Emergency power generation system for aircraft, aircraft fuselage section, aircraft wing section, and aircraft

Abstract

The invention relates to an emergency power generation system for an aircraft, an aircraft fuselage section, an aircraft wing section and an aircraft. The invention belongs to the field of aircrafts. The aircraft fuselage section comprises the emergency power generation system, the aircraft wing section comprises the emergency power generation system, and the aircraft comprises the aircraft fuselage section and / or the aircraft wing section.

Description

TECHNICAL FIELD

[0001] The present invention is in the field of aircraft and particularly relates to an emergency power generation system for an aircraft. The present invention further relates to an aircraft fuselage section comprising said emergency power generation system, an aircraft wing section comprising said emergency power generation system, and an aircraft comprising an aircraft fuselage section and / or an aircraft wing section. BACKGROUND

[0002] Commercial transport jet aircraft typically include two or more main turbofan engines for propulsion of the aircraft and also for providing power to various electrical and hydraulic loads on the aircraft. These aircraft also typically include at least one auxiliary power unit (APU), which is usually mounted at the rear of the fuselage to generate auxiliary power as a supplement or replacement for the power provided by the main engines of the aircraft. Thus, the APU can be used to provide power to the aircraft when the main engines are not operating. This can occur, for example, when the aircraft is waiting at a gate at an airport for departure. In addition, the APU can also provide temporary power during normal operations to start the main engines and / or provide temporary emergency power during engine failure conditions or other emergency situations.

[0003] In addition, these commercial transport jet aircraft also typically include a ram air turbine (commonly known by the acronym "RAT"), which is usually connected to a generator to serve as an emergency hydraulic or electrical power source.

[0004] A RAT is a small windmill propeller installed in the aircraft in a compartment stowed in the fuselage or wing during normal flight conditions. When needed, the RAT is manually or automatically deployed outside the aircraft to drive a generator, a hydraulic pump, or both a generator and a hydraulic pump installed in the aircraft. During the time between the loss of power and the deployment of the RAT, the aircraft batteries are typically used to power the essential instruments. The RAT generates power from the airflow by ram pressure due to the speed of the aircraft.

[0005] Typically, modern aircraft employ a RAT only in emergency situations, i.e. in case of loss of hydraulic system or after loss of both primary and auxiliary power sources. In case of simultaneous failure of both primary and auxiliary power sources, the RAT will power important systems of the aircraft including flight controls or flight critical instruments, navigation and communication equipment.

[0006] Some RATs generate hydraulic power only, which is then used to power a generator.

[0007] The provision of RATs represents an important power emergency system in modern aircraft, since RATs can provide vital support in emergency situations, thereby ensuring the safe operation of the aircraft. However, RATs do have several drawbacks. Some of the drawbacks associated with the use of RATs include the noise they generate, the difficulty of identifying a suitable and optimal location for them in the aircraft, their complex deployment mechanism, the risk of hidden failures leading to periodic maintenance tasks, and also the high drag generated upon deployment due to the aerodynamic resistance added by the RATs on the aircraft.

[0008] There is therefore a need for an alternative solution to the provision of RATs, which is able to generate and supply power to important aircraft systems with high reliability in emergency situations. SUMMARY

[0009] The present invention provides a solution to the aforementioned problems by means of an emergency power generation system for an aircraft according to a first inventive aspect, an aircraft fuselage section according to a second inventive aspect, an aircraft wing section according to a third inventive aspect, and an aircraft according to a fourth inventive aspect. In other aspects of the present invention, embodiments of the present invention are defined.

[0010] In the first inventive aspect, the present invention provides an emergency power generation system for an aircraft, the aircraft comprising:

[0011] - a fuselage section and / or a wing section;

[0012] - a main duct arranged at least partially inside the fuselage section and / or the wing section, the main duct extending from an air inlet to an air outlet, wherein the air inlet and the air outlet are in fluid communication with the outside of the aircraft; and

[0013] - a secondary duct arranged at least partially inside the fuselage section and / or the wing section, the secondary duct having an air inlet in fluid communication with the main duct at a connection region of the main duct, the connection region being located between the air inlet and the air outlet of the main duct;

[0014] The emergency power generation system comprises:

[0015] - a rotary electric machine adapted to be arranged inside the main duct in a position between the air inlet and the connection region of the main duct, wherein the rotary electric machine is configured to operate in two different operating modes, namely:

[0016] - a generator mode, in which the flow of air from the outside of the aircraft causes a rotational movement of the rotary electric machine, thereby resulting in the generation of electrical energy, and

[0017] - a motor mode, in which the electrical power supplied to the rotary electric machine causes a rotational movement of the rotary electric machine, thereby resulting in the generation of mechanical power.

[0018] rotational movement of the electric machine;

[0019] - a control unit;

[0020] - a first switching device arranged in communication with the control unit, wherein the first switching device is configured to selectively assign a generator mode or a motor mode of the electric machine;

[0021] - an air outlet actuating device arranged in communication with the control unit, wherein the air outlet actuating device is configured to selectively open or close the air outlet of the main duct;

[0022] - an airflow passage control device arranged in communication with the control unit, wherein the airflow passage control device is configured to selectively:

[0023] (i) open the main duct and close the inlet of the secondary duct at the connection area; or

[0024] (ii) close the main duct and open the inlet of the secondary duct at the connection area;

[0025] wherein the control unit is configured to command, for an emergency mode during the flight phase:

[0026] - the first switching device to put the electric machine in generator mode,

[0027] - the airflow passage control device to close the inlet of the secondary duct and to open the main duct at the connection area, and

[0028] - the air outlet actuating device to open the air outlet of the main duct, thereby allowing the airflow from the main duct to be discharged to the outside of the aircraft via the air outlet of the main duct.

[0029] In the context of the present invention, the term "duct" refers to a tube, pipe or passage through which a substance, in this case a gas and in particular air, is transported.

[0030] In the context of the present invention, the term "rotary electric machine" refers to any DC or AC rotary electric machine capable of operating in both generator mode and motor mode and which can be switched between these two modes. This type of "rotary electric machine" is referred to as "motor-generator duality". Motor-generator duality refers to the phenomenon that certain electric machines can function as both a motor and a generator. This is possible because the basic operating principle is similar in both cases. The interaction between the magnetic fields generated by the stator and the rotor results in a conversion of electrical energy into mechanical energy (in a motor) or a conversion of mechanical energy into electrical energy (in a generator).

[0031] The emergency power generating system according to the first aspect of the present application is suitable for use in an aircraft, which comprises a primary duct and a secondary duct arranged at least partially inside a section of the aircraft, wherein the section of the aircraft can be a fuselage section and / or a wing section. This means that a variety of configurations are possible, including the following configurations: both the primary duct and the secondary duct can be arranged inside the fuselage section, both the primary duct and the secondary duct can be arranged inside the wing section, or one of the primary duct or the secondary duct can be arranged in the fuselage section and the other one can be arranged in the wing section. Another option is that one part of the primary duct or the secondary duct can be arranged inside the fuselage section and the other part can be arranged inside the wing section. The primary duct extends from an air inlet to an air outlet, wherein the air inlet and the air outlet are in fluid communication with the outside of the aircraft. The secondary duct has an air inlet in fluid communication with the primary duct at a connection region of the primary duct, wherein the connection region is located between the air inlet and the air outlet of the primary duct.

[0032] The primary duct and the secondary duct can be configured in a variety of ways depending on the specific circumstances of each case, including different diameters, shapes and lengths. For example, the primary duct and / or the secondary duct can have a curved shape to accommodate the geometry of the fuselage section or the wing section of the aircraft. Furthermore, the primary duct and / or the secondary duct can be configured differently depending on the specific location of the ducts within the aircraft.

[0033] In the context of the present application, the terms "primary duct" and "secondary duct" are used to facilitate the identification of each duct. However, the designation "primary" or "secondary" does not imply any meaning related to any relative difference between the diameters or lengths of the ducts. Thus, the primary duct and the secondary duct can have the same diameter and / or length and / or shape, or alternatively, the primary duct and the secondary duct can have different diameters, lengths and / or shapes.

[0034] The emergency power generating system according to the first aspect of the present application comprises a rotary electric machine adapted to be arranged inside the primary duct in a position between the air inlet and the connection region of the primary duct. The rotary electric machine is configured to be operable in two different operating modes, i.e. a generator mode and a motor mode.

[0035] The choice of the position of the rotary electric machine inside the primary duct between the air inlet and the connection region of the primary duct can vary between different system designs and will depend on a number of factors, including the power of the rotary electric machine, in addition to the geometry of the primary duct and the location of the primary duct in the aircraft.

[0036] When the rotating motor operates in generator mode, it is powered by receiving mechanical energy from a high-speed airflow (an external mechanical source) entering the aircraft from outside via an air inlet. This high-speed airflow causes the rotating motor to rotate, resulting in the generation of electrical energy. In other words, it converts an external mechanical source into electrical energy. Conversely, when the rotating motor operates in motor mode, it is powered by receiving electrical energy from a power source, causing the rotating motor to rotate, which allows for the acceleration of the airflow.

[0037] The emergency power generation system according to a first aspect of the invention offers numerous advantages over conventional RATs. First, the noise generated by the rotary motor is significantly reduced because the rotary motor is located inside the main duct used to suppress noise generated by its rotating portion. Second, the rotary motor can be more easily positioned in different locations within the aircraft section. Therefore, the selection of the mounting area for the rotary motor within the aircraft is more flexible in terms of its aerodynamic impact. This means that the power generation of the rotary motor in the system is optimized based on the selection of a better aerodynamic mounting area within the aircraft. Third, the rotary motor does not require any additional mechanisms as in the case of a RAT, thus avoiding the complexity associated with deploying such mechanisms. Fourth, the rotary motor can be automatically tested via power injection from the aircraft, while a RAT requires dedicated maintenance operations to test for hidden faults. Finally, the drag generated by the rotary motor of the emergency power generation system according to the first aspect of the invention is reduced compared to the high drag of a conventional RAT when deployed externally for emergency modes.

[0038] The emergency power generation system also includes a control unit, a first switching device, an air outlet actuator, and an airflow path control device.

[0039] The first switching device is arranged to communicate with the control unit. The first switching device is configured to selectively assign either generator mode or motor mode to the rotating electric machine. Switching between motor mode and generator mode, and between generator mode and motor mode, involves changing the electrical connections and energy source of the rotating electric machine. Therefore, the first switching device is configured to selectively change the electrical connections and energy source of the rotating electric machine between the two modes.

[0040] The air outlet actuator is arranged to communicate with the control unit. The air outlet actuator is configured to selectively open or close the air outlet of the main duct according to commands received from the control unit.

[0041] The airflow passage control means is configured to selectively: (i) open the main duct and close the inlet of the secondary duct at the connection region; or (ii) close the main duct and open the inlet of the secondary duct at the connection region, in accordance with a command received from the control unit.

[0042] The air outlet actuation means is connected to a first opening and closing means configured for opening and closing the air outlet of the main duct. The airflow passage control means is connected to a second opening and closing means configured for: closing the air inlet of the secondary duct and opening the main duct at the connection region; and opening the air inlet of the secondary duct and closing the main duct at the connection region. The first opening and closing means and the second opening and closing means can be implemented as, for example, a damper or a valve. In the case of a means for closing the air inlet of the secondary duct and opening the main duct at the connection region and for opening the air inlet of the secondary duct and closing the main duct at the connection region, this means can be implemented as a single damper or valve that actuates both actions, or this means can be two separate dampers or valves.

[0043] As indicated, the emergency power generation system according to the first aspect of the application can operate in two different modes: a non-emergency mode and an emergency mode. In the context of the present application, the term "emergency mode" refers to the situation in which there is a total electrical power failure on board the aircraft during flight; while the term "non-emergency mode" refers to the situation in which there is no power failure on board the aircraft during flight.

[0044] The control unit is configured to command, for the emergency mode during the flight phase:

[0045] - the first switching means to place the rotating electrical machine in generator mode,

[0046] - the airflow passage control means to close the inlet of the secondary duct and to open the main duct at the connection region, and

[0047] - the air outlet actuation means to open the air outlet of the main duct, thereby allowing the airflow from the main duct to be discharged to the outside of the aircraft via the air outlet of the main duct.

[0048] In other words, for the emergency mode during the flight phase, the rotating electrical machine is switched to generator mode. At the same time, the airflow entering the aircraft via the air inlet of the main duct flows through the main duct and this airflow is discharged to the outside of the aircraft via the air outlet of the main duct. Thus, the rotating electrical machine operating in generator mode converts the mechanical energy of the rotational motion of the rotating electrical machine caused by the airflow into electrical energy for the aircraft.

[0049] The emergency power generation system according to the first aspect of the present application provides vital electrical energy support by operation of the rotating electric machine in generator mode in case of a power failure on board the aircraft during flight. This ensures safe operation of the aircraft.

[0050] Furthermore, the emergency power generation system according to the first aspect of the present application is highly reliable, since the emergency power generation system is driven by the airflow entering the aircraft from the outside and generates electrical energy. Moreover, the emergency power generation system constitutes an environmentally friendly and renewable emergency power source, since the emergency power generation system is supplied by the airflow entering the aircraft from the outside.

[0051] Furthermore, the rotating electric machine of the emergency power generation system has a lower weight compared to conventional RATs, which allows the emergency power generation system according to the first aspect of the present application to represent a more lightweight alternative to current RAT units.

[0052] In an embodiment, the control unit is further configured to command, for the non-emergency mode during the flight phase:

[0053] - the first switching means to put the rotating electric machine in motor mode,

[0054] - the airflow passage control means to close the main duct and to open the inlet of the secondary duct at the connection area, and

[0055] - the air outlet automatic actuation means to close the air outlet of the main duct, thereby allowing the airflow from the main duct to flow into the secondary duct.

[0056] In this embodiment, the rotating electric machine is operated in motor mode, for the non-emergency mode during the flight phase, it is necessary to supply electrical power to the rotating electric machine for operating the rotating electric machine in motor mode. This results in a rotational movement of the rotating part driving the rotating electric machine. This rotational movement of the rotating part of the rotating electric machine induces an acceleration of the air passing through the rotating electric machine, which is then guided from the main duct into the secondary duct. In a preferred embodiment, the outlet of the secondary duct is in fluid communication with the ventilation system of the aircraft, thereby allowing the accelerated airflow generated in the rotating electric machine to be guided through the ventilation system of the aircraft towards the aircraft cabin.

[0057] According to this embodiment, the emergency power generation system thus allows operating in two different operating modes using the same system. In other words, in addition to operating the system in emergency mode during the flight phase, the system can also be operated differently for the non-emergency mode during the flight phase. This adaptability represents a significant advantage over conventional emergency systems or devices, since the system can also be used for the non-emergency mode; and in particular, the system can generate an accelerated airflow that can be directed towards the aircraft cabin and used as ventilation air for the aircraft cabin.

[0058] In a particular embodiment, the rotating electric motor includes a stator, a rotor, and a propeller arranged to be connected to the rotor; such that:

[0059] In generator mode, the rotational motion of the propeller, caused by airflow from outside the aircraft, is transmitted to the rotor, which rotates and thus generates electricity.

[0060] - In motor mode, the power supplied to the rotating motor causes the rotor to rotate, and this rotation is transmitted to the propeller.

[0061] A propeller is a device that includes a central rotating shaft (also called a central hub) and multiple blades.

[0062] In one embodiment, the stator of the rotating electric motor is formed as part of the inner wall of the main pipe, the rotor is arranged inside the stator, and the propeller is arranged between the rotor shaft and the stator.

[0063] In this implementation, the rotary motor is an alternating current (AC) rotary motor. In a particular implementation, the AC rotary motor is an induction motor or a permanent magnet motor.

[0064] In a particular embodiment, the rotary motor is an AC rotary motor, wherein:

[0065] - A rotor is a type of magnetic rotor that includes disc-shaped elements arranged around and at a certain distance from the rotor shaft, the disc-shaped elements having magnets distributed at different positions within the disc-shaped elements; and

[0066] - The stator consists of a set of stator coils.

[0067] In a particular embodiment of any of the previously disclosed embodiments, the rotating electric motor includes a stator, a rotor, and a propeller arranged to be connected to the rotor, the propeller including a central rotating shaft (also referred to as a central hub) directly connected to the rotor's rotating shaft. In this embodiment, the central rotating shaft of the plurality of blades and the rotor's rotating shaft rotate at the same speed. In an alternative embodiment, the central rotating shaft of the propeller is indirectly connected to the rotor's rotating shaft by means of a gearbox. The gearbox allows for adjustment of the rotational speed between the two rotating elements (i.e., the central rotating shaft of the propeller and the rotating shaft of the rotor). In this alternative embodiment, the central rotating shaft of the propeller and the rotating shaft of the rotor can rotate at different speeds.

[0068] In one implementation, the emergency power generation system includes a rotational speed measuring sensor in communication with the propeller, wherein the rotational speed measuring sensor is configured to measure the rotational speed of the propeller. The rotational speed measuring sensor is capable of detecting errors in the propeller.

[0069] In an embodiment, the emergency power generation system comprises a pitch variation system in communication with the control unit, wherein the pitch variation system is configured to modify the pitch of the plurality of blades of the propeller relative to the airflow. The pitch variation system allows to modify the pitch of the plurality of blades according to specific needs of the optimal orientation of the rotor blades. Therefore, the control unit is also configured to command the pitch variation system to modify the pitch of the plurality of blades. The pitch refers to the angle between the propeller blade chord line and the plane of rotation of the propeller.

[0070] The pitch variation system is advantageous because it allows to adjust the pitch of the blades of the propeller according to specific needs, thereby increasing the efficiency of the propeller and therefore of the rotating electric machine.

[0071] In a particular embodiment, the emergency power generation system comprises, in addition to the pitch variation system:

[0072] - an air speed sensor arranged inside the main duct at a position between the air inlet of the main duct and the rotating electric machine, wherein the air speed sensor is configured to measure the speed of the input airflow at said position;

[0073] - a pitch control device connected to the air speed sensor and to the pitch variation system, wherein the pitch control device is configured to receive the speed measurement from the air speed sensor and to command the pitch variation system to modify the pitch of the plurality of blades of the propeller according to a comparison of the speed measurement with a predetermined airflow speed value.

[0074] The pitch variation system, in combination with the air speed sensor and the pitch control device, enables to adjust the pitch of the blades of the propeller in real time according to the measured speed of the input airflow. This allows to adjust the pitch of the blades of the propeller in a more efficient way, thereby increasing the efficiency of the propeller and therefore of the rotating electric machine.

[0075] In an embodiment, the emergency power generation system comprises an electric motor or a hydraulic motor connected to the rotating electric machine, wherein the electric motor or the hydraulic motor is configured to supply electric power to the rotating electric machine when the rotating electric machine is in a non-emergency mode.

[0076] In an embodiment, the emergency power generation system comprises a power source.

[0077] In an embodiment, when the emergency power generation system comprises a power source, the power source comprises:

[0078] - a power converter, and

[0079] - at least one battery connected to the output of the power converter;

[0080] The emergency power generation system further comprises:

[0081] - a second switching device configured to selectively connect the output of the rotary electric machine to the power converter or to disconnect the output of the rotary electric machine from the power converter;

[0082] The control unit is further configured to command, for the non-emergency mode during the flight phase:

[0083] - when the rotary electric machine is in generator mode, the second switching device connects the output of the rotary electric machine to the power converter, thereby charging the at least one battery with the generated electric energy of the rotary electric machine.

[0084] Advantageously, this embodiment of the emergency power generation system comprising the power converter, the at least one battery and the second switching device provides an additional functionality: namely, charging the at least one battery with the generated electric energy of the rotary electric machine for the non-emergency mode during the flight phase.

[0085] In an embodiment, when the rotary electric machine is an AC rotary electric machine, the power converter is an AC / DC power converter.

[0086] In an embodiment of the emergency power generation system comprising the at least one battery, the power converter and the second switching device, the connection between the power converter and the rotary electric machine through the second switching device is bidirectional. Thus, the control unit is further configured to command, for the emergency mode during the flight phase:

[0087] - when the rotary electric machine is in generator mode, the second switching device connects the output of the power converter to the rotary electric machine, thereby adding power from the at least one battery to the rotary electric machine.

[0088] In other embodiments, the electric power source is a supercapacitor or a fuel cell.

[0089] In an embodiment of the emergency power generation system comprising the electric power source, the emergency power generation system further comprises:

[0090] - at least one airflow sensor configured to measure the airflow flow rate inside the main duct, and

[0091] - a third switching device for connecting the rotary electric machine and / or the electric power source to the aircraft electrical circuit, and

[0092] wherein the control unit is in communication with the at least one airflow sensor and the third switching device, wherein the control unit is configured to command, for the emergency mode during the flight phase:

[0093] - to set the third switching device to connect the electric power source in case the airflow flow rate value measured by the at least one airflow flow rate sensor is below a predetermined threshold.

[0094] In this embodiment, the electric power source is used to solve the potential problem of insufficient airflow into the main duct. This is particularly important in the case where the airflow entering from the air outlet of the main duct is reduced below a predetermined threshold, which can result in the rotary electric machine not being able to operate at an optimal level. This can occur, for example, in the case where the aircraft experiences a change in position. In the case where at least one airflow sensor measures an airflow inside the main duct below a predetermined threshold, the third switching device, commanded by the control unit, will connect the electric power source and disconnect the rotary electric machine. Conversely, in other cases, the control unit will command the third switching device to connect the rotary electric machine and disconnect the electric power source. This embodiment of the system comprising an electric power source acts as a backup power source in the case of a blockage problem, thereby providing redundancy.

[0095] This embodiment of the emergency power generation system comprising an electric power source, at least one airflow sensor and a third switching device provides a safeguard for the aircraft in the case of insufficient airflow into the aircraft from the main duct during flight.

[0096] In a particular embodiment of the emergency power generation system in which the electric power source comprises a power converter and at least one battery, the system exhibits the additional function of having at least one battery with an associated power converter operating simultaneously with the rotary electric machine to supplement the power supply of the rotary electric machine operating in generator mode in the case of insufficient power from the rotary electric machine operating in generator mode, thereby ensuring the continued operation of the aircraft. This is particularly important during the low airflow approach phase.

[0097] In a second inventive aspect, the present application provides an aircraft fuselage section, comprising:

[0098] - a main duct arranged at least partially within the aircraft fuselage section, the main duct extending from an air inlet to an air outlet, wherein the air inlet and the air outlet are in fluid communication with the exterior of the aircraft;

[0099] - a secondary duct arranged at least partially within the aircraft fuselage section, the secondary duct having an air inlet connected to the main duct and in fluid communication with the main duct at a connection region of the main duct, the connection region being located between the air inlet and the air outlet of the main duct;

[0100] - a first opening and closing device configured for opening and closing the air outlet of the main duct;

[0101] - a second opening and closing device configured for: closing the air inlet of the secondary duct and opening the main duct at the connection region; and opening the air inlet of the secondary duct and closing the main duct at the connection region;

[0102] - The emergency power generation system according to any one of the disclosed embodiments, wherein the rotating electric machine of the emergency power generation system is arranged inside the main duct in a position between the air inlet and the connection region.

[0103] In a third inventive aspect, the present application provides an aircraft wing section, comprising:

[0104] - a main duct arranged at least partially within the aircraft wing section, the main duct extending from an air inlet to an air outlet, wherein the air inlet and the air outlet are in fluid communication with an exterior of the aircraft;

[0105] - a secondary duct arranged at least partially within the aircraft wing section, the secondary duct having an air inlet connected to the main duct at a connection region of the main duct and in fluid communication therewith, the connection region being located between the air inlet and the air outlet of the main duct;

[0106] - a first opening and closing means configured for opening and closing the air outlet of the main duct;

[0107] - a second opening and closing means configured for: closing the air inlet of the secondary duct and opening the main duct at the connection region; and opening the air inlet of the secondary duct and closing the main duct at the connection region;

[0108] - The emergency power generation system according to any one of the disclosed embodiments, wherein the rotating electric machine of the emergency power generation system is arranged inside the main duct in a position between the air inlet and the connection region.

[0109] As indicated previously, the first opening and closing means and the second opening and closing means can be embodied as, for example, a shut-off damper or a shut-off valve. In the case of the second opening and closing means, the second opening and closing means can be embodied as a single shut-off damper or shut-off valve actuating both actions, i.e. closing the air inlet of the secondary duct and opening the main duct at the connection region or opening the air inlet of the secondary duct and closing the main duct at the connection region; or alternatively, the second opening and closing means can be two separate shut-off dampers or shut-off valves, wherein one of the two separate shut-off dampers or shut-off valves closes or opens the air inlet of the secondary duct and the other one opens or closes the main duct at the connection region.

[0110] In the case of the second opening and closing means, the single or separate mechanism is arranged and configured to close or open the main duct at the connection region such that, considering the direction from the air inlet to the air outlet, the closing of the main duct in the connection region occurs downstream of the secondary duct inlet.

[0111] In a fourth inventive aspect, the present application provides an aircraft comprising an aircraft fuselage section according to the disclosed embodiments and / or an aircraft wing section according to any of the disclosed embodiments.

[0112] All features described in the present application file, including the claims, the description and the drawings, can be combined in any combination, except those features which are mutually exclusive. BRIEF DESCRIPTION OF DRAWINGS

[0113] These and other features and advantages of the present application will become apparent in view of the detailed description of the application, from the preferred embodiments, which are given by way of example only, and which are not limiting.

[0114] Figure 1 : This figure shows a schematic view of a side view of an emergency power generation system for an aircraft according to an embodiment of the present application for an emergency mode during a flight phase.

[0115] Figure 2 : This figure shows a schematic view of a side view of an emergency power generation system for an aircraft according to an embodiment shown in Figure 1 : This figure shows a schematic view of a side view of an emergency power generation system for an aircraft according to an embodiment shown in

[0116] Figure 3 : This figure shows a diagram of the interconnections between various elements of an emergency power generation system for an aircraft according to an embodiment of the present application.

[0117] Figure 4 : This figure shows a schematic view of a front view of a rotating electric machine of an emergency power generation system for an aircraft according to an embodiment of the present application.

[0118] Figure 5 : This figure shows a schematic view of a side view of an emergency power generation system for an aircraft according to an embodiment of the present application.

[0119] Figure 6 : This figure shows a diagram of the interconnections between a rotating electric machine, a power converter and at least one battery of an emergency power generation system for an aircraft according to an embodiment of the present application.

[0120] Figure 7 : This figure shows a schematic view of an aircraft comprising an emergency power generation system according to an embodiment of the present application. DETAILED DESCRIPTION

[0121] Once the object of the present application has been outlined, in the following specific non-limiting embodiments will be described.

[0122] Figure 1 and Figure 2 Each shows a schematic view of the emergency power generation system 1 for an aircraft 100 in two different modes: for an emergency mode and for a non-emergency mode, respectively, during a flight phase, according to an embodiment of the application.

[0123] The aircraft 100 provided with the emergency power generation system 1 comprises a section of the aircraft 100, which is a fuselage section and / or a wing section, a main duct 101 and a secondary duct 102. The main duct 101 is arranged inside the section of the aircraft 100, the main duct 101 extending from an air inlet 101.1 to an air outlet 101.2, wherein both the air inlet 101.1 and the air outlet 101.2 are in fluid communication with the outside 200 of the aircraft 100. The secondary duct 102 is also arranged inside the section of the aircraft 100, the secondary duct 102 having an air inlet 102.1 in fluid communication with the main duct 101 at a connection area 101.3 of the main duct 101, the connection area 101.3 being located between the air inlet and the air outlet 101.2 of the main duct 101. Figure 1 and Figure 2 A schematic view of the main duct 101 and the secondary duct 102 is shown, according to a possible embodiment, both ducts 101, 102 having a curved shape.

[0124] The emergency power generation system 1 comprises a rotating electric machine 2, a control unit 3, first switching means 4, air outlet actuation means 5 and airflow passage control means 6.

[0125] Figure 1 and Figure 2 The rotating electric machine 2, shown in Fig. 1, is adapted to be arranged inside the main duct 101 in a position between the air inlet 101.1 and the connection area 101.3 of the main duct 101. The rotating electric machine 2 is configured to operate in two different operating modes, i.e. a generator mode and a motor mode. In the generator mode, the airflow entering the aircraft 100 from the outside 200 (this airflow is depicted with arrows) causes a rotational movement of the rotating electric machine 2, resulting in the generation of electric energy. On the other hand, when the rotating electric machine 2 is switched to the motor mode, the electric power supplied to the rotating electric machine 2 causes a rotational movement of the rotating electric machine 2.

[0126] With reference to Figure 1 , Figure 1The system 1 is depicted in an emergency mode, the rotary electric machine 2 is operated in generator mode. This results in an air flow from the outside 200 of the aircraft 100 entering the main duct 101 via the air inlet 101.1. This air flow passes through the rotary electric machine 2, thereby causing a rotational movement of the rotary electric machine 2. This rotational movement of the rotary electric machine 2 is converted into electrical energy. The air flow at the outlet of the rotary electric machine 2 continues to flow through the main duct 101 until the air flow is expelled from the aircraft 100 via the air outlet 101.2.

[0127] With reference to Figure 2 , Figure 2 The system 1 is depicted in a non-emergency mode, the rotary electric machine 2 is operated in motor mode. In this mode, an electrical power supply (not shown) is provided to the rotary electric machine 2, thereby causing a rotational movement of the rotary electric machine 2. Thus, the air flow entering the main duct 101 from the outside 200 of the aircraft 100 via the air inlet 101.1 passes through the rotary electric machine 2 which is rotating due to the electrical power. This rotation of the rotary electric machine 2 accelerates the air flow as it passes through the rotary electric machine 2, such that at the outlet of the rotary electric machine 2, the air flow is accelerated compared to the initial air flow. This accelerated air flow continues to flow into the secondary duct 102, because the main duct 101 is closed at the connection area 101.3. Thus, in this non-emergency mode, the air flow is not expelled from the aircraft 100 via the air outlet 101.2.

[0128] Figure 3 A diagram illustrating the interconnection between various elements of an emergency power generation system 1 for an aircraft according to an embodiment of the present application is shown. The emergency power generation system 1 comprises a control unit 3, a first switching device 4, an air outlet actuation device 5, an air flow passage control device 6 and a rotary electric machine 2. The first switching device 4, the air outlet actuation device 5 and the air flow passage control device 6 are arranged in communication with the control unit 3. The first switching device 4 is connected to the rotary electric machine 2 and is configured to selectively assign a generator mode or a motor mode of the rotary electric machine 2 according to a command of the control unit 3. The air outlet actuation device 5 is configured to selectively open or close the air outlet 101.2 of the main duct 101 according to a command of the control unit 3. The air flow passage control device 6 is configured to selectively: (i) open the main duct 101 and close the inlet 102.1 of the secondary duct 102 at the connection area 101.3; or (ii) close the main duct 101 and open the inlet 102.1 of the secondary duct 102 at the connection area 101.3, according to a command of the control unit 3.

[0129] The aircraft 100 provided with the emergency power generation system 1 comprises, in addition to an aircraft fuselage section and / or a wing section, a main duct 101 and a secondary duct 102, a first opening and closing device and a second opening and closing device. The first opening and closing device is configured for opening and closing the air outlet 101.2 of the main duct 101. The second opening and closing device is configured for closing the air inlet 102.1 of the secondary duct 102 and opening the main duct 101 at the connection region 101.3, and for opening the air inlet 102.1 of the secondary duct 102 and closing the main duct 101 at the connection region 101.3.

[0130] The air outlet actuation device is connected to the first opening and closing device, which is configured for selectively opening and closing the air outlet 101.2 of the main duct 101. The airflow passage control device is connected to the second opening and closing device, which is configured for selectively closing the air inlet 102.1 of the secondary duct 102 and opening the main duct 101 at the connection region 101.3, and for selectively opening the air inlet 102.1 of the secondary duct 102 and closing the main duct 101 at the connection region 101.3. The first opening and closing device is not depicted in the drawing, nor is the second opening and closing device. The second opening and closing device is indicated by a discontinuous line only when the air inlet of the secondary duct is open (see Figure 2 ) and by a continuous line when the air inlet of the secondary duct is closed (see Figure 1 ). Furthermore, the first opening and closing device is indicated by a discontinuous line when the main duct 101 is open at the connection region 101.3 (see Figure 1 ) and by a continuous line when the main duct 101 is closed (see Figure 2 ). Similarly, the first opening and closing device is indicated by a discontinuous line when the air outlet 101.2 of the main duct 101 is open (see Figure 1 ) and by a continuous line when the air outlet 101.2 of the main duct 101 is closed (see Figure 2 ). These first and second opening and closing devices can be implemented, for example, as shut-off dampers or shut-off valves. In the case of the second opening and closing device, the second opening and closing device can be implemented as a single shut-off damper or shut-off valve that actuates both actions, or the second opening and closing device can be two separate shut-off dampers or shut-off valves.

[0131] The control unit 3 is configured to command, for the emergency mode during the flight phase, for example the embodiment shown in Figure 1 :

[0132] - the first switching device 4 to place the electric motor 2 in generator mode,

[0133] - the airflow passage control means 6 close the inlet 102.1 of the secondary duct 102 and open the primary duct 101 at the connection area 101.3, and

[0134] - the air outlet actuation means 5 open the air outlet 101.2 of the primary duct 101, thereby allowing the airflow from the primary duct 101 to be discharged to the outside of the aircraft 100 via the air outlet 101.2 of the primary duct 101.

[0135] In embodiments such as the one shown in Figure 2 In embodiments such as the one shown in

[0136] - the first switching means 4 put the rotary electric machine 2 in motor mode,

[0137] - the airflow passage control means 6 close the primary duct 101 at the connection area 101.3 and open the inlet of the secondary duct 102, and

[0138] - the air outlet actuation means 5 close the air outlet of the primary duct 101, thereby allowing the airflow from the primary duct 101 to flow into the secondary duct 102.

[0139] In embodiments, the rotary electric machine 2 comprises: a stator 2.1; a rotor 2.2; a propeller 2.3 arranged in connection with the rotor 2.2; such that:

[0140] - in generator mode, the rotational movement of the propeller 2.3 caused by the airflow from the outside 200 of the aircraft 100 is transmitted to the rotor 2.2, which rotates and thus generates electrical energy, and

[0141] - in motor mode, the electrical power supplied to the rotary electric machine 2 causes a rotational movement of the rotor 2.2, which is transmitted to the propeller 2.3.

[0142] In embodiments, the rotary electric machine 2 is an AC rotary electric machine.

[0143] Figure 4 A schematic view showing a front view of the rotary electric machine 2 of the emergency power generation system 1 for an aircraft 100 according to an embodiment of the application is shown.

[0144] In embodiments such as the one shown in Figure 4 In particular embodiments such as the one depicted in

[0145] In Figure 4In the embodiment depicted in the figure, the propeller 2.3 comprises a central rotation shaft 2.3.1 which is directly or indirectly connected to the rotation shaft of the rotor 2.2 through a gearbox.

[0146] Preferably, such as Figure 4 In the embodiment shown in the figure, the rotor 2.2 is of the magnet rotor type comprising a disc-shaped element arranged around the rotor shaft and at a distance from the rotor shaft, the disc-shaped element having magnets 2.2.1 distributed at different positions within the disc-shaped element; and the stator 2.3 comprises a set of stator coils (not shown). In Figure 4 In the specific embodiment depicted in the figure, a total of six magnets 2.2.1 are provided, arranged in a regular distribution around the disc-shaped element. Other embodiments can comprise a different number of magnets.

[0147] In some embodiments, the emergency power generation system 1 comprises a rotation speed measurement sensor (not shown) in communication with the propeller 2.3, the rotation speed measurement sensor being configured to measure the rotation speed of the propeller 2.3.

[0148] In embodiments, the emergency power generation system 1 comprises an angle of attack variation system in communication with the control unit 3, the angle of attack variation system 11 being configured to modify the angle of attack of the plurality of blades of the propeller 2.3 with respect to the air flow. In Figure 5 In the specific embodiment shown in the figure, in addition to the angle of attack variation system 12, the emergency power generation system 1 comprises:

[0149] - an air speed sensor 9 arranged inside the main duct 101 at a position between the air inlet 101.1 of the main duct 101 and the rotary electric machine 2, wherein the air speed sensor 9 is configured to measure the speed of the input air flow at the position 9;

[0150] - an angle of attack control device 12 connected to the air speed sensor 9 and to the angle of attack variation system 11, wherein the angle of attack control device 12 is configured to receive the speed measurement value from the air speed sensor 9 and to command the angle of attack variation system to modify the angle of attack of the propeller 2.3 as a function of the comparison between the speed measurement value and a predetermined air flow speed value.

[0151] In Figure 6 In the embodiment shown in the figure, the emergency power generation system 1 comprises:

[0152] - an electric power source comprising:

[0153] - a power converter 7, and

[0154] - at least one battery 8 connected to the output of the power converter 7,

[0155] - a second switching device 13 configured to selectively connect the output of the rotary electric machine 2 to the power converter 7 or to disconnect the output of the rotary electric machine 2 from the power converter 7;

[0156] wherein the control unit 3 is further configured to command, for the flight phase, in non- emergency mode:

[0157] - when the rotary electric machine 2 is in generator mode, the second switching device connects the output of the rotary electric machine 2 to the power converter 7, thereby charging the at least one battery 8 with the generated electric energy of the rotary electric machine 2.

[0158] Figure 6 Fig. illustrates the rotary electric machine 2 connected to the power converter 7 by means of the second switching device 13, which in turn is connected to the at least one battery 8, wherein both connections are bidirectional. In Figure 6 In this particular embodiment of the application, the electric power source can operate in two modes when the rotary electric machine 2 is in non-emergency mode: first, charging the at least one battery 8 with the generated electric energy from the rotary electric machine 2; and second, supplying electric power to the rotary electric machine with the charged electric energy from the at least one battery 8.

[0159] In an embodiment, the emergency power generation system 1 comprises an electric or hydraulic motor (not shown) connected to the rotary electric machine 2, wherein the electric or hydraulic motor is configured to supply electric power to the rotary electric machine 2 when the rotary electric machine 2 is in non-emergency mode.

[0160] In an embodiment (not shown), the emergency power generation system 1 comprises:

[0161] - at least one airflow sensor configured to measure the airflow flow inside the main duct 101, and

[0162] - a third switching device for connecting the rotary electric machine 2 and / or the electric power source to the aircraft circuit;

[0163] wherein the control unit 3 is in communication with the at least one airflow sensor and the third switching device, wherein the control unit 3 is configured to command, for the flight phase, in emergency mode:

[0164] - set the third switching device to connect the electric power source in case the airflow flow value measured by the at least one airflow sensor is lower than a predetermined threshold.

[0165] Figure 7A schematic diagram showing a side view of an aircraft 100 comprising an emergency power generating system 1 according to an embodiment of the present application is shown. Different embodiments of the emergency power generating system 1 can be comprised within the aircraft 100, such as at a fuselage section and at a wing section.

[0166] In the particular case of a fuselage section of an aircraft, the fuselage section comprises, in addition to the emergency power generating system 1, a main duct 101 and a secondary duct 102, wherein the rotary electric machine 2 of the emergency power generating system 1 is arranged inside the main duct 101 in a position between an air inlet and a connection region 101.3. Both the main duct 101 and the secondary duct 102 are arranged at least partially within a fuselage section of the aircraft 100. Furthermore, the fuselage section comprises a first opening and closing means configured for opening and closing an air outlet 101.2 of the main duct 101. Furthermore, the fuselage section comprises a second opening and closing means configured for closing an air inlet 102.1 of the secondary duct 102 and opening the main duct 101 at the connection region 101.3, and for opening the air inlet 102.1 of the secondary duct 102 and closing the main duct 101 at the connection region 101.3.

[0167] Similarly, in the particular case of a wing section of an aircraft, the wing section comprises, in addition to the emergency power generating system 1, a main duct 101 and a secondary duct 102, wherein the rotary electric machine 2 of the emergency power generating system 1 is arranged inside the main duct 101 in a position between an air inlet and a connection region 101.3. Both the main duct 101 and the secondary duct 102 are arranged at least partially within a wing section of the aircraft 100. Furthermore, the wing section comprises a first opening and closing means configured for opening and closing an air outlet 101.2 of the main duct 101. Furthermore, the wing section comprises a second opening and closing means configured for closing an air inlet 102.1 of the secondary duct 102 and opening the main duct 101 at the connection region 101.3, and for opening the air inlet 102.1 of the secondary duct 102 and closing the main duct 101 at the connection region 101.3.

[0168] As Figure 1 and Figure 2As shown in the middle, the main duct 101 extends from an air inlet 101.1 to an air outlet 101.2, wherein the air inlet 101.1 and the air outlet 101.2 are in fluid communication with the outside 200 of the aircraft 100. The secondary duct 102 has an air inlet 102.1 connected to the main duct 101 and in fluid communication with the main duct 101 at a connection area 101.3 of the main duct 100. The connection area 101.3 is located between the air inlet 101.1 and the air outlet 101.2 of the main duct 101. The rotating electrical machine 2 of the emergency power generation system 1 is arranged inside the main duct 101 in a position between the air inlet and the connection area 101.3 of the main duct 101.

Claims

1. An emergency power generation system (1) for an aircraft (100), the aircraft (100) comprising: - a fuselage section and / or a wing section (100); - a main duct (101) arranged at least partially inside the fuselage section and / or the wing section, the main duct (101) extending from an air inlet (101.1) to an air outlet (101.2), wherein the air inlet (101.1) and the air outlet (101.2) are in fluid communication with an exterior (200) of the aircraft (100); and - a secondary duct (102) arranged at least partially inside the fuselage section and / or the wing section, the secondary duct (102) having an air inlet (102.1) in fluid communication with the main duct (101) at a connection area (101.3) of the main duct (101), the connection area (101.3) being located between the air inlet (101.1) and the air outlet (101.2) of the main duct (101); the emergency power generation system (1) comprising: - a rotary electric machine (2) adapted to be arranged inside the main duct (101) in a position between the air inlet and the connection area (101.3) of the main duct (101), wherein the rotary electric machine (2) is configured to operate in two different operating modes, namely: - a generator mode, in which an airflow from the exterior (200) of the aircraft (100) causes a rotational movement of the rotary electric machine (2) resulting in the generation of electrical energy, and - a motor mode, in which an electrical power supplied to the rotary electric machine (2) causes a rotational movement of the rotary electric machine (2); - a control unit (3); - a first switching device (4) arranged in communication with the control unit (3), wherein the first switching device (4) is configured to selectively assign the generator mode or the motor mode of the rotary electric machine (2); - an air outlet actuation device (5) arranged in communication with the control unit (3), wherein the air outlet actuation device (5) is configured to selectively open or close the air outlet (101.2) of the main duct (101); - an airflow passage control device (6) arranged in communication with the control unit (3), wherein the airflow passage control device (6) is configured to selectively: (i) open the main duct (101) and close the inlet (102.1) of the secondary duct (102) at the connection area (101.3); or (ii) close the main duct (101) and open the inlet (102.1) of the secondary duct (102) at the connection area (101.3); wherein the control unit (3) is configured to command, for an emergency mode during a flight phase: - the first switching device (4) to assign the generator mode of the rotary electric machine (2); said first switching device (4) puts said rotary electric machine (2) in said generator mode, said airflow passage control device (6) closes said inlet (102.1) of said secondary duct (102) and opens said primary duct (101) at said connection area (101.3), and said air outlet actuation device (5) opens said air outlet (101.2) of said primary duct (101), thereby allowing airflow from said primary duct (101) to be discharged to the outside (200) of said aircraft (100) via said air outlet (101.2) of said primary duct (101).

2. The emergency power generating system (1) according to claim 1, wherein said control unit (3) is further configured to command, for a non-emergency mode during a flight phase: said first switching device (4) puts said rotary electric machine (2) in said motor mode, said airflow passage control device (6) closes said primary duct (101) at said connection area (101.3) and opens said inlet of said secondary duct (102), and said air outlet actuation device (5) closes said air outlet of said primary duct (101), thereby allowing airflow from said primary duct (101) to flow into said secondary duct (102).

3. The emergency power generating system (1) according to claim 1 or 2, wherein said rotary electric machine (2) is a rotary electric machine comprising: a stator (2.1), a rotor (2.2), and a propeller (2.3) arranged in connection with said rotor (2.2); so that: in said generator mode, a rotational movement of said propeller (2.3) caused by an airflow from the outside (200) of said aircraft (100) is transmitted to said rotor (2.2), said rotor (2.2) rotates and thus generates electrical energy, and in said motor mode, an electrical power supplied to said rotary electric machine (2) causes a rotational movement of said rotor (2.2), rotational transmission to said propeller (2.3).

4. The emergency power generation system (1) according to claim 3, wherein: said stator (2.1) is realized as an inner wall of a portion of said primary duct (101), said rotor (2.2) is arranged inside said stator (2.1), said propeller (2.3) is arranged between a rotor (2.2) shaft and said stator (2.1).

5. The emergency power generation system (1) according to claim 3 or 4, further comprising a rotational speed measurement sensor in communication with said propeller (2.3), said rotational speed measurement sensor being configured to measure a rotational speed of said propeller (2.3).

6. The emergency power generating system (1) according to any one of the preceding claims, wherein, said rotary electric machine is an alternating current rotary electric machine.

7. The emergency power generation system (1) according to claim 6, wherein: said rotor (2.2) is a magnet rotor type comprising a disc-shaped element arranged around a rotor shaft and disposed at a distance from said rotor shaft, said disc-shaped element having magnets (2.2.1) distributed at different positions within said disc-shaped element; and said stator (2.3) comprises a set of stator coils.

8. The emergency power generating system (1) according to any one of the preceding claims, further comprising an angle of attack varying system (11) in communication with the control unit (3), wherein, said angle of attack variation system is configured to modify an angle of attack of a plurality of blades of said propeller (2.3) with respect to an airflow.

9. The emergency power generation system (1) according to the preceding claim, further comprising: - an air speed sensor (9) arranged inside the main duct (101) at a position between the air inlet (101.1) of the main duct (101) and the rotary electric machine (2), wherein the air speed sensor (9) is configured to measure the speed of the incoming airflow at said position; - an angle of attack control device (12) connected to the air speed sensor (9) and to the angle of attack variation system (11), wherein the angle of attack control device (12) is configured to receive the speed measurement from the air speed sensor (9) and to command the angle of attack variation system (11) to modify the angle of attack of the plurality of blades of the propeller (2.3) as a function of a comparison of the speed measurement with a predetermined airflow speed value.

10. The emergency power generation system (1) according to any one of the preceding claims, further comprising an electric power source.

11. The emergency power generation system (1) according to claim 10: wherein - the electric power source comprises: - a power converter (7), and - at least one battery (8) connected to the output of the power converter (7); wherein the emergency power generation system (1) further comprises: - a second switching device configured to selectively connect or disconnect the output of the rotary electric machine (2) to / from the power converter (7); wherein the control unit (3) is further configured to command, for the non- emergency mode during a flight phase: - when the rotary electric machine (2) is in the generator mode, the second switching device connects the output of the rotary electric machine (2) to the power converter (7), thereby charging the at least one battery (8) with the generated electric energy of the rotary electric machine (2).

12. The emergency power generation system (1) according to claim 10 or 11, further comprising: - at least one airflow sensor configured to measure the airflow flow rate inside the main duct (101), and - a third switching device for connecting the rotary electric machine (2) and / or the electric power source to an aircraft electrical circuit; wherein the control unit is in communication with the at least one airflow sensor and the third switching device, wherein the control unit (3) is configured to command, for the emergency mode during a flight phase: - the third switching device to connect the electric power source, in case the airflow flow rate value measured by the at least one airflow sensor is below a predetermined threshold value.

13. An aircraft fuselage section, comprising: a main duct (101) arranged at least partially within the aircraft fuselage section, the main duct (101) extending from an air inlet (101.1) to an air outlet (101.2), wherein the air inlet (101.1) and the air outlet (101.2) are in fluid communication with an exterior (200) of the aircraft (100); a secondary duct (102) arranged at least partially within the aircraft fuselage section, the secondary duct having an air inlet (102.1) connected to the main duct (101) and in fluid communication with the main duct (101) at a connection region (101.3) of the main duct (101), the connection region (101.3) being located between the air inlet (101.1) and the air outlet (101.2) of the main duct (101); a first opening and closing device configured for opening and closing the air outlet (101.2) of the main duct (101); a second opening and closing device configured for closing the air inlet (102.1) of the secondary duct (102) and opening the main duct (101) at the connection region (101.3), and opening the air inlet (102.1) of the secondary duct (102) and closing the main duct (101) at the connection region (101.3); The emergency power generation system (1) according to any one of claims 1 to 12, wherein the rotating electric machine (2) of the emergency power generation system (1) is arranged inside the main duct (101) in a position between the air inlet and the connection region (101.3).

14. An aircraft wing section, comprising: a main duct (101) arranged at least partially within the aircraft wing section, the main duct (101) extending from an air inlet (101.1) to an air outlet (101.2), wherein the air inlet (101.1) and the air outlet (101.2) are in fluid communication with an exterior (200) of the aircraft (100); a secondary duct (102) arranged at least partially within the aircraft wing section, the secondary duct having an air inlet (102.1) connected to the main duct (101) and in fluid communication with the main duct (101) at a connection region (101.3) of the main duct (101), the connection region (101.3) being located between the air inlet (101.1) and the air outlet (101.2) of the main duct (101); a first opening and closing device configured for opening and closing the air outlet (101.2) of the main duct (101); a second opening and closing device configured for closing the air inlet (102.1) of the secondary duct (102) and opening the main duct (101) at the connection region (101.3), and opening the air inlet (102.1) of the secondary duct (102) and closing the main duct (101) at the connection region (101.3); - a second opening and closing device configured for: closing the air inlet (102.1) of the secondary duct (102) and opening the primary duct (101) at the connection area (101.3); and opening the air inlet (102.1) of the secondary duct (102) and closing the primary duct (101) at the connection area (101.3); The emergency power generating system (1) according to any one of claims 1 to 12, wherein the rotating electric machine (2) of the emergency power generating system (1) is arranged inside the primary duct (101) in a position between the air inlet and the connection area (101.3).

15. An aircraft (100) comprising an aircraft fuselage section according to claim 13 and / or an aircraft wing section according to claim 14.

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