WO2012069348A1

WO2012069348A1 - Rotational energy supplying device, emergency power system, and aircraft

Info

Publication number: WO2012069348A1
Application number: PCT/EP2011/070292
Authority: WO
Inventors: Jürgen STEINWANDEL; Johannes Stuhlberger; Guido Kurth; Peter JÄNKER
Original assignee: Eads Deutschland Gmbh; Bayern-Chemie Gesellschaft Für Flugchemische Antriebe Mbh
Priority date: 2010-11-22
Filing date: 2011-11-16
Publication date: 2012-05-31
Also published as: DE102010052150A1

Abstract

An aircraft (10) is equipped with an emergency power system (38) in the event of a loss of the main energy source (36), said emergency power system having a rotational energy supplying device (58) and a generator (48) that provides electric energy for an onboard electric system (33) of the aircraft (10) from the generated rotational energy. The rotational energy in the rotational energy supplying device (58) is generated by igniting a solid propellant (44) and subsequently driving a turbine (46) by means of the pushing gases (57) released by the combustion of the solid propellant (44).

Description

ROTATION ENERGY SUPPLY DEVICE,

EMERGENCY CIRCUIT AND AIRCRAFT

The invention relates to a rotational energy supply device and a method for generating rotational energy from chemical energy. Furthermore, the invention relates to an emergency generator with a

Rotary energy providing device and with a generator for

Generating electrical energy from the rotational energy and an aircraft equipped therewith.

Maintaining on-board functions is advantageous when a major source of power of an aircraft, such as an airplane or helicopter, fails, either, to ensure airworthiness and either re-start the main power source or safely land the aircraft. However, the on-board functions can only be maintained if electric power is supplied via the vehicle electrical system

Available. Depending on the desired maneuver - either restart the

Main power source or landing - this requires an electrical energy supply in a period of a few seconds to several minutes.

For such cases, it is possible to use batteries or fuel cells. However, these systems are relatively heavy and therefore they are only partially suitable for a flying device. For fuel cells, an additional fuel, usually hydrogen, is also required. In addition, both systems need to be aware that they require constant maintenance to maintain functionality.

The object of the invention is to propose a device for providing electrical energy for supplying the on-board functions of an aircraft, wherein the device has a low weight and is largely maintenance-free.

This object is achieved with a rotational energy supply device according to claim 1. An emergency generator for providing electrical energy, an aircraft with such emergency generator and a method for providing rotational energy are the subject of the additional claims.

Advantageous embodiments of the invention are the subject of the dependent claims.

A rotational energy providing device for instantaneous

Providing rotational energy to a generator includes an ignitable solid propellant for releasing kinetic energy upon ignition and a turbine for converting the kinetic energy released from the solid propellant into rotational energy.

When the solid propellant is ignited, it generates the activation energy needed to release the chemical energy stored in the solid propellant and convert it into kinetic energy. One near the

The solid propellant turbine is driven by interaction of the kinetic energy with the blades of the turbine and begins to rotate. This process converts the kinetic energy released from the solid propellant into rotational energy. The thus produced

Mechanical energy can be used to generate electrical energy and thus to provide on-board functions of an aircraft. The size and weight of the rotary energy supply device depends only on the substances used in the solid propellant and their

stored chemical energy. Thus, a compact, lightweight structure for generating rotational energy can be provided.

Preferably, the solid propellant is designed such that it releases after ignition in a period of 10 s to 300 s thrust gas in the direction of the turbine and thus drives the turbine. An explosive release of kinetic Energy is in the case of a failure of the main energy source of an aircraft only a small advantage, since thus only a short time, albeit to a large extent, energy can be generated. However, if the solid propellant is preferably designed to release kinetic energy in the form of moving gas - propellant gas for a prolonged period of time, the turbine can be driven to generate the rotational energy over an extended period of time and thus generate electrical energy over a longer period of time become. This is advantageously a sufficient amount of time available to the

Main engine of the aircraft to start again or to the

Aircraft to land.

Advantageously, the solid propellant at least one inorganic

Oxidizing agent and at least one metallic fuel component.

The inorganic oxidizing agents decompose advantageously when burning in

Substances that burn the metallic fuel component, creating great heat and releasing a great deal of energy. The energy is preferably transferred to the blades of a turbine by the emission of reaction gases, which generates rotational energy from the kinetic energy thus released.

The inorganic oxidizing agent is preferably selected from a group consisting of

NH ₄ CIO ₄ , NH ₄ NO ₃ , K, Na, Li, CaO ₂ , BaO ₂ and Na ₂ O ₂ .

The at least one metallic fuel component is preferably selected from a group containing Mg, Mg-Al alloys, Al, Ti, Zr, Fe, B, and Si.

Organic binders comprise molecularly hydrogen which is liberated as free hydrogen gas upon ignition of the solid propellant. Due to the high heat emission of the oxidized metal, the hydrogen gas is heated to a high temperature. Hydrogen gas has a very low molecular weight, so it is a very effective under high temperature

Forms thrust generation component. In a particularly preferred embodiment, the solid propellant at least one organic binder.

The organic binder is preferably selected from a group comprising polyethers, polysulfide, polyurethane and butadiene-acrylic acid mixed polymers and / or butadiene-acrylic methacrylic acid copolymers intermixed with cellulose acetate, cellulose ethers, polyvinyl chloride or asphalt.

Preferably, the solid propellant NH ₄ CI0 ₄ and aluminum. The ammonium perchlorate acts as an oxidizer for the aluminum and at the same time as a fuel, because it decomposes advantageous when burning, inter alia, in oxygen and chlorine. These gases continue to burn aluminum and contribute to an increase in the temperature of the reaction gases. The oxidation of the aluminum continues to generate a great deal of heat, which activates the energy of activation

Maintaining the combustion reactions is provided.

Preferably, the solid propellant aluminum with a mass fraction of up to 30 wt .-% on.

In an advantageous embodiment, the solid propellant to an ignition device, wherein a controller is provided for driving the igniter and wherein the controller has its own independent power supply. Thus, it is advantageously possible to ignite the solid propellant on the ignition device by operating the controller, without energy from the

Main source of energy must be available. For example, the

Control via standard batteries, accumulators and / or

powerful capacitors, e.g. Goldcaps be energized.

An emergency generator for providing electrical energy in case of failure of a main power source in aircraft has a

Rotation energy supply device on as well as a generator for

Converting rotational energy into electrical energy. Is replaced by a small, compact and lightweight rotary energy supply device generates rotational energy from chemical energy, this can be easily converted by providing a generator into electrical energy, which is then available to maintain the on-board functions of an aircraft.

For this purpose, the turbine is preferably coupled to the generator, wherein the generator may be a DC or AC generator.

Preferably, the emergency generator is designed to provide electrical energy with a power of 30 kW to 60 kW. Such power is sufficient to control the on-board functions to ensure maneuverability

Aircraft to maintain.

Preferably, an aircraft is with such an emergency generator

equipped, the generator is connected via a converter to an electrical system of the aircraft to supply this electrical system with electrical energy. In this case, the converter preferably prevents energy peaks from causing the on-board functions to fail or ensures a constant supply of electrical energy for the vehicle electrical system.

In a method of providing rotational energy to a generator instantaneously, a solid propellant is first ignited which releases kinetic energy and then converts this released kinetic energy into rotational energy by means of a turbine. By igniting the

Solid propellant is directly kinetic energy available, which can be supplied to the on-board functions after conversion into electrical energy. It can be ensured without loss of time that the aircraft

remains manoeuvrable until either the main power source has been restarted or until the aircraft has landed.

Preferably, a generator is driven to convert the rotational energy into electrical energy and to provide the electrical energy to a vehicle electrical system of an aircraft. Preferably, the solid propellant is ignited only in an emergency, only to provide the board functions of the aircraft electrical energy in case of failure of a main energy source.

An embodiment of the invention will be explained in more detail with reference to the accompanying drawings. It shows:

Fig. 1 shows a first aircraft - aircraft - with different

Controls;

Figure 2 shows a second aircraft - helicopter -.

Fig. 3 is a cockpit of the aircraft of FIG. 1 and FIG. 2 with a

Main energy source and an emergency generator; and

Fig. 4, the emergency generator of Fig. 3 in detail.

Fig. 1 shows an aircraft 10 in the form of an aircraft 11 equipped with ailerons 12, elevators 14 and a rudder 16 as controls 17. The ailerons 12 provide the flight control about the longitudinal axis 18 of the aircraft 1 1, the elevator 14 serve to rotate the aircraft 1 about its transverse axis 20 and the rudder is used to rotate the aircraft 1 1 about its vertical axis 22. By means of these rotations can be the Maneuver airplane 1 1 safely in the air. The controls 17 are generally controlled and monitored by a cockpit 24 of the aircraft 1 1 via aircraft instruments 25.

In Fig. 2, another aircraft 10 is shown in the form of a helicopter 26. The helicopter 26 harnesses the engine power of one or more rotors 28 for lift and propulsion. The two-dimensional

Horizontal movement of the helicopter 26 is by inclination of the

Main rotor 30 level influenced. The control is usually done via a Swash plate 31. The swash plate 31 is driven, as well as the aircraft 1 1, from the cockpit 24 from.

Both here as aircraft 10 utilize fly-by-wire or fly-by-light, pilot control movements of the pilot being transmitted not by mechanical systems but by signal transmission (e.g., electrical, electromagnetic or optical).

FIG. 3 shows a cockpit 24 of the aircraft 11 of FIG. 1 or of the helicopter 26 of FIG. 2 with associated energy supply 32 of a vehicle electrical system 33 and the aircraft instruments 25.

The power supply 32 has a main power source 36 and a

Emergency power generator 38 on. Both of the main energy source 36 and the emergency generator 38 electrical energy can be fed into the electrical system 33. The electrical system 33 supplies both the aircraft instruments 25 and the controls 17 of the aircraft 10, for example, the ailerons, elevators and rudders 12, 14, 16 of the aircraft 1 1 or the swash plate of the

Helicopter 26, via a terminal 42 with electrical energy. If the main energy source 36 fails, the emergency power generator 38 is switched on only in this case in order to ensure the maneuverability of the aircraft 10.

The emergency generator 38 is shown in detail in FIG. 4. It has one

Solids propellant 44, a turbine 46, a generator 48 and a converter 50 on. The solid propellant 44 is connected to an igniter 52, which is controlled by a controller 54. The controller 54 has its own independent power supply 56, which is decoupled from the power supply of the main power source 36 and thus independent. The

Emergency generator 38 is connected via the transducer 50 directly to the power supply 32 and thus provides electrical energy for the on-board instruments 25 and the controls 17th

The operation of the emergency power generator 38 will be described below. If the main energy source 36 of the aircraft 10 fails and thus the onboard instruments 25 and the controls 17 are no longer supplied with energy, activate the pilot or an automatic via the controller 54, which is located in the cockpit 24, the ignition device 52 and thus ignites the

Solids propellant 44. In the solid propellant 44 used in the present

Embodiment A mixture of ammonium perchlorate and 30% by weight

Aluminum, the substances start a combustion process and thereby release combustion gases, which are passed as propellant gases 57 in the direction of the turbine 46 and drive them. After the start of the combustion process, the solid fuel charge 44 burns in a period of 10 seconds to 300 seconds and drives in this period by the released thrust gases 57, the turbine 46 at. The turbine 46 receives the kinetic energy of the propellant gases 57 via blades (not shown) and converts them into rotational energy. Thus form the

Solids propellant 44 and the turbine 46 together a

Rotational energy supply device 58.

The rotational energy generated by the kinetic energy turbine 46 is transmitted to the generator 48 via a shaft 60. This converts the rotational energy into electrical energy in the usual way. The electrical energy generated in this way is passed on to the vehicle electrical system 33 via the converter 50 and is thus available to the on-board instruments 34 and to the control elements 17. Thus, it is possible, in the time in which the solid propellant 44 burns and

Propellant gases 57 releases to the electrical system 33 to provide electrical energy so as to obtain the maneuverability of the aircraft 0. The aircraft 10 may then be optionally landed or trials may be started to restart the main energy source 36.

This is achieved by the illustrated power generation system consisting of a turbine 46 with a coupled electric generator 48. The drive of the turbine 46 takes place with solid fuel elements. In aviation there is a need in different sections

Aggregates that can provide electrical energy (30 to 60 kW) for a limited period of time (approximately 10 to 300 s). This is of particular interest when the main energy source 36, e.g. electric generators coupled to prime movers on aircraft 1 1 or helicopters 26, short-term or final fails. Then a maintenance of the

To ensure on-board functions to ensure airworthiness during a period in which the main engines can be restarted or the aircraft 10 can be safely landed.

In civilian and military aircraft 1 1 the problem becomes a

Disruption of the main engine solved by means of an auxiliary turbine with a coupled generator (APU - auxiliary power unit). In helicopters 26 such systems are not prior art. In such cases, the

Possibility to use batteries or fuel cells. These systems are relatively heavy and are therefore only partially suitable for flying device. In fuel cells is also an additional fuel, as a rule

Hydrogen, required. Both systems should be taken into account that they require constant maintenance to maintain functionality. In this respect, there is a need for lightweight, maintenance-free and cost-effective systems for

Power generation in emergency mode.

Therefore, a lightweight, maintenance-free and cost-effective system for short-term on-board electrical power supply is proposed, wherein a turbine 46 with coupled generator 48 directly or via a

Reduction gear is used. The turbine 46 is over

Solid propellant trains 44 (gas generators) driven. Power and burn time are mediated by the energy content and chemical nature of the solid propellants 44. An example of chemical propellants is ammonium perchlorate as an oxidizer with admixtures of aluminum up to 30 wt .-%. The generators 48 may be constructed as DC or AC machines. Of the

On-board power supply via a respective required current-voltage conversion according to the prior art. The proposed system offers the advantages of a lightweight, compact and maintenance-free unit for power generation in aircraft 10 for the

Emergency operation, with no additional fuel, such as hydrogen in alternative fuel cells is required and where there is no dependence on the main energy carrier, usually kerosene.

List of Reference Numerals: Aircraft

plane

aileron

elevator

rudder

controls

longitudinal axis

transverse axis

vertical axis

cockpit

board instruments

helicopter

rotor

Main rotor plane

power supply

Board network

GGS

emergency generator

connection

Solid propellant

turbine

generator

converter

detonator

control

independent energy supply

thrust gas

Rotation energy supply device shaft

Claims

claims

1 . A rotational energy providing device (58) for providing rotational energy promptly to a generator (48) having an ignitable solid propellant charge (44) for releasing kinetic energy upon ignition and a turbine (46) for converting the solid propellant charge (44).

released kinetic energy into rotational energy.

2. Rotary energy delivery device (58) according to claim 1, characterized in that the solid fuel charge (44) after ignition to release thrust gas (57) in the direction of the turbine (46) for driving the turbine (46) in a period of 10 s to 300 s is formed.

3. Rotary energy supply device (58) according to one of

preceding claims,

characterized in that the solid propellant charge (44) at least one

inorganic oxidizing agent from the group containing NH ₄ CI0 ₄ , NH ₄ N0 ₃ , K, Na, Li, Ca0 ₂ , BaÜ ₂ and Na ₂ 0 ₂ and at least one metallic

A fuel component from the group comprising Mg, Mg-Al alloys, Al, Ti, Zr, Fe, B, Si.

4. Rotary energy supply device (58) according to one of

preceding claims,

characterized in that the solid propellant charge (44) at least one

organic binder from the group which crosslinked polyethers, polysulfide, polyurethane and with cellulose acetate, cellulose ethers, polyvinyl chloride or asphalt

Butadiene-acrylic acid copolymers and / or butadiene-acrylic methacrylic acid copolymers contains.

5. rotational energy supply device (58) according to one of the preceding claims,

characterized in that the solid propellant charge (44) comprises NH ₄ CI0 ₄ and aluminum.

6. Rotationsenergiebereitsteliungsvorrichtung (58) according to claim 5, characterized in that the solid propellant charge (44) comprises aluminum with a mass fraction of up to 30 wt .-%.

7. rotational energy supply device (58) according to one of the preceding claims,

characterized in that the solid propellant charge (44) comprises an igniter (52), wherein a controller (54) is provided for driving the igniter (52), the controller (54) being independent of itself

Power supply (56).

8. emergency generator (38) for providing electrical energy in case of failure of a main energy source (36) in aircraft (10),

A rotary energy supply device (58) according to any one of the preceding claims and a generator (48) for converting rotational energy into electrical energy.

9. emergency generator (38) according to claim 8,

characterized in that the turbine (46) is coupled to the generator (48), the generator (48) being a DC or AC generator.

10. emergency generator (38) according to claim 8 or 9,

characterized in that the emergency power generator (38) is designed to provide electrical energy with a power of 30 kW to 60 kW.

1 1. Aircraft (10) with an emergency generator (38) according to any one of claims 8 to 10.

12. Aircraft (0) according to claim 9,

characterized in that the generator (48) via a converter (50) to an electrical system (33) of the aircraft (10) for supplying the electrical system (33) is connected to electrical energy.

13. A method of providing rotational energy to a generator (48) instantaneously

Igniting a solid propellant (44) to release kinetic energy and convert the kinetic energy released from the solid propellant (44) to rotational energy by means of a turbine (46).

14. The method according to claim 13,

characterized by driving a generator (48) to convert the rotational energy into electrical energy by means of a turbine (44) and providing electrical energy through the generator (48) for a vehicle electrical system (33) of an aircraft (10) to maintain the maneuverability of the aircraft ( 10).

15. The method according to any one of claims 13 or 14,

characterized by firing the solid propellant charge (44) in an emergency in the event of failure of a main energy source (36) in the aircraft (10).