EP3283379A1 - Entraînement électrique pour aéronef et système hybride pour aéronef - Google Patents

Entraînement électrique pour aéronef et système hybride pour aéronef

Info

Publication number
EP3283379A1
EP3283379A1 EP16717893.8A EP16717893A EP3283379A1 EP 3283379 A1 EP3283379 A1 EP 3283379A1 EP 16717893 A EP16717893 A EP 16717893A EP 3283379 A1 EP3283379 A1 EP 3283379A1
Authority
EP
European Patent Office
Prior art keywords
power
propeller
flange
aircraft
combustion engine
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.)
Withdrawn
Application number
EP16717893.8A
Other languages
German (de)
English (en)
Inventor
Johann SCHWÖLLER
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Priority to EP20178222.4A priority Critical patent/EP3747773A3/fr
Publication of EP3283379A1 publication Critical patent/EP3283379A1/fr
Withdrawn legal-status Critical Current

Links

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
    • 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
    • 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
    • B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
    • 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
    • B64D27/026—Aircraft characterised by the type or position of power plants comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine
    • 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
    • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
    • B64D31/02—Initiating means
    • B64D31/04—Initiating means actuated personally
    • 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
    • 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
    • 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 present invention relates to an electric drive for an aircraft and to a hybrid system for an aircraft.
  • aircraft which are driven by an electric motor.
  • DE 195 12 816 AI for example, a glider with auxiliary motor is disclosed, which is designed as Elektromo ⁇ tor.
  • the power supply of the electric motor is ensured by a arranged in the wings Batterieein ⁇ direction.
  • Object of the present invention is therefore to provide a Elect ⁇ roantrieb for an aircraft by the aircraft is the more power is available and is simply constructed and easily, in particular also retrospectively, montier ⁇ bar.
  • Another object is to provide an efficient and easily built on ⁇ hybrid system for an aircraft.
  • an electric drive for an aircraft ⁇ hybrid system.
  • This electric drive comprises a rotor, a stator, wherein the stator is connectable to a structure of an aircraft and the rotor has an annular flange with a shaft passage opening for attachment to a propeller flange, wherein the flange is formed of at least two parts, wherein each of these parts of the flange, a portion of the shaft passage opening be ⁇ limits.
  • a Mo ⁇ gate or transmission housing or component is, for example, understood thereof.
  • a non-movable, ie a stationary component of an aircraft is meant.
  • the electric drive according to the invention offers the advantage that the propeller of an airplane is directly driven, whereby the drive is less lossy as the Elect ⁇ roantrieb be connected directly behind the propeller and can be arranged with the latter.
  • the flange is formed at least two- ⁇ shares that neither the propeller nor any other transmission or engine components must be demon ⁇ advantage to mount the electric drive according to the invention and thus to retrofit an aircraft. It ge ⁇ nügt easy to disassemble the propeller and assemble the electric drive fiction, contemporary ⁇ the propeller.
  • the rotor with the surrounding permanent magnet is here di ⁇ rectly connected to the propeller flange and thus transmits the torque of the electric motor directly to the propeller.
  • One end face of the flange is referred to as a propeller side and another end side as a motor side, wherein on the Mo ⁇ torseite an approximately tubular bearing receiving portion may be formed from ⁇ and on the propeller side, a roughly tubular rotor receiving portion may be formed.
  • the stator may have an annular bearing device and a torque reduction, wherein the bearing device in the region of the bearing receiving section of the two-part ring-shaped Migen flange can be arranged and the rotor can be fixed on the Roto ⁇ rfactabrough the mounting flange.
  • the stator is rotatably mounted on the bearing device, such as a rolling bearing, and the at least two-part flange.
  • the counter torque of the stator is delivered via the Drehmomentabstüt tion to a motor housing or a motor carrier and recorded there.
  • the electric drive of the invention has an at ⁇ least two split annular flange, it is now possible to control the electric motor directly, that is to arrange without disassembly of other components with the exception of the propeller at the back of the propeller flange, then attached to the front side How-of the propeller becomes.
  • the stator of the electric drive according to the invention which receives the electric magnet windings, has an annular bearing device which has a larger inner diameter or a larger shaft passage opening than the propeller flange. In this way, the stator together with the bearing ⁇ device from the propeller side with disassembled propeller can slide over the propeller flange.
  • the at least two shared ringför ⁇ -shaped flange is provided.
  • the split flange is inserted between the propeller flange and the stator and into the storage facility, for. B. a correspondingly dimensioned bearings, pushed.
  • the bearing device takes over in this way the centering and assembly of the at least two-part flange.
  • stator and flange are then attached to the front of the propeller flange.
  • the rotor of the electric drive with completely arranged Perma mag- nets can now also be ⁇ on the propeller ge ⁇ inserted and connected to the at least two-part flange, for example by means of screw connections.
  • a cup-shaped centering device can be provided.
  • the electric drive according to the invention for an aircraft hybrid system without the disassemble any components of the internal combustion engine or the transmission can be mounted in a ⁇ way exactly behind the propeller flange.
  • the propeller shaft serves as storage for the electric motor.
  • the reaction torque of the stator is transmitted from a Drehmomentab- support of the stator, for example on the engine housing of the internal combustion engine or on other Motorbefest Trentskomponen ⁇ th.
  • a hybrid system for a vehicle air ⁇ invention provides.
  • the hybrid system includes a propeller shaft with propeller ⁇ a Elektroan ⁇ drive according to the invention, which is connected to the propeller, as well as an internal combustion engine with crankshaft, on the crankshaft of the engine, the propeller shaft can be driven.
  • crankshaft of the internal combustion engine is coupled via a coupling with the propeller shaft.
  • the propeller drives directly or via an intermediately switched propeller gearbox.
  • the power transmission can be interrupted to the propeller motor voltage from the combustion, so that the Pro ⁇ propellers is solely driven with the electric drive.
  • One of the ⁇ -like separation offers considerable advantages in the operation of an aircraft. Many airfields are struggling with noise problems caused by aircraft taking off. While ultralight and light aircraft are quieter relative to normal engine aircraft, yet t ⁇ to residents len frequently by the associated noise loading lästigt.
  • the electric drive according to the invention provides increased reliability for aircraft.
  • the pilot can use the full power of the motor since it is uncoupled from the crankshaft of the engine and does not with antrei ⁇ ben needs. This is in particular effected by the drive Elektroan ⁇ is directly connected to the propeller.
  • the pilot has much more time for a safety landing or he has if necessary even enough reserves to be able to reach the nearest flight ⁇ space.
  • a slip clutch is often provided to protect the engine when the ground touch the propeller from damage.
  • This coupling can according to the invention replaced by a mechanically actuated or hydraulically actuated clutch ⁇ to which fulfills both the function of a slip coupling and / or decoupling of the crankshaft and the propeller shaft he ⁇ made possible.
  • a wheel or preferably at least two of the wheels of the aircraft ⁇ generating chassis with an electric drive such. B. a wheel ⁇ hub motor be provided. This makes it possible to save energy in the acceleration phase on the runway, since the efficiency of driving an aircraft on the runway of such hub drives is much higher than to realize the driving by means of the Propel ⁇ lers.
  • the majority of the available electric power is conducted to the electric drives of the wheels, which are located before ⁇ preferably in the main wheels of the landing gear. With increasing rolling speed, the propeller speed is increased. Only shortly before taking off is there then given much more power to the propeller. Once the wheels lose Bo ⁇ per- mission, they rotate abruptly faster. The electronics registers this by means of suitable sensors, for example by means of appropriate speed sensors, and switches off the electric motors of the wheels. Then the full power is given to the electric motor, which drives the propeller ⁇ .
  • a power control device may be provided for the wheels, which is formed in the manner of an anti-slip control from ⁇ .
  • the output to the wheels drive power can be limited so that the power is automatically reduced as soon as the slip between a peripheral speed of a wheel and the ground exceeds a certain limit.
  • the relative speed of the ground to the wheel circumference speed can be determined by a comparison with the other wheels of the chassis, similar to a car.
  • Egg ⁇ ne way to be able to sub ⁇ clearly identify ground in wet or slippery, is to provide a photo sensor technology, by moving image recorded the speed of the moving away beneath the aircraft subsoil ⁇ and analyzes calculated.
  • the drive power that can not be implemented via the wheels by a Naturalrut ⁇ rule can be transmitted directly to the propeller 1er, so that it is higher power ⁇ be exaggerated. Ie, through the startup always easier expectant aircraft and the thereby decreasing Anpress ⁇ pressure of the wheels on the ground increasing slip of the wheels thereby automatically to an adjustable maximum dimension limited. Excess accumulator power can be transferred to the propeller.
  • a coupling element is provided for connecting a power control lever-side connection and a motor-side Steuerungsverbin ⁇ dung of a hybrid system.
  • This comprises an actuator or servo device for actuating a motor-side control compound, a rear part means for resetting the servo device in an initial position, so that in Stö ⁇ approximately event or a deactivation of the hybrid system always ei ⁇ ne direct connection between the power lever-side control compound and the engine-side Steuerungsverbin - exists.
  • the mechanical motion transmission device for connecting a power lever-side Steuerverbin ⁇ tion and the servo device is designed such that in a change in the power lever position in the pure a direct connection to the motor-side control is maintained.
  • the servo means may be controlled such that at a power lever-side throttle opening to the engine-side control connection is adjustable to a higher speed position, so that the excess energy of the combustion engine to an electric motor, which is now acting as a generator can be discharged via the cure ⁇ belwelle and fed to an accumulator ,
  • the motion transmission means may comprise a sliding carriage or a rotary member, such as a rotary member. a turntable, his.
  • a power control system is provided in particular for a vehicle according to the invention ⁇ SLI air hybrid system.
  • This comprises a coupling element, a motor sensor for detecting the position of the motor-side control connection and a power ⁇ sensor for detecting the position of the power lever side control connection.
  • the power control system may comprise a throttle lever device according to the invention, which will be described in more detail below.
  • This power control system includes an inventive coupling element to a movement transmission means for connecting to a power lever-side Steuerungsver ⁇ bond and a servo device for actuating a motor-soapy control connection.
  • the coupling element can cause an increase in the power of the Ver ⁇ internal combustion engine, although the power lever would request a lower ⁇ rigere power from the engine.
  • There may be a mechanical return device for insectsstel ⁇ len of the servo device may be provided in a starting position to ensure a secure mechanical connection in case of failure or when the hybrid drive is switched off.
  • the motion transmitting means may be a sliding carriage or a rotating disc or other member, that an increase in power demand on the motor side Steue ⁇ addition compound with respect to the power lever side Steue- can cause addition compound.
  • a motor sensor for detecting the position of the motor-side control connection may be provided.
  • the position of the motor-side Steuerungsver ⁇ binding is detected and transmitted to the control system by the motor sensor.
  • control connections can, for. B. be designed as a linkage or as a cable.
  • the position of the power lever is on the niethyl- restriction device (sliding table, turntable, or the like.) ⁇ carry over.
  • the motor-side control connection is then adjusted by the servo device so that the performance of the Internal combustion engine can be increased by a corresponding carburetor position.
  • a power sensor for detecting the position of the power lever can be provided, which detects the position of the power-lever-side control connection. In this way, the position of the power lever is detected by means of Lei ⁇ tion lever sensor when activating the Elektroan ⁇ inventive drive and passed on to a control device.
  • this power sensor can legissenungssys- the system a signal with information about a requested elekt ⁇ generic power and / or requested via a braking power or function of the electric motor in a generator mode transmit.
  • the engine-side control compound is then vo bones by the Ser- set such that the performance of the encryption brennungsmotors by an appropriate throttle position it can be ⁇ increased.
  • the electronics can still operate the combustion engine at a higher power, ie at the optimum operating point.
  • the excess energy is in this case delivered to the electric motor, which now acts as a generator, via the crankshaft and fed to a corresponding accumulator.
  • the engine's power returns to the level desired by the pilot as the servo controls it back and simultaneously shuts off the charging function from the generator to the battery.
  • the servo device is brought into an end position, whereby a direct connection from the power lever is ensured to the internal combustion engine.
  • a throttle device for a hybrid vehicle air system, in particular aircraft ⁇ hybrid system according to the present invention.
  • the ⁇ se comprises a power lever, which is movable between an idle ⁇ position and a full throttle position of the internal combustion engine. Upon reaching the full throttle position, a resistance of a release device is to be overcome, so that when the full throttle position of the internal combustion engine is exceeded, an electric drive can be added up to the full power of the hybrid system.
  • the additional motor power to be retrieved ⁇ additionally to one hundred percent or full capacity of the gas Ver ⁇ brennungsmotors.
  • the resistance of the release device must be overcome. This resistance may be formed by a spring force or a release button to be actuated.
  • the power lever device according to the invention at the front end point may include a switch that can trigger the immediate ⁇ start of the engine.
  • the power lever device for an aircraft hybrid system includes a power lever that forms in a pure electric operation mode of the system a brake ⁇ area for braking a propeller, in which braking range of the electric motor as a generator acts so that a propeller can be braked.
  • the braking portion may be formed in a lower power lever portion in the area between the idle position and the full throttle Stel ⁇ development of the combustion engine or in the region behind the empty ⁇ running position of the internal combustion engine.
  • the power lever in the brake region can use the electric motor in a Generatorbe ⁇ operating switch.
  • sink or landing of the operated as Ge ⁇ erator motor can be ge ⁇ uses for braking the propeller by the power generated in the generator to the laser the battery is used.
  • the power can be sold through a load resistor, which converts the excess Leis ⁇ processing into heat energy.
  • This thermal energy can not be used when fully charged ⁇ mulator.
  • the transfer of energy through the load resistor is to slow down the propeller vorgese ⁇ hen, so that the aircraft can drop quickly.
  • FIG. 1 shows a propeller flange, a two-part annular Flansch, a stator with storage device in a perspective view
  • FIG. 2 shows the representation from FIG. 1 with a two-part flange inserted into the bearing device of the stator in a perspective view, FIG.
  • FIG. 3 shows the illustration from FIG. 2 with the stator attached to the propeller flange, bearing device and flange
  • FIG. 4 shows the illustration from FIG. 3 with centering device
  • FIG. 5 shows the illustration of FIG. 4 with rotor
  • FIG. 6 is a side sectional view of a coupling element for a hybrid system in a side sectional view
  • Fig. 8 is a schematic representation of the construction of a wide ⁇ ren embodiment of an inventive hoansteue ⁇ tion
  • Fig. 9 shows a throttle device according to the invention in egg ⁇ ner schematic view in which the brake region is behind ei ⁇ ner Leerlauwolf or a power range of the Burn ⁇ voltage motors.
  • FIG. 10 shows a throttle lever device according to the invention in egg ⁇ ner schematic view, in which the braking area is located in the lower power range of the internal combustion engine.
  • 11 shows a hybrid drive according to the invention in a laterally sectioned view,
  • FIG. 12 is an overview including the power lever device of FIG. 9, a power control system, a coupling element, a power lever side control connection, an engine-side control connection and a throttle valve,
  • FIG. 13 is an overview including the power lever device of FIG. 10, the power control system, the coupling element, the power lever side control link, the engine side control link and a throttle valve, and FIG
  • Fig. 14 shows the outline of Fig. 13, wherein the Leis ⁇ processing request is withdrawn by the power lever and the servo device of the coupling element increases the Leis ⁇ processing request to the internal combustion engine by rotating the lever.
  • an electric drive 1 for an aircraft hybrid system (Fi gures ⁇ 1 to 5 and Figures 6 and 11).
  • This comprises a flange 2, a stator 13 and a rotor 17.
  • the flange 2 is at least divided into two and forms annular- ⁇ .
  • a transversely to an axial direction 3 extending front ⁇ side of the flange 2 is referred to as the propeller side 4 and another end face of the flange 2 is referred to as the engine side 5.
  • a tubular bearing receiving portion 6 is formed on the annular flange 2.
  • a roughly tubular rotor ⁇ receiving portion 7 is formed on the propeller side 4 .
  • a between bearing receiving portion 6 and Rotorabilityab ⁇ section 7 in the radial direction outwardly extending web forms a mounting portion 9 and has radially circumferentially spaced equally spaced through holes 8.
  • a in the radial direction inwardly extending web forms a mounting portion 11 also has ra ⁇ dial circumferentially equally spaced from each other through holes 10. About this through holes 10 of the flange with a propeller flange 12 of an aircraft ⁇ tool is connected.
  • the electric motor 1 includes the stator 13.
  • the Sta ⁇ tor 13 in which the electric solenoid windings are added has in the center an annular bearing means 14 having a shaft passage opening 31, said bearing means 14 z. B. formed as a rolling bearing.
  • a Drehmomentabstüt tion 15 vorgese ⁇ hen on the stator.
  • the bearing means of the stator 13 can be arranged on a Mantelwan ⁇ extension 16 of the bearing receiving section 6 below.
  • known means for fixing 38 can com- ponents on shafts in the axial direction such.
  • Fig. 11 shows an example of such an axial Fixiereinrich ⁇ tung 38 by means of an annular flange 38, the Lagereinrich- tung 14 on the bearing support portion 6 in the axial direction fixed.
  • one or more ring segments may be provided.
  • the electric drive has a rotor 17, which can be arranged on a jacket wall of the rotor receiving section 7.
  • a cup-shaped centering device 18 can be inserted into an annular gap 19 formed between the rotor 17 and the flange 2. Accordingly, the flange 2 and the stator 13 are arranged on a motor side of the propeller flange 12.
  • the rotor 17 and the centering device 18 are arranged on a rotor side of the propeller flange 12.
  • the rotor 17 is connected to the flange 2 on the formed in the Fixed To ⁇ constriction portion 11 through holes 10 verbun ⁇ .
  • Propeller bolt through holes 10 formed for mounting a propeller to entspre ⁇ accordingly in the propeller flange 12 connecting a propeller (not shown) with the centering ⁇ rier Anlagen 18, the propeller 12 and the flange. 2
  • this can also be formed in three, four or more parts.
  • the individual circular segment Ab ⁇ sections of such a multi-part flange 2 are the same size.
  • a drive of a known aircraft comprises a Ver ⁇ internal combustion engine with a crankshaft, wherein the crankshaft is connected via a propeller gear with a propeller shaft.
  • the propeller shaft has at the free end to a propeller ⁇ flange on which a propeller is attached.
  • An inventive aircraft hybrid system is formed in that the above-described electric drive 1 according to the invention is attached to the propeller flange.
  • the drive can also be without propeller gearbox out forms ⁇ .
  • a clutch may be arranged in the region of the connection between the crankshaft and the propeller flange.
  • Leis ⁇ processing lever In the cockpit of known aircraft is a Leis ⁇ processing lever, which can be brought by the pilot depending on the desired engine power in a predetermined angular position.
  • a power lever is connected via a control connection with a carburetor or the injection (or throttle) of a Ver ⁇ combustion engine.
  • the control connection is designed such that in dependence from ⁇ (or throttle valve) from the position of the power lever of the operation of the engine by controlling the carburetor or injection is controlled.
  • control of the control connection can also be supported by a control device or controlled by this.
  • control connection 20 A connection between power lever and internal combustion engine or carburetor or injection of the aircraft is thus referred to as control connection 20.
  • the control connection 20 includes a power lever-side control connection portion 28 and a motor-side control connection portion 29.
  • the power control system 21 sees a coupling element 23 for connecting a power lever-side and a motor-side control connection 28, 29 between the power lever
  • the coupling element 23 has a mechanical remindsmaschinein ⁇ direction 24, which is formed, for example, as a linear spring or torsion spring or the same ⁇ on.
  • the rear part device 24 acts with a mechanical force on the control lever 22 of the control 27, that it is pressed against a Anschlagseinin ⁇ direction 39.
  • the coupling element 23 comprises a movement transmission device 32, 33, such as a sliding spout 32 (FIG. 7) or a rotary disk 33 (FIG. 8), which is connected to the power-lever-side control connection and transmits its movement.
  • the coupling element has a movement transmission device 32, 33, such as a sliding spout 32 (FIG. 7) or a rotary disk 33 (FIG. 8), which is connected to the power-lever-side control connection and transmits its movement.
  • the coupling element has
  • a servo 27 e.g. a servo motor connected to the motion transmitting device 32, 33 and operating the motor-side control link 29.
  • the servo device 27 may be formed instead of a lever as Li ⁇ near drive.
  • a motor sensor 26 for detecting the position of the motor-side control connection 29 is provided.
  • a bathhe ⁇ belsensor 25 for detecting the position of the power lever 22 may be provided.
  • this sensor is not absolutely necessary.
  • the servo device 27 controls the motor-side control ⁇ connection 29 in such a way that the engine power is controllable and in particular with respect to the pilot by the power lever predetermined power requirement can be increased.
  • a power lever device 22 is provided according to the invention. This comprises a power lever Zvi ⁇ rule an idle position 35 and a full throttle position of the engine 36 is movable (9, 10). In Errei ⁇ chen the full throttle position, a resistance of a Freigabeein ⁇ device 34 has to be overcome, so that up to the full power of the hybrid system 37 isstructureschaltbar when crossing the full throttle position of the engine 36, the electric drive.
  • a braking region 42 to 43 of the electric motor or a lever travel region for braking the air screw 42 to 43 may be provided in the lower power lever region.
  • the electric motor can be activated in the generator mode for braking the propeller in the descent or landing approach.
  • the kinetic energy is absorbed during descent or the aircraft is decelerated and / or a steeper descent can be realized.
  • the braking power of the electric motor can be substituted ⁇ call thus after overcoming a release means.
  • the braking function of the electric motor can be so to-used additionally to the braking power of the engine ⁇ to.
  • the braking power will only retrieved from the hybrid system such that the retrieval does not result in a stalling of Ver ⁇ brennungsmotors by excessive braking.
  • Figure 10 shows a hybrid power lever according to the invention, in which the braking function is already in the lever region of the internal combustion engine in the lower control range. This is possible because the braking function of the electric motor in this Va ⁇ riante is activated must be stopped before the internal combustion engine.
  • the position idle combustion engine 35 corresponds to a position full braking power 43 of the electric drive 1 in generator mode.
  • a lever position zero braking power 42 is arranged in the region of the lower Burn ⁇ voltage motor control portion (Fig. 10) or alternatively below the neutral point 35 of the internal combustion engine be formed (Fig. 9).
  • the position of idling internal combustion engine 35 ent ⁇ speaks a position zero braking power 42 of the Elect ⁇ roantriebs 1 in the generator mode.
  • a new Hebelstel ⁇ lung full braking power 43 is arranged.
  • the Ver ⁇ engine power is controllable in a lower region of the power lever between idle engine 35 and full throttle engine 36.
  • the additionally available electric motor power can be called up and controlled.
  • the power of the electric motor can be adjusted by the position of the power lever 22 in the front power range between idle electric drive 36 and full ⁇ gas electric drive 37.
  • the braking power of the electric motor can be activated by retracting the power lever 22. The farther the power lever is pulled back, the higher the braking power of the electric motor.
  • a switch 40 may be provided at the front stop of the power lever 22. If the power lever is pressed against a counter ⁇ resistance against this switch or the pilot operates the dedicated switch in the engine control, the system triggers the start of the engine.
  • the held open in the motor running clutch is ge ⁇ closed, whereby the engine from the electric motor and the propeller is rotated. After that the ignition and the injection are activated.
  • the Burn ⁇ voltage motor which is for ongoing electric motor zusharm ⁇ Lich the engine performance. If you want to be started in landing approach or landing on the runway, the power lever can be pushed all the way to the top stop the power control of Elek ⁇ romotors and here the start of the combustion engine are activated, thereby directly to full Leis ⁇ tion of Electric motor and the combustion engine power is available for start-up.
  • Figures 12 to 14 show an overview consisting of the power lever and the power control system and the Kop ⁇ pelelement with a power lever side control connection, an engine-side control connection and a throttle valve 41.
  • Figures 12 and 13 show the differently arranged braking areas, the brake area between them Both areas can be formed.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Electric Motors In General (AREA)
  • Control Of Multiple Motors (AREA)

Abstract

L'invention concerne un entraînement électrique destiné à un système hybride d'aéronef. Cet entraînement électrique comprend un rotor et un stator. Le stator peut être relié à une structure d'un aéronef et le rotor comporte une bride annulaire pourvue d'un trou d'arbre traversant pour la fixation à une hélice. La bride est constituée d'au moins deux parties. Chacune de ces parties de la bride délimite une partie de trou d'arbre traversant.
EP16717893.8A 2015-04-15 2016-04-15 Entraînement électrique pour aéronef et système hybride pour aéronef Withdrawn EP3283379A1 (fr)

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DE102015105787.5A DE102015105787A1 (de) 2015-04-15 2015-04-15 Elektroantrieb für ein Luftfahrzeug und Hybridsystem für ein Luftfahrzeug
PCT/EP2016/058450 WO2016166344A1 (fr) 2015-04-15 2016-04-15 Entraînement électrique pour aéronef et système hybride pour aéronef

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WO2016166344A1 (fr) 2016-10-20
EP3747773A3 (fr) 2021-03-31
DE102015105787A1 (de) 2016-10-20
EP3747773A2 (fr) 2020-12-09
US11235884B2 (en) 2022-02-01
CN112937878A (zh) 2021-06-11
US20180194483A1 (en) 2018-07-12
CN107750223A (zh) 2018-03-02

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