• 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 propulsion unit (10), in particular for an aircraft, comprising: - a turbomachine (12); a propeller (14) capable of being coupled selectively with said turbomachine (12); - A rotary electric machine (16) capable of driving at least the turbomachine (12), characterized in that it comprises means (20) selectively coupling the rotary electric machine (16) with the propeller (14). and / or the turbomachine (12), which are able to couple only the propeller (14) with the rotating electrical machine (16) during a defined operating stage of the propulsion unit (10).
    公开号:FR3029172A1
    申请号:FR1461585
    申请日:2014-11-27
    公开日:2016-06-03
    发明作者:Olivier Lafargue；Didier Chartrain；Camel Serghine
    申请人:Turbomeca SA；
    IPC主号:
    专利说明:

    [0001] The invention relates to a propellant group such as a turboprop, which is designed to limit its fuel consumption, especially during rolling steps of the aircraft on which the powertrain is mounted. STATE OF THE PRIOR ART The step during which an aircraft moves or is waiting in an airport, before or after take-off, is called a taxiing stage or commonly a taxi stage. The duration of this stage is usually 10 to 20 minutes, depending on the size of the airport. A conventional turboprop engine mainly comprises a turbomachine producing motive power and an external propeller driven by the turbomachine which allows the aircraft to move. During a rolling step, the turbomachine is in permanent operation, either when the aircraft is moving or during waiting stages, for example during a take-off wait. Thus, during this rolling step, a large amount of fuel is consumed, while the energy requirements from the turbomachine are limited. For example, for an aircraft of about 70 seats, the amount of fuel consumed may exceed 50 kilograms for a rolling step greater than 10 minutes. During this operation on the ground of the turboprop unit, the turbomachine consumes fuel and produces exhaust gas. As the speed of the aircraft is very low, the exhaust gas plume is not very diluted by the surrounding air. The exhaust gases are then spread over the entire airport platform, to the detriment of the staff who work there and the passengers. Also, the speed of the turbomachine is more defined by operating parameters thereof rather than according to the power required for the steps of rolling / stopping. This results in intensive use of the throttle and brakes. This use results in unpleasant driving for the driver and discomfort for the passengers. PRESENTATION OF THE INVENTION The invention proposes a propellant group, particularly for an aircraft, comprising a turbomachine, a propeller capable of being selectively coupled to said turbomachine, a rotary electric machine capable of driving at least the turbomachine, characterized in that it comprises means for selectively coupling the rotary electrical machine with the propeller and / or the turbomachine, which are able to couple only the propeller with the rotating electrical machine during a defined operating stage of the propulsion unit. The direct and unique coupling of the rotating electrical machine with the propeller makes it possible, during the taxiing stages of the aircraft, to use only electrical energy and only when the aircraft has to move. There is therefore no consumption when the aircraft is stationary and there is no exhaust gas production either since the turbomachine can be stopped. Preferably, the turbomachine consists of a free-turbine turbine engine comprising a gas generator and a free turbine driven in rotation by the gas flow generated by the gas generator, and the selective coupling means are able to couple, or no, the rotating electric machine with the gas generator and / or the free turbine. Preferably, the selective coupling means comprise a coupling member which is permanently coupled with the rotating electrical machine and a clutch system allowing selective coupling of the coupling member with the propeller depending on the phase. operating the powertrain. Preferably, the coupling means comprise a second clutch system for selective coupling of the coupling member with the gas generator. Preferably, the coupling member carries a shaft, which is adapted to be coupled with the free turbine by means of a clutch. Preferably, the rotating electrical machine consists of an alternator-starter, which is capable of producing a motive power for driving the propeller and / or the turbomachine and which is capable of producing electricity from the motive power produced. by the turbomachine. Preferably, the rotating electrical machine is connected to an electrical energy accumulator and the rotating electrical machine is able to collect electricity or to supply electricity to said energy accumulator.
    [0002] The invention also proposes a method for controlling the coupling means of a propulsion unit according to the invention, which is mounted on an aircraft, characterized in that it consists in controlling the coupling means so that the organ coupling is only coupled with the propeller during a taxiing step of the aircraft on a track and for the coupling member to be coupled with the propeller and the turbomachine at least during a step of operation of the turbomachine in steady state. Preferably, during a step of starting the turbomachine according to said rolling step, the method comprises a first phase in which the coupling member is coupled simultaneously with the propeller and the gas generator, and in which the coupling member is uncoupled with the free turbine; a second phase in which the coupling member is coupled only with the gas generator and in which the coupling member is uncoupled from the propeller and the free turbine and a third phase in which the coupling member is coupled simultaneously with the propeller and the free turbine, and wherein the coupling member is uncoupled from the gas generator. Preferably, during a start-up step of the turbomachine, the method comprises: a phase in which the coupling member is coupled to the gas generator and in which the coupling member is uncoupled from the propeller and free turbine; and a phase in which the coupling member is coupled simultaneously with the propeller and the free turbine and wherein the coupling member is uncoupled from the gas generator. BRIEF DESCRIPTION OF THE DRAWINGS Other features and advantages of the invention will appear on reading the detailed description which follows for the understanding of which reference will be made to the appended figures, among which FIGS. 1 to 6 are diagrammatic representations of a group. thruster made according to the invention, showing different stages of operation of the propulsion unit. DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS FIGS are represented in the figures a propellant group 10, for example for an aircraft, which comprises a turbomachine 12 producing the motive power of the propulsion unit 10, a propeller 14 which is intended to be driven by the turbomachine for the propulsion of the aircraft, and a rotating electrical machine 16 which is connected to an accumulator of electrical energy such as a battery. The rotating electrical machine 16 is a reversible electric machine of the alternator-starter type. It is able to produce motive power from the electricity stored in the battery, which can be transmitted to the turbine engine 12 when it operates in starter mode.
    [0003] The rotating electrical machine 16 is also able to receive at least a portion of the driving energy produced by the turbine engine 12 when it is in alternator mode, to produce electricity that will be redistributed to the entire aircraft as well. than to the battery.
    [0004] The turbomachine 12 is preferably a free-turbine turboprop, which comprises a gas generator consisting of one or more compressors and one or more turbines with one or more stages and which comprises a free turbine which drives a shaft 18 of propeller drive 14. A gear (not shown) is disposed between the shaft 18 of the turbine and the propeller 14 to reduce the rotational speed of the propeller 14. The propellant 10 also comprises means for coupling 20 for selectively coupling the turbomachine 12, the propeller 14 and the rotating electrical machine 16 to each other. The coupling means 20 comprise a coupling member 22 rotatably mounted about a main axis A, which is permanently coupled with the rotary electric machine 16 via a gear assembly 24. The body coupling 22 comprises a shaft 26 which is intended to be coupled or not with the shaft 18 of the free turbine by means of a clutch 28. The clutch 28 is able to occupy two states, namely an engaged state d coupling the shaft 26 of the coupling member 22 with the shaft 18 of the free turbine, and a disengaged state in which it does not clutch the two shafts 26, 18 together. The state of the clutch is adapted to be modified according to the phase of operation of the powertrain, as will be seen later. The coupling means 20 comprise a first clutch system 30 connecting the coupling member 22 with a propeller shaft 32. The first clutch system 30 is able to occupy one of the states engaged, disengaged and disengaged. sliding, for the coupling in rotation, or not of the coupling member 22 with the propeller shaft 32 14. The first clutch system 30 comprises a first planar ring 34 integral in rotation with the coupling member 22 and a second plane ring 36 vis-à-vis rotatably connected to the propeller shaft 32. The two plane rings 34, 36 of the first clutch system 30 are intended to come into contact, or not, with the against each other, depending on whether the first clutch system is in one of its states defined above.
    [0005] The coupling means 20 comprise a second clutch system 40 connecting the coupling member 22 with a shaft 42 of the gas generator. The second clutch system 40 is able to occupy one of the states engaged, disengaged and sliding, for the coupling in rotation, or not of the coupling member 22 with the shaft 42 of the gas generator.
    [0006] The second clutch system 40 comprises a first plane ring 44 integral in rotation with the coupling member 22 and a second plane ring 46 integral in rotation with the gas generator shaft 42. The two planar rings 44, 46 of the second clutch system 40 are intended to come into contact with one another or not, depending on whether the second clutch system is in one of its states defined herein. -above. The coupling means 20 further comprise means for controlling and driving the dog 28 and clutch systems 30, 40 to cause the coupling or not of the turbomachine 12, the propeller 14 and the machine rotating electric 16 with each other.
    [0007] The power plant 10 is designed so that in a configuration of the coupling means 20, the rotating electrical machine 16 is only coupled with the propeller 14. In this configuration of the coupling means 20, the rotating electrical machine 16 and the propeller 14 are then not coupled with the gas generator or the free turbine of the turbomachine 12.
    [0008] This configuration of the coupling means 20 is preferably implemented when the aircraft operates in a rolling step, which makes it possible not to use the power of the turbomachine 12, or even to keep the turbomachine 12 stopped. This allows to drive the propeller 14 without consuming fuel or producing exhaust gas. In addition, the electrical energy used to turn the propeller 14 is used only when necessary, so there is no excessive consumption of electricity. In the following description, there will be described several operating steps of the power unit 10 comprising the coupling means 20 which have just been described. Driving phase FIG. 2 shows the configuration of the powertrain 10 when the aircraft is operating in a rolling step. As said above, during this rolling step, the coupling means 20 couple only the rotating electrical machine 16 with the propeller 14. In this configuration of the coupling means 20, the clutch 28 is in a disengaged state for which it does not clutch the shaft 26 of the coupling member 22 with the shaft 18 of the free turbine. The rotating electrical machine 16 is therefore not coupled with the free turbine of the turbomachine 12. The first clutch system 30 is in the engaged position, that is to say that the two flat rings 34, 36 are in contact with each other. against each other and the second clutch system 40 is in the disengaged position, that is to say that the two flat rings 44, 46 are not in contact with each other.
    [0009] Also, in this configuration of the coupling means 20, the rotating electrical machine 16 operates in starter mode, that is to say that it produces a motive power, this motive energy is then transmitted only to the propeller by via the coupling member 22 and the first clutch system 30.
    [0010] FIGS. 3 to 5 show other states of the propulsion unit 10 and its coupling means 20, representing the different operating phases of the coupling means 20 during a start-up step of the turbomachine, which is implemented after the rolling step. The start of the turbomachine 12 consists mainly in rotating the gas generator until it reaches an operating speed of the turbomachine. From this operating regime, the free turbine produces a motive energy that can be transmitted to the propeller. Coupling of the propeller and the electric machine with the gas generator In a first phase of the start-up step, which takes place immediately after the driving phase, the gas generator is coupled with the rotating electrical machine 16 and with the propeller 14. Indeed, in the preceding rolling step, the propeller 14 is rotating at high speed. The coupling of the gas generator with the propeller 14 makes it possible to use the kinetic energy stored by the propeller 14 to participate in the training of the gas generator. For this, as shown in Figure 3, the second clutch system 40 changes state to its engaged state, that is to say that the two planar rings 44, 46 are brought into contact with each other. against each other. The gas generator is then coupled with the coupling member 22.
    [0011] The clutch 28 and the first clutch system 30 are maintained in the same state as before, that is to say that the dog clutch 28 is in a disengaged state and the first clutch system 30 is in the engaged position. The rotating electrical machine 16 operates in the power generation mode, this energy, as well as the kinetic energy of the propeller 14 are transmitted to the gas generator to start the turbomachine 12. Coupling of the electric machine with the gas generator After a certain time, the kinetic energy of the propeller 14 becomes insufficient to participate in the drive of the gas generator to start the turbomachine 12. In addition, the propeller 14 can produce a resistant torque that would unnecessarily consume a certain amount of energy produced by the rotating electrical machine 16. This configuration can also be implemented at the start of the startup of the turbomachine 12. When the driving phase described above has not occurred. The propeller 14 is immobile, so it can not participate in driving the gas generator.
    [0012] For this purpose, as can be seen in Figure 4, in this phase of the start step, the propeller 14 is uncoupled from the rotating electrical machine 16 and the gas generator. For this, the first clutch system 30 changes state to its disengaged state, that is to say that the two planar rings 34, 36 are no longer in contact with each other. Therefore, during this phase, the rotating electrical machine 16 is coupled only to the gas generator, all the energy produced by the rotating electrical machine 16 is used to start the turbomachine 12, so there is no loss of energy. energy caused by the resisting torque of the propeller 14. Coupling the free turbine with the coupling member Then, in a third phase of the starting step, which is shown in Figure 5, the turbomachine 12 is started, the free turbine is able to produce a motive power.
    [0013] According to this phase, the rotating electrical machine 16 is coupled to the propeller 14, and to the free turbine and is uncoupled from the gas generator. For this, the first clutch system 30 changes state to its engaged state, that is to say that the two planar rings 34, 36 are in contact with each other and the propeller 14 is then coupled with the rotating electrical machine 16 via the coupling member 22. The dog 28 also changes state to its engaged state of the shaft 18 of the free turbine with the shaft 26 of the coupling member 22 for coupling the rotating electrical machine 16 to the free turbine. The second clutch system 40 is held in the engaged position. The energy produced by the free turbine drives the propeller 14 and the rotating electrical machine 16, which then operates in electricity generating mode. Thus, the power plant 10 can both move the aircraft and produce electricity that is redistributed throughout the aircraft, including to the battery.
    [0014] Operation in steady state FIG. 6 shows the state of the propulsion unit 10 when the turbomachine 12 is in operation. This state of the powertrain 10 corresponds to the take-off, flight and landing phases of the aircraft.
    [0015] In this state of the power unit 10, the coupling means 20 perform the coupling of the rotating electrical machine 16 with the shaft 18 of the free turbine and with the propeller. By cons, in this state, the coupling means 20 do not perform the coupling of the rotating electrical machine 16 with the gas generator.
    [0016] Here too, the energy produced by the free turbine drives the propeller 14 and the rotating electrical machine 16 which operates in electricity generating mode. For this, similarly to the state shown in Figure 5, the first clutch system 30 is in its engaged state, that is to say that the two planar rings 34, 36 are in contact with one another. against the other and the propeller 14 is coupled with the rotating electrical machine 16. The clutch 28 is in its engaged state of the shaft 18 of the free turbine with the shaft 26 of the coupling member 22 to couple the rotating electrical machine 16 to the free turbine. By cons, the second clutch system 40 is in the disengaged position, that is to say that the two flat rings 44, 46 are not in contact with each other, the rotating electrical machine 16 does not is therefore not coupled to the gas generator. In the description of the power unit 10 that has been made, the propeller 14 and its associated shaft 32, the shaft 18 of the free turbine, the coupling member 22, the clutch 28 and the gas generator shaft 42 are all coaxial with the main axis A. It will be understood that the invention is not limited to this embodiment and that the principal axis of one or more of these components may be shifted or inclined with respect to the main axis A. The powertrain will then include suitable means of return.30
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Powertrain (10), in particular for an aircraft, comprising a turbomachine (12); a propeller (14) capable of being coupled selectively with said turbomachine (12); a rotary electric machine (16) capable of driving at least the turbomachine (12), characterized in that it comprises coupling means (20) for selectively rotating the electrical machine (16) with the propeller (14). and / or the turbomachine (12), which are capable of coupling only the propeller (14) with the rotating electrical machine (16) during a defined operating step of the propulsion unit (10).
    [0002]
    2. Powertrain (10) according to the preceding claim, wherein the turbomachine (12) consists of a free-turbine turbine engine comprising a gas generator and a free turbine driven in rotation by the gas flow generated by the generator. gas, characterized in that the selective coupling means (20) are able to couple, or not, the rotating electrical machine (16) with the gas generator and / or the free turbine. 20
    [0003]
    3. Powertrain (10) according to the preceding claim, characterized in that the selective coupling means (20) comprise a coupling member (22) which is permanently coupled with the rotating electrical machine (16) and a control system. clutch (30) for selectively coupling the coupling member (22) with the propeller (14) in accordance with the operating phase of the propellant (10).
    [0004]
    4. Powertrain (10) according to any one of claims 2 or 3, characterized in that the coupling means (20) comprise a second clutch system (40) for the selective coupling of the coupling member (22) with the gas generator.
    [0005]
    5. Powertrain (10) according to any one of claims 2 to 4, characterized in that the coupling member (22) carries a shaft (26), which is adapted to be coupled with the free turbine by the intermediate of a dog (28).
    [0006]
    6. Power train (10) according to any one of the preceding claims, characterized in that the rotary electric machine (16) consists of an alternator-starter, which is capable of producing a motive power to drive the propeller (14). and / or the turbomachine (12) and which is capable of producing electricity from the driving energy produced by the turbomachine (12).
    [0007]
    7. Powertrain (10) according to the preceding claim, characterized in that the rotary electrical machine (16) is connected to an electric energy accumulator and the rotating electrical machine (16) is able to draw electricity or supplying said energy accumulator with electricity.
    [0008]
    8. A method of controlling the coupling means (20) of a propulsion unit (10) according to any one of the preceding claims, in combination with claim 3, mounted on an aircraft, characterized in that it consists controlling the coupling means so that the coupling member (22) is coupled only with the propeller (14) during a rolling step of the aircraft on a track and for the coupling member (14) to 22) is coupled with the propeller (14) and the turbomachine (12) 25 at least during a stage of operation of the turbomachine (12) in steady state.
    [0009]
    9. Control method according to the preceding claim, characterized in that during a step of starting the turbomachine (12) following said rolling step, it comprises: a first phase in which the coupling member (22) is coupled simultaneously with the helioe (14) and the gas generator, and wherein the coupling member (22) is uncoupled with the free turbine; a second phase in which the coupling member (22) is coupled only with the gas generator and in which the coupling member (22) is uncoupled from the propeller (14) and the free turbine and - a third phase in which the coupling member (22) is coupled simultaneously with the propeller (14), and the free turbine 10
    [0010]
    10. A method of controlling the coupling means (20) of a propellant (10) according to any one of claims 1 to 7, in combination with claim 3, characterized in that during a start step of the turbomachine (12), it comprises: a phase in which the coupling member (22) is coupled with the gas generator and in which the coupling member (22) is uncoupled from the propeller (14); ) and the free turbine and - a phase in which the coupling member (22) is coupled simultaneously with the propeller (14), the free turbine and wherein the coupling member is uncoupled from the gas generator. 20
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    法律状态:
    2015-11-10| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-03| PLSC| Search report ready|Effective date: 20160603 |
    2016-11-10| 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 |
    2017-10-20| PLFP| Fee payment|Year of fee payment: 4 |
    2018-10-24| PLFP| Fee payment|Year of fee payment: 5 |
    2019-10-22| PLFP| Fee payment|Year of fee payment: 6 |
    2021-08-06| ST| Notification of lapse|Effective date: 20210705 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1461585A|FR3029172B1|2014-11-27|2014-11-27|PROPULSE GROUP WITH SELECTIVE COUPLING MEANS|
    FR1461585|2014-11-27|FR1461585A| FR3029172B1|2014-11-27|2014-11-27|PROPULSE GROUP WITH SELECTIVE COUPLING MEANS|
    EP15817948.1A| EP3224141B1|2014-11-27|2015-11-24|Drive unit comprising means for selective coupling|
    PCT/FR2015/053180| WO2016083720A1|2014-11-27|2015-11-24|Propulsion unit with selective coupling means|
    JP2017527278A| JP6745267B2|2014-11-27|2015-11-24|Propulsion unit with selective coupling means|
    KR1020177014470A| KR20170094161A|2014-11-27|2015-11-24|Propulsion unit with selective coupling means|
    RU2017122326A| RU2707488C2|2014-11-27|2015-11-24|Power plant with means of selective connection|
    CN201580064288.1A| CN107000848B|2014-11-27|2015-11-24|Propulsion unit with selective coupling device|
    PL15817948T| PL3224141T3|2014-11-27|2015-11-24|Drive unit comprising means for selective coupling|
    US15/528,136| US10662875B2|2014-11-27|2015-11-24|Propulsion unit with selective coupling means|
    CA2968476A| CA2968476A1|2014-11-27|2015-11-24|Propulsion unit with selective coupling means|
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