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System for generating, converting, distributing and electrically starting on board an aircraft

A technology for power distribution and starting system, applied in electrical components, circuit devices, aircraft parts, etc., can solve problems such as adverse consequences of aircraft weight, and achieve the effect of improving power/weight ratio and reducing volume

Inactive Publication Date: 2009-09-09
AIRBUS OPERATIONS (SAS)
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

However, the architecture corresponding to such a solution has significant weight consequences for the aircraft

Method used

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  • System for generating, converting, distributing and electrically starting on board an aircraft
  • System for generating, converting, distributing and electrically starting on board an aircraft
  • System for generating, converting, distributing and electrically starting on board an aircraft

Examples

Experimental program
Comparison scheme
Effect test

no. 1 example

[0135] A. The first example of construction options: 2P2C architecture

[0136] In a twin-engine aircraft, this "2P2C" architecture consists of the following:

[0137] - Two power distribution channels for high power loads, called "P",

[0138] - Two power distribution channels for conventional loads, called "C".

[0139] therefore Figure 4 Shows four identical starter-generators SG-B, SG-G1, SG-G2 and SG-Y, four simple rectifiers RU-B1, RU-B2, RU-Y1 and RU-Y2, four filtered reduction Inverters MCU-B1, MCU-B2, MCU-Y1 and MCU-Y2, two automatic transformers ATU-G1 and ATU-G2 and three transformer-rectifiers TRU-B, TRU-Y and TRU-G.

[0140] according to image 3 , the power drawn from the aircraft engine Eng1 or Eng2 is distributed via channel "P" and channel "C".

[0141] "P" power distribution channel B (or Y) specifically includes:

[0142] -Electric starter-generator SG-B(SG-Y)

[0143] - Main busbar, preferably 230 volts alternating current, AC-B (AC-Y), which distri...

no. 2 example

[0176] b. The second example of construction selection scheme: 4P2C architecture

[0177] In a twin-engine aircraft, the "4P2C" architecture consists of the following:

[0178] - Four power distribution channels for high power loads, called "P",

[0179] - Two power distribution channels for conventional loads, called "C".

[0180] Such as Figure 5 As shown, this example construction option includes four starter-generators SG-B1 , SG-Y1 , SG-B2 and SG-Y2 of identical capacity and two conventional generators G-G1 and G-G2. if already in Figure 4 shown in , which includes: four simple rectifiers RU-B1, RU-B2, RU-Y1, RU-Y2; four reduced filter inverters MCU-B1, MCU-B2, MCU-Y1, MCU -Y2; and two autotransformers ATU-G1 and ATU-G2.

[0181] The advantages listed for the "2P2C" architecture are also valid for the "4P2C" architecture.

[0182] In such an example, each heavily loaded "P" channel is split into two channels "B1" and "B2" (or "Y1" and "Y2"). Such a division all...

no. 3 example

[0197] C. The third example of construction options: 4P*2C architecture

[0198] In the case of a twin-engine aircraft, the "4P*2C" architecture consists of the following:

[0199] - four power distribution channels for high power loads, denoted "P*", i.e. they include complex modifications,

[0200] - Two power distribution channels for conventional loads, shown as "C".

[0201] The advantages listed for the "4P2C" architecture also apply to the "4P*2C" architecture, except that the overall interchangeability between the 6 starter-generators does not exist in the "4P*2C" architecture, but can To compensate, there is no need for a 230VAC / 115VAC converter.

[0202] Such as Image 6 As shown, the "4P*2C" architecture includes four power starter-generators SG-B1, SG-Y1, SG-B2 and SG-Y2 and two traditional starter-generators G-G1 and G-G2 , but no autotransformer. This architecture introduces technical differences between power starter-generators and conventional generators, ...

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PUM

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Abstract

The invention relates to a system for generating, converting, distributing and electrically starting on board an aircraft of the ''bleedless'' type, that is to say with an electrical power architecture and no pneumatic network, characterized in that the electrical distribution channels for high power loads specific to aircraft of the ''bleedless'' type and the electrical distribution channels for conventional loads including technical loads, such as the avionics, the lighting and the fuel pumps and payloads are separate and are powered by separate generators (SG-B, SG-Y; SG-G1, SG-G2) driven by the jet engines (Eng1, Eng2) of the aircraft.

Description

technical field [0001] The present invention relates to power generation, conversion, distribution and starting systems on aircraft. [0002] The aircraft involved is advantageously an aircraft in which the non propulsifs systems are mainly powered by electricity, such aircraft are known as "bleedless" types, that is to say they have an electrical architecture without aerodynamic circuits . [0003] In the remainder of this description, for simplicity, a "bleedless" type aircraft will be used as an example. Background technique [0004] The non-powered propulsion systems of existing designs for aircraft are powered by three circuits deriving power from the jet engines: hydraulic, electrical and pneumatic. [0005] Hydraulic power is primarily used to power the primary and secondary flight control actuators, the landing gear extension and recovery system, the nose wheel guidance system and the braking system. [0006] Electricity is primarily used to power technical loads ...

Claims

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Application Information

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IPC IPC(8): H02J3/02H02J4/00B64D41/00
CPCY02T50/54H02J4/00H02J3/02Y02T50/545H02J3/01H02J2310/44Y02T50/50
Inventor 马尔科·迪塞斯让-路易斯·兰多艾蒂安·福煦
Owner AIRBUS OPERATIONS (SAS)
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