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CN-122003365-A - Turbine propeller comprising a high-power deicing system

CN122003365ACN 122003365 ACN122003365 ACN 122003365ACN-122003365-A

Abstract

An aircraft turbine propeller comprising a propeller fairing and a blade, the propeller fairing and the blade comprising a plurality of heating elements (220) and a system (222) for powering the plurality of heating elements, the system being mounted in the propeller fairing and configured to autonomously generate electrical energy by rotation of a turbine main shaft (216) that drives rotation of the propeller, the power supply system comprising an electric motor (290) having a rotating stator (230B) acting as an armature and being synchronously rotationally fixed to the main shaft of the turbine, and a rotor (230A) acting as an excitation inductor and being synchronously rotationally fixed to a high speed auxiliary shaft (232) having a rotational speed greater than that of the main shaft of the turbine.

Inventors

  • D. Hajiji
  • F. MEYER

Assignees

  • 赛峰电气与电源公司

Dates

Publication Date
20260508
Application Date
20240821
Priority Date
20230828

Claims (11)

  1. 1. An aircraft turbine propeller (10) includes a propeller fairing (12) and a blade (14) including a plurality of heating elements (20,220,320,420) and a system (22, 222,322, 422) for powering the plurality of heating elements, the system being mounted in the propeller fairing and configured to autonomously generate electrical energy by rotation of a main shaft (16, 216,316, 416) of a turbine that drives the propeller in rotation, the power supply system including an electric motor (290,390,490) including a rotating stator (230 b,330b,450 b) that acts as an armature and is synchronously rotationally fixed to the main shaft of the turbine, and a rotor (230 a,330a,450 a) that acts as an excitation inductor and is synchronously rotationally fixed to a high-speed auxiliary shaft (232, 332, 432) that has a rotational speed greater than that of the main shaft of the turbine.
  2. 2. The aircraft turbine propeller of claim 1, wherein the rotation of the high-speed auxiliary shaft (232, 332, 432) is achieved by a speed increaser (234,334,434) mounted between the main shaft (216, 316, 416) and a fixed shaft (238,338,438).
  3. 3. An aircraft turbine propeller according to claim 1 or 2, wherein the motor (290,390) is a three-stage synchronous generator comprising a synchronous motor (230, 330), a main exciter (236, 336) and a secondary exciter (242,342) associated with a generator control unit (246, 346).
  4. 4. An aircraft turbine propeller according to claim 3, wherein the armature (336A) of the primary exciter and the excitation inductor (342B) of the secondary exciter are fixed to the high-speed auxiliary shaft (332), and the excitation inductor (336B) of the primary exciter, the armature (342A) of the secondary exciter and the generator control unit (346) are fixed to the main shaft (316).
  5. 5. An aircraft turbine propeller according to claim 3, wherein the armature (236B) of the primary exciter and the excitation inductor (242A) of the secondary exciter are fixed to the high-speed auxiliary shaft (232), and the excitation inductor (236A) of the primary exciter, the armature (242B) of the secondary exciter and the generator control unit (246) are fixed to a fixed shaft (238).
  6. 6. The aircraft turbine propeller of claim 1 or 2, wherein the electric machine (490) is a three-stage synchronous generator comprising two cascaded generators (450, 452) and an exciter (442) associated with a generator control unit (446).
  7. 7. The aircraft turbine propeller of claim 6, wherein the excitation inductor (450A) of the first generator (450) is multiphase and is directly powered by the multiphase armature (452B) of the second generator (452), and the phase sequences of the multiphase armatures of the second generator are crossed such that the direction of rotation of the rotating magnetic field of the multiphase excitation inductor (450A) of the first generator is opposite to the direction of rotation of the rotating magnetic field of the multiphase armature (452B) of the second generator.
  8. 8. An aircraft turbine propeller according to claim 3 or 6, wherein the secondary exciter (242,342) and the exciter (442) comprise excitation inductors (242 a,342a,442 a) in the form of permanent magnet rotors.
  9. 9. The aircraft turbine propeller of claim 3 or 6, further comprising a non-contact rotation sensor (248,348,448) mounted between the stationary shaft (238,338,438) and the main shaft (216, 316, 416) to provide current or voltage measurements to the generator control unit.
  10. 10. The aircraft turbine propeller of any one of claims 1 to 9, wherein the speed increaser is a counter-rotating speed increaser (234,334,434).
  11. 11. An aircraft turbine comprising a propeller according to any one of claims 1 to 10.

Description

Turbine propeller comprising a high-power deicing system Technical Field The present invention relates to the field of electrical (electrothermal) deicing of propeller fairings and blades of aircraft turbines. Background Climate change is a major concern for many legislation and regulatory authorities worldwide. In fact, various restrictions on carbon emissions have been, are being, or are about to be, passed by various countries. In particular, a high standard is applicable both to new aircraft and to aircraft currently in service, requiring technical solutions to be implemented in order to make them comply with current regulations. Civil aviation has been actively contributing to the management of climate change for many years. Technological research work has led to very significant improvements in the environmental performance of aircraft. The applicant considers influencing factors in all design and development phases to obtain more energy-saving and environment-friendly aviation components and products, and the integration and use of said aviation components and products in civil aviation have moderate influence on the environment, aiming at improving the energy efficiency of the aircraft. Accordingly, applicants are continually striving to reduce the environmental footprint of such activities by reducing climate effects using benign development and manufacturing methods and processes to minimize greenhouse gas emissions. These ongoing research and development efforts have focused on new generation aircraft turbines, aircraft weight reduction (particularly by the materials used and lighter onboard equipment), technical development to ensure propulsion using electrical technology, and aviation biofuels as an important complement to technological advances. However, on electric or hybrid aircraft as well as on conventional aircraft, when the turbine is operated in icing conditions (high altitude, cloud, fog), there are several surfaces on its stationary and rotating parts that must be protected against icing. Ice build-up does harm the dynamic performance of the propeller blades by creating imbalance and deteriorating the airfoil. The protection measures envisaged to cope with this accumulation are generally exclusively electrothermal, based on electrothermal pads formed by resistive networks covering the surface to be protected, these resistive networks being installed in different areas of the turbine. These resistors are interconnected long distances by power and signal wiring harnesses and pass through various areas of the turbine. These harnesses also require specific protection, in particular shielding, from external hazards and also from electromagnetic interference of the surrounding systems, which can increase significantly in size, making their wiring and integration in highly confined spaces of the turbine very difficult, sometimes even impossible. Furthermore, in order to ensure the transmission of electric power to transfer electric energy from the stationary part to the rotating part, where the electric heating pad is mounted, it is known to use a device called "slip ring", the principle of which is to rub several stationary conductive rings, fixed to the stationary part, against a circular conductive track fixed to the rotating part, so as to establish an electrical connection between the stationary part and the rotating part of the turbine. However, the main disadvantage of this solution is its very limited service life, due to the wear of the components caused by the constant friction, thus creating unacceptable operating costs on single-channel commercial aircraft such as a320 or B737, where the rotating parts undergo a large number of rotations. Thus, there is still a need today for a power generation solution synchronized with the rotating reference frame of the propeller blades, which allows to eliminate the power harness requirements between the fixed reference frame and the rotating reference frame of the turbine and which is particularly suitable for situations where the power required for deicing is very high. The inventive application described herein advantageously proposes a solution for reducing mass that provides an enhanced gain by improving the fuel consumption of the turbine. Disclosure of Invention To this end, the invention is the result of technical research aimed at significantly improving the performance of aircraft and in this respect helping to reduce the environmental impact of these aircraft. The main object of the present invention is therefore to generate electrical energy directly in the rotating reference frame, using the mechanical power extracted from the rotating part of the turbine, without the need for additional transmission mechanisms. Another object is to allow control of the extracted power level according to the needs of the computer supervising the deicing system of the turbine. Yet another object is to propose a compact system facilitating its inst