• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 优先权
    • 专利摘要:
    The hybrid generator (100) of power or thrust comprises at least one turbine engine (20) and at least one power generator (40). An electric power generator (40) is electrically connected to at least one electric motor (30), mechanically coupled in rotation to one or more rotating parts (21, 22, 24) of the turbine engine when said at least one thermodynamic engine turbine is in operation. The power generator (40) may include a thermoacoustic motor (50) driving a linear electric alternator (53). The generator is advantageously used in a vehicle, for example an airplane (15).
    公开号:FR3044714A1
    申请号:FR1562022
    申请日:2015-12-08
    公开日:2017-06-09
    发明作者:Jean-Francois Geneste
    申请人:Airbus Group SAS；
    IPC主号:
    专利说明:

    HYBRID POWER OR THRUST GENERATOR AND VEHICLE COMPRISING SUCH A GENERATOR
    FIELD OF THE INVENTION The invention belongs to the field of generating power or thrust.
    More particularly, the invention relates to a hybrid power or thrust generator combining on a generator the use of hydrocarbon fuels and electricity in the generation of power or thrust.
    More particularly, the invention relates to a hybrid generator suitable for embedded applications in which the criteria of efficiency, mass and reliability are particularly critical, as for example for aircraft.
    STATE OF THE ART
    The generation of power or thrust, in particular in the field of embedded applications, most often uses Carnot cycle thermal machines using as energy source the heat resulting from the combustion of fossil fuels, such as kerosene in the case of aircraft.
    The awareness of the progressive depletion of fossil fuels and also their negative effects on the environment is leading today the designers of power generators for embedded applications to seek solutions based on the use of electrical energy .
    If the use of electrical energy on stationary machines on the ground poses no particular problem because of a supply of electrical energy by conductive cables whose lengths and masses are not technically and economically insurmountable constraints, the difficulties are of another order of magnitude on embedded applications. Already for surface vehicles, electric propulsion is running up against the current limits of the electrical energy storage capacities on a vehicle, which, regardless of the cost of the batteries or other storage means, drastically limits the range or range of energy. action.
    The solution proposed today to increase the autonomy of electric land vehicles is to double, on these vehicles, the electric propulsion chain by a conventional propulsion chain with a thermal engine using fossil fuels. This hybridization solution is obviously not satisfactory since in the search for a simplification by electric propulsion we arrive at a much more complex, heavier and more expensive propulsion architecture, which ultimately consumes fossil fuels as soon as the electric autonomy is exceeded, or even to recharge the electric accumulators.
    For aerial applications the solution of electric propulsion is also considered, but the constraints are even more severe than for surface vehicles.
    In particular the mass of the propulsion system, its operational safety and its reliability are essential dimensioning criteria to take into account.
    To illustrate the difficulties experienced by designers of electrically propelled aircraft, it may be the case of a modern passenger aircraft of average dimensions, for example a medium-haul take-off mass 80000Kg and carrying between 150 and 200 passengers with a mach number of 0.78 cruising, for example an Airbus A320 ®.
    To ensure the propulsion of such an aircraft it is necessary to have a power of 30 MW, which results for example in electric currents of 3 kA under a voltage of 10 kV. The generation and transport of such electric currents in the structure of an aircraft carrying passengers is obviously not without problems of technical complexity, mass and safety that are not solved by the use of superconductors to be maintained under strict temperature conditions.
    It must also be ensured the storage on board the aircraft energy that can be achieved with storage batteries, or that can be made in the form of hydrogen to fuel fuel cells. However current technologies do not allow with an acceptable mass and reliability to store the necessary energy with the safety constraints imposed for a commercial flight.
    Thus, especially for embedded applications, at least as long as the technologies necessary to ensure a fully electric propulsion will not be available, there is today a need to develop hybrid generation solutions to overcome the shortcomings of electric propulsion systems and without these hybrid solutions resulting in an accumulation of the disadvantages of the two thermal and electrical modes implemented.
    STATEMENT OF THE INVENTION
    The present invention provides a solution to the problems of the prior art by means of a hybrid power or thrust generator combining a conventional turbine engine powered by a fuel in the liquid or gaseous phase and an electric power generator supplying energy to the engine. an electric motor mechanically coupled to the turbine engine.
    According to the invention, a hybrid power or thrust generator comprises at least one turbine engine and at least one electric power generator.
    The electric power generator (s) are electrically connected to the electric motor (s), and each electric motor is mechanically coupled in rotation to at least one rotating part of a turbine engine when the turbine engine is in operation.
    It is thus in the hybrid generator brought an energy introduced in mechanical form which is added directly to the power of the thermodynamic engine, this mechanical power having an electrical origin that can be deported and more easily modulable.
    In one embodiment, the at least one electric power generator comprises at least one thermoacoustic motor driving a linear electric alternator. It is thus generated electrical power that can be produced by the combustion of a fuel, or other heat source, by means of a quiet and reliable engine because having no moving parts other than the pistons and cores associated with a linear electric motor for generating an acoustic wave in the thermoacoustic engine and associated with a linear electric alternator for generating electrical energy from the amplified acoustic wave in the thermoacoustic engine.
    In one embodiment, at least one cold source of a thermoacoustic engine uses a fuel also used by turbine engine thermodynamics, and or used by thermoacoustic motors.
    In a particular embodiment, the fuel is a cryogenic fuel stored in the liquid state at a temperature below 120 K, for example cryogenic liquid methane.
    Thus, there is obtained a cold source of substantially constant characteristic and which in the case of a cryogenic fuel increases the efficiency of the thermoacoustic engine by lowering the temperature of the cold source. In addition, the fuel initially in the liquid state can be brought to the gaseous state, or at a temperature close to its gasification, by the heat that is brought to it in the cold exchanger (s) of the thermoacoustic engine (s), which simplifies its operation. injection into burners and promotes complete combustion.
    In one embodiment, at least one heat source of at least one thermoacoustic motor uses, for at least a portion of the amount of heat supplied to one or more heat exchangers of said thermoacoustic engine, the combustion of a fuel also used. to supply the turbine engine or thermodynamic engines. In this way it is necessary to have only one type of fuel to power the hybrid generator.
    In one embodiment, at least one hot source of at least one thermoacoustic motor uses, for at least a portion of the amount of heat supplied to one or more hot heat exchangers of the thermoacoustic engine under consideration, a quantity of heat taken from a or thermodynamic turbine engines at a combustion chamber (23) and or turbine stages (222, 212) of the engines considered. Thus, it is advantageous to use a quantity of heat produced by the thermodynamic turbine engine (s) to produce electrical energy without it being necessary to install specific electric generators on turbine engine thermodynamic engines.
    In one embodiment, the electric power generator is sized to deliver an electrical power equal to or greater than 10% of a thermodynamic power of a continuous operating regime in service of at least one hybrid turbine engine of the hybrid generator .
    Advantageously, the electric power generator is also sized to deliver an electric power less than or equal to a thermodynamic power of a continuous operating regime in operation of at least one turbine engine of the generator turbine.
    Thus, at least in the areas of continuous use of the hybrid generator, for example a cruising speed of a vehicle using the hybrid generator as a means of propulsion, the portion of the electric power supplied is significant without substituting for the part of the power provided by the thermodynamic turbine engine remains dominant and avoids too large size of the thermoacoustic generator. In particular, when the propulsion of a vehicle, for example an airplane, is carried out by reaction, the turbine engine or thermodynamic engines being used as reactors, the latter must have minimum dimensions to generate the flow necessary for propulsion that an increase in the electrical input by the power source will not reduce effectively, particularly in terms of propulsive performance.
    In one embodiment, at least one turbine engine is arranged in a turbojet engine. In this form it is possible to implement the hybrid generator on jet aircraft without the need to question the architectures of known jet aircraft. The invention also relates to a vehicle comprising at least one hybrid generator as described above and used as a main propulsion device. The vehicle thus benefits from the exposed benefits of the hybrid generator of the invention.
    In one embodiment, at least one electric power generator of the at least one hybrid generator is implemented as a main electrical energy source of servitudes of said vehicle. It is thus possible to eliminate during the design of the vehicle the auxiliary power units as well as the electrical generations mechanically coupled to the thermodynamic motors turbine, solution without inconvenience because the autonomous operation of the power source is possible without putting in the thermodynamic turbine engine.
    In one embodiment, the vehicle comprises at least two hybrid generators, and at least one electric power generator of each of said hybrid generators can be, by reconfigurations of a distribution system of the electrical energy produced by said electric generators. power switch, switched in use to one or other of the turbine thermodynamic engines of each of said hybrid generators, switching affecting all or part of the electrical power.
    In this way, it can be compensated for fault configurations by sharing the electrical energy of an electric power generator between two or more turbine engine thermodynamics (failure of an electric power generator), or by bringing the energy electric two electric power generators to a turbine engine thermodynamic (failure of a thermodynamic engine), and generally to share the electrical energy produced by all functional electric generators between the set of thermodynamic engines Turbines functional. The invention applies in particular to the case of an aircraft, for example a helicopter or an airplane.
    In one embodiment, the electric power generator of each of the hybrid generators comprises a thermoacoustic motor installed in a fuselage (16) of the aircraft.
    The elongated shape of the fuselage lends itself well in this case to the cylindrical form of the thermoacoustic engine and whose continuous operation in a relative proximity of passengers is compatible with its intrinsically quiet operation.
    PRESENTATION OF FIGURES
    The description and drawings of an exemplary embodiment and implementation of the invention will provide a better understanding of the aims and advantages of the invention. It is clear that this description is given by way of example, and is not limiting in nature.
    In the drawings: FIG. 1 illustrates a medium-type jet aircraft comprising two hybrid generators mounted in turbojet engines, detail (a) of the figure illustrating a hybrid generator scheme; - Figure 2 schematically shows an example of thermoacoustic electric generator adapted to the power source.
    DETAILED DESCRIPTION OF AN EXEMPLARY EMBODIMENT
    In the drawings of the parts representing elements having the same function, even of different shapes, are identified by the same reference.
    The elements represented in the different figures and the different elements of the same figure are schematic representations and are not necessarily represented on the same scale.
    In particular details elements considered useful or important in the context of the invention are, if necessary, greatly enlarged relative to the other elements drawn for the sake of clarity of the illustrations.
    FIG. 1 diagrammatically shows an embodiment of a hybrid generator 100, detail (a) of FIG. 1, according to the invention and an example of which is described in detail with reference, without limitation, to an application to propulsion of a plane 15 by turbojet engines.
    In the example of Figure 1, it is taken the case of the application to a turbine engine thermodynamic 20.
    The turbine engine 20 shown schematically in FIG. 1 is that of a double-body, double-flow reactor. These features, which are advantageous in the context of the search for an overall propulsive efficiency of a subsonic civil aircraft, are not however indispensable to the implementation of a generator architecture according to the invention, as will be understood from the following the description.
    The thermodynamic turbine engine 20 schematically comprises conventionally: - a high pressure rotating body 22 itself having a high pressure compressor 221 rotated by a high pressure turbine 222; a low-pressure rotating body 21 itself comprising a low-pressure compressor 211 driven in rotation by a low-pressure turbine 212; a combustion chamber 23 located between a zone of compressors and a zone of turbines to provide, by the combustion of a fuel with the oxygen of the air, the energy necessary for the turbines to drive the compressors and to produce a power or, as here, a usable thrust; a large-diameter compressor 24 rotated by the low-pressure rotating body, possibly by means of a mechanical gearbox 25.
    It should be noted that the thermodynamic efficiency of such a machine depends on the compression efficiency achieved by the compressor stages 211, 2121 for which a compressor inlet gas temperature T1 must be as low as possible to improve the compression efficiency and depends on the efficiency of the expansion performed by the turbine stages 222, 212 which instead require a temperature T4 of the gas, heated in the combustion chamber 23, at the turbine inlet, as high as possible to improve the performance of the trigger.
    The generator of FIG. 1 also comprises an electric motor 30 arranged rotatably coupled to at least one of the rotating bodies, and or to the stage of the large diameter compressor 24, for example by means of the gearbox 25.
    According to this arrangement, energy is supplied in mechanical form to at least one of the rotating assemblies, which leads, by reducing the power taken from the turbine or turbines concerned to provide the necessary energy for the compressors, to provide a usable energy of the generator 100 increased compared to the operation of the single turbine engine thermodynamic.
    In order to supply the electric power required for the electric motor 30, the generator 100 comprises at least one electric power source 40.
    It should be noted that according to this arrangement of the hybrid generator 100 in comparison with fully electric solutions or existing hybrid solutions, the operation of the turbine engine 20 and the electric motor 30 are simultaneous, and not alternative, which has for effect of decreasing the power required of each of the two power generation sources that are said thermodynamic engine and the electric power generator 40.
    This simultaneity of operation thus makes it possible to reduce the mass and the dimensions of each of the thermodynamic engine and the electric motor, and this without necessarily giving up the possibility of an alternative operation of each of the thermodynamic engine and the electric motor as the sole means of production of power or thrust, that this alternative operation is implemented in a normal configuration or in a degraded configuration in case of failure on a thermodynamic motors or electric motors.
    The source or sources of electrical power 40 can be of any kind, in particular sources in which the electrical energy is stored in electric storage batteries or in super-capacitors or consist of electric generators such as groups auxiliaries of known powers on aircraft.
    However, the use of such sources of electrical power, which is possible in the invention, remains restrictive due to the current limitations for the sources of storage of electrical energy, the limitations already described above, and of an unfavorable energy yield for the groups conventional power auxiliaries which use a fuel of the same type as that used for the turbine engine 20.
    Advantageously, the generator 100 of the invention comprises at least one electrical power source 40 comprising a thermoacoustic generator 50, an example of which is illustrated schematically in FIG.
    Thermoacoustic motors are known. Their operation is based on the thermodynamic cycle of a fluid in a closed environment of Stirling engines, but in which the displacement of the fluid ensuring the transport of heat energy is provided by acoustic waves instead of conventional mechanical pistons. The operation of such a thermoacoustic engine is described for example in the French patent application published under the number FR 2971552.
    In the case of the thermoacoustic generator 50 of the invention, the thermodynamic cycle is carried out in a chamber 51 comprising at a first end an excitation piston 54 generating an initial acoustic wave and comprising at a second end a driving piston 55 displaced by the amplified acoustic wave, which engine piston drives a linear electric alternator 53.
    The thermoacoustic generator 50 comprises at least one cell comprising, in a manner known in thermoacoustic motors, a cold heat exchanger 56a, 56b which transfers heat Q- to a cold source 60, a hot heat exchanger 57a, 57b which takes heat. heat Q + from a hot source 70 and a regenerator stage located between the cold and hot heat exchangers.
    The thermoacoustic generator 50 may comprise several cells arranged between the first end and the second end of the chamber 51, and may implement one or more cold sources and or one or more hot sources. In the example illustrated in FIG. 2, the chamber 51 comprises two cells and the excitation piston 54 is actuated by a linear electric motor 52 powered by an electric feedback loop 58 formed between the linear electric alternator 53 and said linear electric motor, the electrical power produced by said linear electric alternator being shared between a useful power WU delivered and a return power WR to said electric feedback loop.
    The implementation of the thermoacoustic generator 50 as a source of electrical energy input into the generator 100 has several advantages.
    A thermoacoustic generator 50 makes it possible to produce an electric power with a better efficiency than a turbomachine because, in the absence of moving parts in the hot parts, the temperatures used in the hot heat exchanger 57a, 57b can reach values much higher than in the case of a turbine and thus achieve thermodynamic efficiencies higher than 70% for an overall efficiency higher than 50% (taking into account the efficiency of the alternators) when the yields obtained by reactor turbines hardly reach. 40%.
    In addition, the operation of the thermoacoustic generator 50 is silent.
    The thermoacoustic generator 50 is insensitive to the value of the atmospheric pressure and therefore delivers a power independent of altitude.
    The reliability of a thermoacoustic generator can, due to the absence of moving parts outside the linear movements of the pistons of the motor and the electric alternator, exceed 20 000h of MTBF, which makes it a disruptive element in the chain propulsion.
    The hot source 70 may use the combustion of the same fuel as the reactor 20, which fuel can be used as a cold source before being burned by the thermoacoustic generator and or the turbine engine thermodynamics.
    In the example previously described of a medium-haul aircraft of 80000 kg takeoff weight, it is advantageously used a thermoacoustic generator 50 delivering an electric power 500 kW.
    Such power may appear low in comparison with the power generated by the reactors of such an aircraft, each delivering a take-off thrust of the order 1500 kN equivalent to about 20000 kW, but this power only relates to the maximum value of the thrust that n 'is implemented by aircraft only for take-off or go-around phases.
    When an airplane is cruising, because of its speed and altitude, the thrusts / powers actually used are much lower than that of takeoff. At only 10000 m altitude, the atmospheric pressure is divided by about a factor of four and the thrust of the reactor is reduced, leading in the above example to a power equivalent of the order of 3000 kW.
    Under these operating conditions, the power that can be supplied to the thermodynamic turbine engine 20 by the thermoacoustic generator 50 is not negligible since it represents more than 10%, about 15%, over which proportion the hybrid generator 100 benefits from the gain. of the thermoacoustic generator assembly 50 and the electric motor 30.
    Advantageously, the thermoacoustic generator 50 will be designed to deliver a useful power equal to or less than 50% of the power of the hybrid generator 100 in a continuous operating regime of the turbine engine 20.
    In this way, it avoids oversizing the thermoacoustic generator 50 in favor of a possible distribution of the expected total power of said generator between said thermoacoustic generator and the turbine engine 20, said distribution being for example managed by a management calculator power or thrust.
    The benefit of the hybrid generator 100 is increased because, in a sizing process of said hybrid generator, the power allocated to the turbine engine 20 is reduced, compared with that of a reactor as a single generator, that produced by the electrical power source 40, which leads to reduce the size and the mass of the reactor and to increase its reliability accordingly by less stress.
    Moreover, the thermoacoustic motor 50 can be implemented as an independent on-board power source. As a result, it is able to replace the auxiliary power units of airplanes, which serve in particular to start the engines on the ground by supplying compressed air, at least for reactors with more than 1000 kN of take-off thrust, and to provide electricity to the aircraft when the engines are stationary. The implementation of the hybrid generator 100 therefore avoids the installation of conventional auxiliary power units. This also increases significantly the overall reliability of the aircraft.
    When the thermoacoustic motor 50 is used as an independent source of electrical energy, it has the superiority of not being a source of noise as are the auxiliary power units turbine.
    Furthermore, by the very fact of the architecture of the hybrid generator 100 and the power source 40 that it implements, an aircraft can be autonomously driven to taxi the ground by electric wheel motors or by an electric drive of a rotating reactor body 20, for example large diameter compressor 24 (Fan), and the reactors can be started electrically by means of the electric motor 30 as late as possible, just before take-off. This solution makes it possible to limit noise pollution and oil pollution in airport platforms.
    In normal operation, i.e. in the event of failure, the thermoacoustic motor (s) 50 or power generators 40 generate electricity independently of the operation of the reactors.
    Thus, in case of failure of the reactors, the production of electricity is not affected, which allows to continue to power the equipment of the aircraft, particularly critical condition on modern aircraft with totally electric flight controls, the case. including servo controls if they are electrically actuated. If the failure of a reactor is of thermodynamic origin, it is still possible to drive the rotating parts of the reactor 20, in particular of the large diameter turbine 24 (Fan), by means of the electric motor 30 and thus to maintain a thrust of the reactor which, even reduced, improves the finesse of apparent flight of the aircraft and significantly increase its range of action in case of difficulties.
    It should be noted here that, unlike conventional architecture aircraft that implement turbine power auxiliary units that are stationary cruise and require to be restarted to produce again essential electrical energy to the aircraft, in the case of the hybrid generator 100 there is no interruption of the electricity production nor risk of non-restarting the auxiliary unit since the electrical output by the thermoacoustic motor 50 is permanent.
    In this last comparison between the conventional solutions and the hybrid generator of the invention, it should also be noted that the turbines of the auxiliary generators most often have a maximum altitude of restarting in flight and that if the aircraft is above this maximum altitude the aircraft must engage a descent with other means of electrical generation, batteries and or wind turbines, until reaching an altitude suitable for re-ignition of the turbine of the auxiliary group.
    The generator 100 thus also makes it possible to eliminate the auxiliary power units of conventional power as well as the electric generators driven mechanically by the motors, and this with gains in mass, ease of installation and reliability.
    The operational advantages of the generator 100 of the invention, particularly in the case of its use as a means of propelling an aircraft, are therefore obvious.
    Considering the aspect of the energy efficiency of the generator 100 and the use of thermoacoustic motors 50 for the production of electric power, the advantages of the invention are even more apparent if we consider the use of a cryogenic fuel for example liquid methane at ambient pressure at the temperature of 111k, a solution considered today as a possible alternative to kerosene.
    In this case, the cryogenic methane can be used to form low temperature cold sources 60, of the order of 150 K, to improve the thermodynamic efficiency of the thermoacoustic generators.
    The warmed methane, in the cold sources of the thermoacoustic generators and or in the stages of compressors, in particular the high-pressure compressors 221 of the turbine thermodynamic engines 20 whose efficiency will also be improved by a lowering of the temperature before the combustion, will be advantageously gasified so as to facilitate its implementation in the combustion zones, in particular hot springs 70.
    In one embodiment, the heat Q + to be supplied to the hot heat exchangers 57 is transported from hot springs 70 to said heat exchangers by means of heat pipes or coolant circuits, for example a metal in the liquid state. at the temperatures used.
    The hot springs include, for example, burners fed with kerosene, methane or another fuel.
    In one embodiment, a quantity of heat not used in the turbine engine 20, for example at the outlet of the turbines, is used to increase the temperature of the hot source 70.
    Thus the hybrid generator 100 provides an alternative to the power generator or hybrid thrust solutions by introducing an electrical hybridization whose energy is produced locally by high efficiency electrical generation devices exploiting the existing onboard resources and providing assistance. permanent to the conventional power or thrust generators, or even a possible substitution at least in a degraded mode.
    权利要求:
    Claims (14)
    [1" id="c-fr-0001]
    1 - hybrid generator (100) power or thrust comprising at least one turbine engine (20) and comprising at least one electric power generator (40) characterized in that the at least one electric power generator (40) ) is electrically connected to at least one electric motor (30), said at least one electric motor being mechanically coupled in rotation to at least one rotating part (21, 22, 24) of said at least one turbine engine when said at least one a thermodynamic turbine engine is in operation.
    [2" id="c-fr-0002]
    2 - hybrid generator according to claim 1 wherein at least one electric power generator (40) comprises at least one thermoacoustic motor (50) driving a linear electric alternator (53).
    [3" id="c-fr-0003]
    3 - hybrid generator according to claim 2 wherein at least one cold source (60) of at least one thermoacoustic engine (50) uses a fuel of at least one turbine engine (20) and a fuel jet engine at least one thermoacoustic motor (50).
    [4" id="c-fr-0004]
    4 - Hybrid generator according to claim 2 wherein the fuel is a cryogenic fuel stored in the liquid state at a temperature below 120 K, for example cryogenic liquid methane.
    [5" id="c-fr-0005]
    5 - hybrid generator according to one of claims 2 to 4 wherein at least one hot source (70) of at least one thermoacoustic engine (50) uses, for at least a portion of the amount of heat supplied to one or more hot heat exchangers of said thermoacoustic engine, the combustion of a fuel also used to supply the at least one turbine engine (20).
    [6" id="c-fr-0006]
    6 - hybrid generator according to one of claims 2 to 5 wherein at least one hot source (70) of at least one thermoacoustic engine (50) uses, for at least a portion of the amount of heat supplied to one or more heat exchangers (57a, 57b) of said thermoacoustic engine, a quantity of heat taken from a turbine engine (20) at a combustion chamber (23) and or turbine stages (222, 212).
    [7" id="c-fr-0007]
    7 - Hybrid generator according to one of the preceding claims wherein the electric power generator (40) is sized to deliver an electric power equal to or greater than 10% of a thermodynamic power of a continuous operating regime in service. at least one turbine thermodynamic engine (20) of the hybrid generator (100).
    [8" id="c-fr-0008]
    8 - hybrid generator according to claim 7 wherein the electric power generator (40) is dimensioned to deliver an electric power less than or equal to a thermodynamic power of a continuous operating operating regime of at least one turbine engine thermodynamic (20) of the hybrid generator (100).
    [9" id="c-fr-0009]
    9 - Generator according to one of the preceding claims wherein the turbine engine thermodynamic (20) is a turbojet.
    [10" id="c-fr-0010]
    10 - Vehicle comprising at least one hybrid generator (100) according to one of claims 1 to 9 implemented as a main propulsion device.
    [11" id="c-fr-0011]
    11 - Vehicle according to claim 10 wherein the at least one electric power generator (40) of the at least one hybrid generator (100) is implemented as a main electrical energy source servitudes said vehicle.
    [12" id="c-fr-0012]
    A vehicle according to claim 10 or claim 11 comprising at least two hybrid generators (100), and wherein at least one electric power generator (40) of each of said hybrid generators can be, by reconfigurations of a hybridization system. distribution of the electrical energy produced by said electric power generators, switched in use to one or other of the turbine engine thermodynamic of each of said hybrid generators, switching affecting all or part of the electrical power.
    [13" id="c-fr-0013]
    13 - Vehicle according to one of claims 10 to 12 characterized in that said vehicle is an aircraft,
    [14" id="c-fr-0014]
    14 - Vehicle according to claim 13 wherein the electric power generator (40) of each of the hybrid generators 100) comprises a thermo-acoustic motor (50) installed in a fuselage (16) of said aircraft.
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    同族专利:
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    法律状态:
    2016-12-22| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-09| PLSC| Publication of the preliminary search report|Effective date: 20170609 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 5 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 6 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1562022A|FR3044714B1|2015-12-08|2015-12-08|HYBRID POWER OR PUSH GENERATOR AND VEHICLE CONTAINING SUCH A GENERATOR|FR1562022A| FR3044714B1|2015-12-08|2015-12-08|HYBRID POWER OR PUSH GENERATOR AND VEHICLE CONTAINING SUCH A GENERATOR|
    US16/060,305| US20180363564A1|2015-12-08|2016-12-07|Hybrid power or thrust generator and vehicle including such a generator|
    PCT/FR2016/053239| WO2017098144A1|2015-12-08|2016-12-07|Hybrid power or thrust generator and vehicle including such a generator|
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