 being in the same physical unit with a insulation between them; - Redundancy of the normal reactivation mode thanks to the two independent electrotechnical chains; - A redundancy of the power sources to the extent that the normal reactivation can be obtained either from a storeroom 6.7 or 66, 67 or from the on-board network 8, according to the availability of these sources; - A minimized and optimized dimension of the two electrotechnical chains which makes it possible to add the powers of the two electrotechnical chains to obtain the power necessary for the fast reactivation (see figure 8). In general, the invention is not limited to the embodiments presented, but extends to all variants within the scope of the appended claims.
    权利要求:
    Claims (13)
    [0001]
    CLAIMS1.Hot hybrid propulsion system of a multi-engine aircraft, comprising a plurality of free turbine turbomachines each equipped with a gas generator, among which at least a first turbomachine (1), called hybrid turbomachine, is able to operate in at least one watch state during a stabilized flight of the aircraft, while other turbomachines of said plurality of turbomachines operate alone during this stabilized flight, the hybrid turbomachine (1) being associated with at least one first electrotechnical chain comprising a first electrical machine (2) operable as a starter and a generator, itself connected to a first module (4) of power electronics, itself selectively connected to a specific network (8) of electric power supply, such as an on-board network, and at least one first electrical energy storage member (6), characterized in that said ladit e hybrid turbomachine (1) is further associated with a second electrotechnical chain identical to said first electrotechnical chain and comprising a second electrical machine (3) operable as a starter and generator, itself connected to a second module (5) d power electronics, itself selectively connected to said specific power supply network (8) and at least one second electrical energy storage member (7), and in that each of the first and second electrotechnical chains is adapted to deliver a maximum power at least equal to half of the total power (Prr) required for rapid reactivation of said hybrid turbomachine (1).
    [0002]
    2.Hybridized propulsion system according to claim 1, characterized in that each of the first and second electrotechnical chains is adapted so as to be able to deliver to the hybrid turbomachine (1) selectively, either a starting power or a normal reactivation power. (Pdem), either a standby power (Pv) or a half power standby (Pv / 2), or a half power fast reactivation (Prr / 2). 302 72 86 20
    [0003]
    3. Hybrid propulsion system according to claim 2, characterized in that said starting power or normal reactivation power is of the order of 20% of the total power of rapid reactivation (Prr).
    [0004]
    4. Hybrid propulsion system according to claim 2, characterized in that said standby power is of the order of 3 to 5% of the total power of fast reactivation (Prr).
    [0005]
    5. Hybrid propulsion system according to claim 2, characterized in that each of the first and second modules (4, 5) of power electronics is adapted to be able to receive power respectively from the first 10 or the second storage member electric power supply (6, 7) for respectively supplying alternately and alternately with the other of said first and second power electronics modules (4, 5), each of the first and second electric machines (2, 3) with start-up power or normal reactivation power (Pdem). 15
    [0006]
    6. Hybrid propulsion system according to claim 2, characterized in that each of the first and second power electronics modules (4, 5) is adapted so as to be able to receive power from the first or second storage device respectively. electrical energy (6,
    [0007]
    7) for supplying respectively and simultaneously with the other one of said first and second power electronics modules (4, 5), each of the first and second electrical machines (2, 3) with a half power of fast reactivation (Prr. / 2). 7. Hybrid propulsion system according to claim 2, characterized in that each of the first and second power electronics modules (4, 5) is adapted to be able to receive power from said specific supply network (8). in electrical energy for respectively powering, and simultaneously with the other of said first and second power electronics modules (4, 5), the first and the second electrical machine (2, 3), 302 72 86 21 or with a half -starting power or a half power of normal reactivation (Pdem / 2), ie with a half power of standby (Pv / 2).
    [0008]
    8. hybrid propulsion system according to claim 2, characterized in that each of the first and second modules (4, 5) of power electronics is adapted to be able to receive power respectively of the first or the second storage member electrical power supply (6, 7) for respectively supplying, simultaneously with the other of said first and second power electronics modules (4, 5), the first and second electric machines (2, 3), either with half a starting power or half a normal reactivation power (Pdem / 2), ie with a half power of standby (Pv / 2).
    [0009]
    9. Hybrid propulsion system according to claim 2, characterized in that each of the first and second power electronics modules (4, 5) is adapted to be able to receive power from said specific supply network (8). in electrical power for respectively supplying alternately and alternately with the other of said first and second power electronics modules (4,5), the first and the second electric machine (2, 3), with a power of start or a normal reactivation power (Pdem), either with standby power (Pv). 20
    [0010]
    10. Hybrid propulsion system according to claim 5, characterized in that each of the first and second modules (4, 5) of power electronics is adapted to be able to receive power from said specific supply network (8). electrical energy or respectively of the first or the second electrical energy storage member (6, 7) for supplying respectively insulated and alternating power with the other of said first and second power electronics modules (4, 5) alternately or simultaneously, the first and second electric machines (2, 3), with a variable power (Pvar) less than or equal to half the total power (Prr) necessary for rapid reactivation of said hybrid turbomachine (1) . 302 72 86 22
    [0011]
    11. Hybrid propulsion system according to any one of claims 1 to 10, characterized in that the first and second electrical energy storage members (6, 7) comprise two physically dissociated storage members.
    [0012]
    12. Hybrid propulsion system according to any one of claims 1 to 10, characterized in that the first and second electrical energy storage members (6, 7) comprise two separate storage members but physically grouped together.
    [0013]
    13. Multi-engine aircraft, comprising a hybrid propulsion system according to any one of claims 1 to 12. 10
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    同族专利:
    公开号 | 公开日
    RU2017117343A3|2019-04-29|
    CN107074373A|2017-08-18|
    JP2017531598A|2017-10-26|
    US10737795B2|2020-08-11|
    RU2692513C2|2019-06-25|
    ES2687605T3|2018-10-26|
    WO2016062945A1|2016-04-28|
    CA2964672A1|2016-04-28|
    US20170247114A1|2017-08-31|
    FR3027286B1|2018-01-05|
    EP3209563B1|2018-08-01|
    RU2017117343A|2018-11-22|
    PL3209563T3|2018-11-30|
    KR20170070236A|2017-06-21|
    EP3209563A1|2017-08-30|
    CN107074373B|2019-05-10|
    JP6692825B2|2020-05-13|
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    法律状态:
    2015-10-19| PLFP| Fee payment|Year of fee payment: 2 |
    2016-04-22| PLSC| Search report ready|Effective date: 20160422 |
    2016-10-13| PLFP| Fee payment|Year of fee payment: 3 |
    2017-09-01| CD| Change of name or company name|Owner name: SAFRAN HELICOPTER ENGINES, FR Effective date: 20170727 |
    2017-09-21| PLFP| Fee payment|Year of fee payment: 4 |
    2018-09-19| PLFP| Fee payment|Year of fee payment: 5 |
    2019-09-19| PLFP| Fee payment|Year of fee payment: 6 |
    2020-09-17| PLFP| Fee payment|Year of fee payment: 7 |
    2021-09-22| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1460058A|FR3027286B1|2014-10-20|2014-10-20|HYBRID PROPULSIVE SYSTEM OF A MULTI-ENGINE AIRCRAFT|
    FR1460058|2014-10-20|FR1460058A| FR3027286B1|2014-10-20|2014-10-20|HYBRID PROPULSIVE SYSTEM OF A MULTI-ENGINE AIRCRAFT|
    US15/519,878| US10737795B2|2014-10-20|2015-10-15|Hybrid propulsion system for a multi-engine aircraft|
    PCT/FR2015/052770| WO2016062945A1|2014-10-20|2015-10-15|Hybrid propulsion system for a multi-engine aircraft|
    EP15793869.7A| EP3209563B1|2014-10-20|2015-10-15|Hybrid propulsion system for a multi-engine aircraft|
    PL15793869T| PL3209563T3|2014-10-20|2015-10-15|Hybrid propulsion system for a multi-engine aircraft|
    RU2017117343A| RU2692513C2|2014-10-20|2015-10-15|Hybrid power plant of multi-engine aircraft|
    KR1020177013843A| KR20170070236A|2014-10-20|2015-10-15|Hybrid propulsion system for a multi-engine aircraft|
    CA2964672A| CA2964672A1|2014-10-20|2015-10-15|Hybrid propulsion system for a multi-engine aircraft|
    CN201580057125.0A| CN107074373B|2014-10-20|2015-10-15|Mixed propulsion system for multiple-motor aircraft|
    JP2017540323A| JP6692825B2|2014-10-20|2015-10-15|Hybrid propulsion system for multi-engine aircraft|
    ES15793869.7T| ES2687605T3|2014-10-20|2015-10-15|Hybrid propulsion system for a multi-engine aircraft|
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