WO2017114643A1 - Système d'entraînement électrique redondant pour l'entraînement d'un moyen de propulsion d'un aéronef et procédé d'entraînement du moyen de propulsion - Google Patents

Système d'entraînement électrique redondant pour l'entraînement d'un moyen de propulsion d'un aéronef et procédé d'entraînement du moyen de propulsion Download PDF

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Publication number
WO2017114643A1
WO2017114643A1 PCT/EP2016/080065 EP2016080065W WO2017114643A1 WO 2017114643 A1 WO2017114643 A1 WO 2017114643A1 EP 2016080065 W EP2016080065 W EP 2016080065W WO 2017114643 A1 WO2017114643 A1 WO 2017114643A1
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WO
WIPO (PCT)
Prior art keywords
drive system
electrical
electric
machines
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2016/080065
Other languages
German (de)
English (en)
Inventor
Christian Loesch
Robert Goraj
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of WO2017114643A1 publication Critical patent/WO2017114643A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
    • B64D35/08—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission being driven by a plurality of power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B64D27/33—Hybrid electric aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B64D27/35—Arrangements for on-board electric energy production, distribution, recovery or storage
    • B64D27/351—Arrangements for on-board electric energy production, distribution, recovery or storage using energy recovery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B64D27/35—Arrangements for on-board electric energy production, distribution, recovery or storage
    • B64D27/357—Arrangements for on-board electric energy production, distribution, recovery or storage using batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
    • B64D35/02—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants
    • B64D35/021—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants for electric power plants
    • B64D35/022—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants for electric power plants of hybrid-electric type
    • B64D35/023—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants for electric power plants of hybrid-electric type of series-parallel type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K16/00—Machines with more than one rotor or stator
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/06—Machines characterised by the presence of fail safe, back up, redundant or other similar emergency arrangements
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the invention relates to an electric drive system for a vehicle.
  • the invention relates to a Redun ⁇ Dante electric drive system for providing ki- netic energy for a propulsion unit of an air driving ⁇ zeugs.
  • Such an electric drive system typically includes at least one electrical machine which is operated for driving the Vortriebsmit ⁇ means of the aircraft as an electric motor. Furthermore, a corresponding source of electrical energy for supplying the electric motor and, as a rule, power electronics are provided, with the aid of which the electric motor is operated.
  • a fault among others in the energy storage which supplies the electrical energy for supplying the electric motor in the power electronics, which, for example, inter alia, converts a direct current into an alternating current for the electric motor, or occur in the electric motor itself.
  • the fault occurs in the electric machine or in the electric motor, it may, for example, to a fault of the electrical winding in the form of a winding short, a Windungs gleiches or a ground fault, etc. come, resulting in a Fehlverver- hold, for example, in the form of an overcurrent or overheating may result.
  • An electrical, redundant drive system for driving a propulsion means in particular a propeller, an aircraft has a plurality of electric machines for driving the propulsion unit and a common Ge ⁇ gear. Each of the electric machines is so mechanically connected to the propulsion means via the common gear that a kinetic energy provided by the respective electric machine in the form of a rotational movement through the common gear to the propulsion means is transferable.
  • the corresponding electrical machines are thus usable in particular as electric motors, if kine ⁇ tables energy to be supplied to the propulsion means.
  • the problem is thus solved by a redundant design of the electrical part of the drive system, in Spezi ⁇ ellen by the use of two or more electric motors. These are connected via a common transmission with the propulsion ⁇ medium, eg. With a propeller. Redundant importance tet here is that an increased security against falling off ⁇ is achieved by a multiple execution of compo ⁇ components of the drive system.
  • the concept is based on the fact that several electric motors produce a direct mechanical drive via a common gearbox to the propeller. Due to the possibility of varying the number of electric motors of the drive system and the power requirement is variable or scalable and thus adaptable to the respective drive situation, which, for example. Due to the size of the aircraft results.
  • the Elektromo ⁇ tor with the respective power electronics is used multiple times in the same design, while the respective adjustment work is limited to the drive situation mainly on the summary of the engine performance in the common transmission.
  • the advantages result from the unconventional arrangement and connection of the electric motors in the drive system.
  • the latter consists in that two or more fully redundant electric drive trains, each having at least one electrical energy source with a current source and a current transformer and an electric motor are each coupled by means of a freewheel and via a common transmission to the propulsion means.
  • the motors can be in operation at the same time, and if one engine fails, the remaining engine (s) can enable onward flight or landing.
  • Components of the drive system are not as flexible as possible with several motors with a small diameter.
  • the drive system includes a power source for supplying the electrical machines with electrical energy to operate the electrical machines, the electrical machines converting the electrical energy into the kinetic energy for transmission to the propulsion means.
  • the energy source in turn has a power source for the provision of electrical energy and a sauelektro ⁇ nikech for supplying the electrical machines with respect to operating the electrical machines with respect. Amplitude and / or possibly frequency suitable electrical voltage.
  • the power electronics unit processes the source of electricity provided in the electric power suitable for Operator Op ⁇ ben electrical voltage of the electrical machines and in a correspondingly suitable electricity.
  • the power electronics unit can, for example as a DC or AC power source and the electric machines as DC or AC motor depending on the configuration of the power source Inverters or Inverters The appropriate electrical voltage is finally supplied to the electric machines to drive them.
  • the power electronics unit has to further IMPROVE ⁇ tion of redundancy for each electric machine each egg NEN separate current transformer on, so each electrical machine is associated with a current transformer.
  • Each of the power converters is configured to convert the electrical energy provided by the power source into that for the power supply respective said current transformer associated electrical Maschi ⁇ ne suitable electrical voltage to be processed.
  • the power converter are formed voltage transformer as a DC-to transform the ready ⁇ from the power source supplied DC voltage into the required to operate the electric motors DC voltage.
  • the power converter are formed as an inverter which alternately direct the provided by the current source DC voltage into the required for loading ⁇ drive the electric motors AC voltage.
  • the power converters are designed as rectifiers which rectify the AC voltage provided by the power source into the DC voltage required to operate the electric motors.
  • the power converter are formed as a converter that required the provided from the power source AC voltage in the for loading ⁇ drive the electric motors AC
  • the current transformers are spatially separated from each other and arranged in the greatest possible proximity to the respective associated electrical machine. This can, for example, is down schla ⁇ gen that each power converter closer to its associated electrical machine is arranged, as to the other power converters. This results in a maximum fle ⁇ bility in terms of travel for the drive system installation space.
  • the drive system can be designed as a hybrid, in particular as a seri ⁇ ell-hybrid drive system.
  • the power source comprises an internal combustion engine and the power source is a generator drivable by the internal combustion engine that provides the electrical energy needed to operate the electrical machines as soon as it is powered by the internal combustion engine.
  • the power source may be a battery or a
  • Fuel cell which provides the electrical energy in the form of a DC voltage.
  • the power source is therefore a DC source.
  • the current transformer are accordingly as described above as a DC-DC converter or as an inverter designed to provide the required for operating the electrical machines DC or AC voltage.
  • each of the electrical machines has ever ⁇ wells coupled with the aid of a separate free-wheel to the common transmission, that is, each electric machine is associated with a freewheel.
  • each of the electric motors can be mechanically decoupled from the Common gear, so that, for example, a block of an engine does not affect the function of or the other motors, as in the case of blocking of each ⁇ stays awhile freewheeling the mechanical connection between the ⁇ respective electric motor and the common transmission triggers.
  • At least one first electrical machine of the plurality of electrical machines but not all electrical machines coupled with the help of a freewheel to the common transmission to achieve the above advantage.
  • at least a second electric machine of the plurality of elekt ⁇ step machines which is also set up such that it can be used not only as an electric motor, but also as a generator, in such a way and, in particular coupled and without freewheel to the transmission case as the electrical machine usable in a generator mode that the on ⁇ drive system can be operated with the second electric machines in a recuperation.
  • the second electric machine is thus optionally as Elekt ⁇ romotor for providing the kinetic energy
  • the drive system operable so as to contribute to the redundancy of the drive system.
  • it can be operated as a generator for providing electrical energy.
  • the generator operation of the second machine allows the drive system to be used in a recuperation operation.
  • the electrical energy thus provided can be stored, for example, in a battery.
  • the pre ⁇ drive means is not supplied with kinetic energy from the electromobility ⁇ tors, but the direction of the power flow is reversed, ie from the propulsion means to the electric motor or to the electric machine.
  • the propulsion means which in this case is driven by the air due to the proper movement of the aircraft, in turn drives the electric machine configured accordingly as a generator, which in turn thus supplies electric power. Since the known Be ⁇ grabbed the Rekuperations horres related to electrical ⁇ rule drives, dispensing with the giving further de ⁇ tails.
  • the first electrical machine so that, for example, through the use of the freewheel achieved that the corresponding Elect ⁇ romotor can be mechanically decoupled from the common transmission.
  • Blockage of these electrical ma- Engine or this engine does not affect the function of the other electric machines or, since in the case of Blo ⁇ ckierens the respective freewheel the mechanical connection between the respective electric motor and the common gear triggers.
  • the coupled via the freewheel to the transmission motor is ideally used in this embodiment as a main motor for driving, while the other electric machines which are ge ⁇ coupled particular without freewheel to the transmission, for example. Only be used when a recuperation desired and / or if an error has occurred for the motors coupled via freewheels to the gearbox. Thus, the redundancy is still guaranteed, since in case of failure of the main engine, the actually intended for recuperation electrical machine can be configured as an electric motor.
  • the electric machines are arranged adjacent to each other in an axial direction of the drive system at the same position and in a direction perpendicular to the axial direction, ie, side by side.
  • the axial direction of the on ⁇ drive system is, for example, defined by the orientation of the shaft connecting the gear with the propeller.
  • ⁇ by a compact design is possible.
  • the drive system has a multi ⁇ number of electric machines for driving the propulsion unit and a common gear, each of said electric machines on the common Gear mecha ⁇ nically connected to the propulsion means, a provided by the respective electric machine in the form of a rotational movement kinetic energy is transmitted through the common ⁇ same gear to the propulsion means, so that it is set in rotation.
  • a power source provides electrical power and a power electronics unit processes the provided power electrical energy in electrical voltages suitable for operating the electrical machines.
  • the power electronics unit has, for each electrical Ma ⁇ machine each have a separate current transformer, wherein each of the power converter processes the provided by the power source is provided electrical energy to the appropriate for the respective, associated with the power converter electric machine electrical voltage.
  • the drive system may be a hybrid, in particular a series-hybrid drive system, wherein the power source is a generator that is driven to provide the electrical energy from an internal combustion engine.
  • Aircraft with a power source in a first variant Aircraft with a power source in a first variant
  • FIG. 4 shows the redundant, electric drive system of FIG. 1 in a further embodiment
  • Drive system, 7 shows a third possible arrangement of components of the drive system
  • a connection is meant by a mechanical connection of two components or components which allows the transmission of kinetic energy, for example rotational energy, from one of the components to the other.
  • the transmission of the kinetic energy means, for example. From an engine to a propeller that an offset from the engine to the rotating shaft drives the propeller, so that the services provided by the engine is available kinetic rotation ⁇ energy is converted in such a manner that the propeller in turn is set in rotation and therefore a kinetic energy was supplied to him.
  • an electrical connection of two components allows the transmission of electrical energy from one component to another.
  • the connected components are mechanically interconnected via suitable components.
  • the suitable components can be, for example, shafts, axles, gears, etc.
  • An electrical connection can be realized, for example, with the aid of a cable.
  • the mechanical or electrical connections are not provided with individual reference numbers in the figures except for a few exceptions.
  • 1 shows a schematic representation of an electric drive system 100 for an aircraft.
  • the air ⁇ vehicle itself is not shown in detail. It may, for example, be an aircraft or a helicopter.
  • the aircraft can be made to Be ⁇ movement by means of a propellant 200, wherein the propulsion means 200 in particular ⁇ sondere comprises a propeller 210, and optionally a bearing 220 for La ⁇ delay of the propeller 210th
  • the propeller 210 may be rotatable about a substantially horizontal or vertical axis, but this does not play any role in the present invention.
  • the propeller 210 is driven via a shaft 230, which in turn is set in rotation by means of a first electrical machine 110 configured as an electric motor or a second electric machine 120 of the drive system 100, which is also configured as an electric motor.
  • the electric motors 110, 120 are not directly connected to the shaft 230, but via a common transmission 150 of the drive system 100.
  • the common transmission 150 may, for example, be formed as a planetary gear, as a planetary gear, or as a spur gear.
  • the vigslautli ⁇ che request to the common transmission 150 is that both are the first electric motor 110 and a provided by the second electric motor 120 in the form of a rotational movement of kinetic energy through the gear 150 on the shaft 230 and finally transmitted to the propeller 210 can.
  • the transmission 150 to the number of electric motors 110, 120 corresponding number of so-called.
  • Gear drives 151, 152 wherein the first Elect ⁇ romotor is coupled to the first gear drive 151 110, and the second electric motor 120 to the second Transmission drive 152 is coupled to each kinetic energy from the electric motors 110, 120 on the transmission 150 to transmit or feed there.
  • the transmission 150 has a transmission output 159, with which the shaft 230 is connected, so that kinetic energy is transmitted from the transmission 150 to the shaft and thus to the propeller 210. that can.
  • the drives 151, 152 and the output 159 are connected to one another in the gearbox 150 in a manner known per se (not shown) in order to enable the transmission of the kinetic energy from the respective electric motor 110, 120 to the shaft 230.
  • the orientation of the shaft 230 is intended to define an "axial" direction of the drive system 100. Accordingly, the term “radial” also refers to the shaft 230.
  • the motors 110, 120 are executed at a higher speed and lower torque than in a direct connection to the shaft 230.
  • the motors 110, 120 can thus be due to the lower forces occurring comparatively small and compactly ⁇ leads become.
  • FIGS 5-9 using some examples.
  • one is less limited in terms of space and the connection of the propeller bearing 220 to the aircraft.
  • the high torques and forces occur only on the last gear of the transmission 150 or on the propeller shaft 230.
  • weight can be saved.
  • the first electric motor 110 is mechanically connected to the transmission 150 to transmit kinetic energy to the transmission 150.
  • the first electric motor 110 is coupled to the transmission 150 by means of a first freewheel 130.
  • Electric motor 110 which is set in rotation by the electric motor 110, coupled to the first freewheel 130, while an output-side shaft 131 of the first freewheel 130 is fixedly coupled to the transmission 150 and with its first gear drive 151.
  • the first freewheel 130 is configured to provide the mechanical connection for transmitting kinetic energy between the first electric motor 110 and the transmission 150, for example, then triggers when the rotational speed of the electric motor 110 is ge ⁇ wrestler than the rotational speed at the junction of the first freewheel 130 to the transmission 150. bspw. The first freewheel 130 releases the mechanical connection between the first freewheel 130
  • the second electric motor 120 with the aid of a second freewheel 140 and via shafts 121, 141 ge ⁇ coupled to the transmission 150 and with its second gear drive 152.
  • the mode of operation of the second freewheel corresponds to that of the first freewheel 130.
  • each of the two electric motors 110, 120 can be mechanically decoupled from the common transmission 150, so that, for example, blocking one motor 110, 120 does not affect the function of the other motor 120, 110 since, in the case of blocking, the respective freewheel 130, 140 releases the mechanical connection between the respective electric motor 110, 120 and the common transmission 150.
  • the drive system 100 For operating the electric motors 110, 120 or for supplying the electric motors 110, 120 with electrical energy, the drive system 100 has an energy source 160.
  • the elekt ⁇ generic power to supply the electric motors 110, 120 is typically, but not necessarily, in the form of alternating current or alternating voltage before and the electric motors 110, 120 respectively work accordingly to the principle of an AC motor.
  • the power source 160 provides a direct current
  • the electric motors 110, 120 are designed as DC motors.
  • the power source 160 an AC voltage be ⁇ riding up.
  • the electrical energy of a current source 161 of the energy source 160 provides ⁇ ge available.
  • the current source 161 may be a battery or a fuel cell which provides a DC voltage.
  • the energy source 160 furthermore has a power electronics unit 162, which switches the direct voltage provided by the battery or fuel cell 161 into an alternating voltage suitable for operating the electric motors 110, 120. In this case can be adjusted 120 for example. Fre acid sequence and / or amplitude of the AC voltage to the requirements of the electric motors 110. This AC voltage is finally supplied to the electric motors 110, 120 in order to drive them.
  • the power electronics unit 162 has for this purpose be ⁇ preferably represent each electric motor 110, 120 a separate inverter 163, 164, that is, the first electric motor 110 is supplied with the aid of a first inverter 163 with electric power, while the second electric motor 120 by means of a second Inverter 164 is supplied with electrical energy.
  • the inverters 163, 164 each cause an inversion of the DC voltage provided by the battery 161 into the alternating voltages suitable for the operation of the respective electric motor 110, 120.
  • the two inverters 163, 164 operate independently of each other, ie a failure of one of the two inverters does not affect the function of the other inverter.
  • the current source 161 can be an alternating current source which provides an alternating voltage.
  • the current source 161 may be a generator in this case.
  • Power converters 163, 164 are summarized. The execution of the current converter 163, 164 as an inverter or as an inverter depends on the type of power source 161. In the event that the current supplied to the respective current converter 163, 164 is a direct current, the current transformer must be a direct current.
  • the power converter 163, 164 be designed as an inverter.
  • the power converter 163, 164 must be configured as a converter.
  • the power converter 163, 164 provides an alternating current which is ultimately supplied to the electric motors 110, 120.
  • the genera tor ⁇ 161 already provides an AC voltage related.
  • Frequency and amplitude for operating the electric motors 110, 120 is suitable, could be on the inverters 163, 164 verzich ⁇ tet.
  • the provision of the inverter offers the advantage of increased flexibility.
  • the power source 160 may alternatively provide a DC voltage and the electric motors 110, 120 are configured as DC motors.
  • the power converter 163, 164 configured as a DC ⁇ converters, which convert a ready ⁇ from current source 161 supplied DC voltage to the motors for driving the electric motors 110, 120 required voltage.
  • Both variants of the current source 161 of FIGS. 1, 2 have in common that the energy source 160 has the power required to operate the electronics.
  • romotoren 110, 120 needed and appropriate electrical energy Ener ⁇ provides.
  • the power electric ⁇ nikaji 162 but not necessarily, the electric motor, a separate current transformer on.
  • the redundant design of the power electronics 162, each with its own power converter 163, 164 for each electric motor 110, 120 has the advantage that even if one of the power converters 163, 164 of the other
  • the second electrical Ma ⁇ machine 120 is not coupled out via a free wheel to the transmission 150th
  • the second electric machine 120 is set up so that it can be used not only as an electric motor but also as a generator. Accordingly, it is coupled in such a way and in particular without the freewheel to the transmission 150 and thereby usable in a generator operation, that the drive system 100 can be operated with the second electrical Ma ⁇ machines 120 in a recuperation.
  • the second electrical machine can see 120 thus selectively operated as an electric motor for providing ⁇ position of the kinetic energy for the propeller 210 so that it contributes to the redundancy of the drive system 100th
  • it can be used in generator mode as Generator operated to provide electrical energy.
  • Recuperation operation can be used.
  • the electrical energy thus provided can be stored, for example, in the battery 161.
  • a controller 180 of the drive system 100 can be switched as needed between generator operation and electric motor operation of the second electric machine 120.
  • the second electric machine 120 is used in such a way that it can provide kinetic energy to the transmission 150 or the propulsion means 200, as described in connection with FIGS.
  • the coupled to the gear 150 via the freewheel 130 ers ⁇ te motor is ideally used in this embodiment as a main motor for driving the propulsion unit, currency rend the second electrical machine 120, which is coupled in particular without freewheel to the transmission 150, for example. Only is then used when the Rekuperations réelle ge ⁇ wishes is and / or if for the over the freewheel 130 at the transmission 150 coupled first motor 110 an error has occurred. Thus, the redundancy is still guaranteed, since in case of failure of the main motor 110, the actual ⁇ intended for Rekuperationsiere second electric machine 120 can be configured as an electric motor.
  • the electric motors 110, 120 can be arranged in different positions in the space available in the aircraft. This gives additional degrees of freedom in the design and can adapt the drive concept for various other air ⁇ vehicle types variable. It is also conceivable way of departure ⁇ chung illustrated embodiments of FIGS 1, 2, 3, simple to provide more than two electric motors. Ideally, however, it remains the case that a separate current transformer is provided for each electric motor, ie the number of current transformers corresponds to the number of electric motors.
  • FIGS. 5-9 each show a side view in the left-hand part of the illustration and, in the right-hand part of the illustration, a rear view of the drive system 100 and the drive means
  • FIG. 5-9 omits illustrations of details such as bearings and shafts for the sake of clarity. Likewise, the remaining components of the power source 160 are not shown in FIGS. 5-9.
  • the respective electric motors are arranged in the axial direction at the same position. In a direction perpendicular to the axial direction, they are adjacent to each other or adjacent to each other.
  • the arrangement shown in FIG 5 corresponds whestge ⁇ starting the direction indicated in Figures 1, 2, 3, 4 situation.
  • Power electronics unit 162 electric motors 110, 120, Freiläu ⁇ Fe 130, 140, gear 150 and propeller 210 are arranged one behind the other in the axial direction, so that in the radial direction, a comparatively small space is required, while ⁇ the extension in the axial direction is comparatively large ,
  • the 6 shows an arrangement in which the includes the electric motor ⁇ ren 110, 120 associated with current transformer 163, 164 are not arranged in a common housing of the power electronics unit 162, but in the immediate vicinity of the respective electric motor 110, 120.
  • This embodiment also that the power converter 163, 164, 120 are integrated into respective Mo ⁇ gate housing of the electric motors 110th
  • FIG. 7 shows an arrangement in which the electric motors 110, 120 are, for example, offset in the radial direction relative to the arrangement of FIGS. 5, 6, for example vertically downwards, so that above the motors 110, 120 additional space is available for the motors Power electronics unit 162 or for the current transformer 163, 164 is created. This permits a compact At ⁇ arrangement of the components of the drive system 100th
  • FIGS. 8, 9 show a drive system 100 in which, to further improve redundancy, a third electrical machine 170 configured as an electric motor is provided, which is coupled to the common transmission 150 via a third freewheel 180.
  • the motors 110, 120, 170 are arranged in the same position in the axial direction, while they are adjacent to one another or in a direction perpendicular to the axial direction.
  • the electric motors 110, 120, 170 can be arranged in a symmetrical arrangement, for example, on the circumference of an imaginary circle in mutually equal distances in the circumferential direction of the circle, wherein the center of the circle lies on an extension of the shaft 230.
  • the power source 160 or its power electronics 162 for the third electric motor ideally has a separate, third current converter 166, which is not shown in FIG. 8, since it is shown in FIGS
  • FIG 8 Views of FIG 8 is hidden by other components of the drive system 100.
  • the use of the third motor 170 in addition to the two motors 110, 120 further increases the redundancy and thus the overall safety of the drive system 100, since in the event of a failure of one of the motors 110,
  • the electric motors 110, 120, 170 to-ordered power converter 163, 164, 166 162 angeord ⁇ net are not in a common housing of the power electronics unit, but in the closest possible proximity of the respective
  • Electric motors 110, 120, 170 are merely exemplary and it is of course possible to arrange the individual components of the drive system 100 as needed and individu ⁇ cular circumstances.
  • each current transformer 163, 164 and 166 respectively, instead spatially together eg. in a housing of the power electronics unit 162 to-be summarized, respectively, in the vicinity of that Elect ⁇ romotors 110, 120 may be disposed 170, with electrical ⁇ shear energy supply.
  • This is angedeu ⁇ tet in FIGS 6 and 9, wherein the third power converter 166 supplies the third electric motor 170 in FIG 9 with electrical energy in the form of an AC voltage.
  • components of the drive system 100 may have their own housing. However, it is conceivable that several components are accommodated in a common housing, if this is necessary and / or advantageous, for example, due to the respective spatial conditions.
  • each of the power converters 163, 164, 166 may have its own housing.
  • the power converter can be 163, 164, be housed in a common housing of the power electric ⁇ nikaji 162,166. Also, everyone can
  • Power converter 163, 164, 166 housed in a motor housing of the respective power converter 163, 164, 166 associated motor 110, 120, 170. Furthermore, depending on the arrangement of the motors 110, 120, 170 and the transmission 150, these components 110, 120, 170, 150 share a common housing.
  • the propeller bearing 220 can also be combined, for example, with the transmission housing or integrated into it.
  • the drive system for driving the propulsion unit 200 and the propeller 210 by way of example, depending ⁇ wells only two 110, 120, and three electric motors 110, 120, 170.
  • the concept presented can, of course, be extended to a large number of electric motors of any desired size . Consequently, while the Leis ⁇ consumer electronics unit 162 would be designed such that a separate converter or inverter is provided for each electric motor in order to obtain maximum redundancy.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un système d'entraînement (100) électrique redondant pour un moyen de propulsion d'un aéronef ainsi qu'un procédé d'entraînement du moyen de propulsion. Le système d'entraînement comprend deux moteurs électriques (110, 120) séparés ou plus, lesquels sont reliés au moyen d'entraînement (210) par le biais d'une transmission (150) commune. Les moteurs électriques sont accouplés à la transmission à l'aide de roues libres (130, 140). Une source d'énergie (160) dotée d'une unité d'électronique de puissance (162) est prévue pour alimenter les moteurs électriques en énergie électrique, l'unité d'électronique de puissance comprenant un transformateur de courant (163, 164) séparé pour chaque moteur électrique. Les transformateurs de courant, par exemple des onduleurs ou des convertisseurs, sont alimentés par une source de courant (161) et fournissent l'énergie électrique appropriée pour le fonctionnement des moteurs électriques.
PCT/EP2016/080065 2015-12-30 2016-12-07 Système d'entraînement électrique redondant pour l'entraînement d'un moyen de propulsion d'un aéronef et procédé d'entraînement du moyen de propulsion Ceased WO2017114643A1 (fr)

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DE102015226836.5A DE102015226836A1 (de) 2015-12-30 2015-12-30 Redundantes, elektrisches Antriebssystem zum Antreiben eines Vortriebsmittels eines Luftfahrzeugs und Verfahren zum Antreiben des Vortriebsmittels
DE102015226836.5 2015-12-30

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FR3079819A1 (fr) * 2018-04-10 2019-10-11 Safran Alimentation electrique des equipements non-propulsifs d'un aeronef
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CN110877739A (zh) * 2018-09-06 2020-03-13 普拉特 - 惠特尼加拿大公司 混合电力飞行器推进系统的操作
EP3757014A1 (fr) * 2019-06-26 2020-12-30 AIRBUS HELICOPTERS DEUTSCHLAND GmbH Unité de production de poussée comprenant une unité d'entraînement électrique à sécurité intégrée
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US12240619B2 (en) 2019-03-01 2025-03-04 Pratt & Whitney Canada Corp. Torque balancing for hybrid electric propulsion systems and aircraft utilizing hybrid electric propulsion systems
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CN110116812B (zh) * 2018-02-05 2023-09-19 空中客车防务和空间有限责任公司 用于飞行器的驱动系统和用于为飞行器提供驱动功率的方法
CN110116812A (zh) * 2018-02-05 2019-08-13 空中客车防务和空间有限责任公司 用于飞行器的驱动系统和用于为飞行器提供驱动功率的方法
EP3546352A1 (fr) * 2018-03-29 2019-10-02 RIEDEL Communications International GmbH Aéronef
FR3079819A1 (fr) * 2018-04-10 2019-10-11 Safran Alimentation electrique des equipements non-propulsifs d'un aeronef
WO2020011867A1 (fr) * 2018-07-11 2020-01-16 Siemens Aktiengesellschaft Système de propulsion d'aéronef
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CN110877739A (zh) * 2018-09-06 2020-03-13 普拉特 - 惠特尼加拿大公司 混合电力飞行器推进系统的操作
US12240619B2 (en) 2019-03-01 2025-03-04 Pratt & Whitney Canada Corp. Torque balancing for hybrid electric propulsion systems and aircraft utilizing hybrid electric propulsion systems
US11732639B2 (en) 2019-03-01 2023-08-22 Pratt & Whitney Canada Corp. Mechanical disconnects for parallel power lanes in hybrid electric propulsion systems
US11697505B2 (en) 2019-03-01 2023-07-11 Pratt & Whitney Canada Corp. Distributed propulsion configurations for aircraft having mixed drive systems
US11628942B2 (en) 2019-03-01 2023-04-18 Pratt & Whitney Canada Corp. Torque ripple control for an aircraft power train
US12071256B2 (en) 2019-03-18 2024-08-27 Pratt & Whitney Canada Corp. Architectures for hybrid-electric propulsion
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EP3757014A1 (fr) * 2019-06-26 2020-12-30 AIRBUS HELICOPTERS DEUTSCHLAND GmbH Unité de production de poussée comprenant une unité d'entraînement électrique à sécurité intégrée
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FR3098496A1 (fr) * 2019-07-09 2021-01-15 Safran Architecture propulsive électrique pour un aéronef à décollage et atterrissage vertical multi-rotors et procédé de contrôle d’une telle architecture
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CN114072335B (zh) * 2019-07-09 2023-11-10 赛峰集团 用于多旋翼垂直起降飞行器的电力推进结构以及控制这种结构的方法
WO2021005304A1 (fr) 2019-07-09 2021-01-14 Safran Architecture propulsive électrique pour un aéronef à décollage et atterrissage vertical multi-rotors et procédé de contrôle d'une telle architecture
US20220274711A1 (en) * 2019-07-09 2022-09-01 Safran Electric propulsion architecture for a multi-rotor vertical take-off and landing aircraft and method for controlling such an architecture
CN112340033A (zh) * 2019-08-06 2021-02-09 株式会社斯巴鲁 冗余系统推进装置以及电动航空机
US20210179286A1 (en) * 2019-12-12 2021-06-17 Rolls-Royce Plc Aircraft hybrid propulsion system
US11745888B2 (en) * 2019-12-12 2023-09-05 Rolls-Royce Plc Aircraft hybrid propulsion system
US11486472B2 (en) 2020-04-16 2022-11-01 United Technologies Advanced Projects Inc. Gear sytems with variable speed drive
US12066083B2 (en) 2020-04-16 2024-08-20 Pratt & Whitney Canada Corp. Gear systems with variable speed drive
US11958622B2 (en) 2020-05-15 2024-04-16 Pratt & Whitney Canada Corp. Protection functions
US11794917B2 (en) 2020-05-15 2023-10-24 Pratt & Whitney Canada Corp. Parallel control loops for hybrid electric aircraft
US12252264B2 (en) 2020-05-15 2025-03-18 Pratt & Whitney Canada, Corp. Parallel control loops for hybrid electric aircraft
US11827372B2 (en) 2020-05-15 2023-11-28 Pratt & Whitney Canada Corp. Engine characteristics matching
US12576976B2 (en) 2020-05-15 2026-03-17 Pratt & Whitney Canada Corp. Engine characteristics matching
WO2022101094A1 (fr) * 2020-11-11 2022-05-19 Zf Friedrichshafen Ag Dispositif d'entraînement pour une hélice d'un multicoptère
US11981444B2 (en) 2021-01-05 2024-05-14 Pratt & Whitney Canada Corp. Parallel hybrid power plant with hollow motor
US12030651B2 (en) 2021-01-05 2024-07-09 Pratt & Whitney Canada Corp. Parallel hybrid power plant with hollow motor
US11772804B2 (en) 2021-01-13 2023-10-03 Textron Innovations Inc. Electric tiltrotor aircraft with offset tilting motors
EP4029780A1 (fr) * 2021-01-13 2022-07-20 Bell Textron Inc. Aéronef à rotors basculants électriques et à moteurs de basculement décalés
US11572191B1 (en) 2021-07-19 2023-02-07 Airbus Operations Sas Propeller-type propulsion system for an aircraft
EP4122830A1 (fr) * 2021-07-19 2023-01-25 Airbus Operations SAS Systeme de propulsion a hélice pour aeronef
FR3125280A1 (fr) * 2021-07-19 2023-01-20 Airbus Operations Systeme de propulsion a helice pour aeronef
US20240059422A1 (en) * 2022-08-22 2024-02-22 Pratt & Whitney Canada Corp. Multi-drive unit propulsion system for an aircraft
US12145738B2 (en) * 2022-08-22 2024-11-19 Pratt & Whitney Canada Corp. Multi-drive unit propulsion system for an aircraft
EP4703268A1 (fr) * 2024-08-26 2026-03-04 Pratt & Whitney Canada Corp. Groupe motopropulseur électrique à embrayage pour système de propulsion d'aéronef

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