Patent Application
20170074169
The field of the present invention is that of gas turbine engines, such as turbine engines, and in particular those intended for the propulsion of aircraft.
The invention relates more particularly to starting a multi-spool gas turbine engine.
A multi-spool gas turbine engine comprises at least two rotating bodies. Most of said turbines are twin-spool or triple-spool, but a higher number of spools is also possible. A body is formed by a rotor that rotates about an axis, and a shaft that connects a module forming the compressor and a module forming the turbine, the compressor module being driven by the turbine module, via the shaft.
Some of the energy generated by the engine is used to drive various items of equipment thereof. Conventionally, all of the power required is mechanically drawn from the shaft of the high-pressure body of the engine, by means of a power take-off shaft that is arranged substantially radially with respect to the shaft of said high-pressure body, and is connected to a gearbox for driving accessory equipment, generally known by the term “accessory gearbox”, or AGB. The accessory gearbox is mounted in the nacelle of the engine and is connected to some equipment or accessories such as, in particular, one or more electrical generator(s), hydraulic fuel and oil pumps, and a starter motor.
There is currently a tendency to increase the supply of electrical power for the accessories, and it is therefore necessary to use generators which require increased mechanical power for their operation. Providing increased mechanical power while maintaining the operability of the turbine engine throughout its flight region requires a solution to be found other than that of drawing power from the shaft of the high-pressure body.
One solution could consist in drawing the power from the low-pressure body of the engine. However, the engine cannot start without a preliminary phase of setting the high-pressure body into rotation. Only when the shaft of the high-pressure body reaches a sufficient rotational speed can the corresponding compressor provide enough air to the combustion chamber, for the purpose of starting the engine.
One solution therefore consists in coupling the starter motor to the low-pressure body of the engine, and allowing the low-pressure body to be coupled to the high-pressure body during the start-up phase.
Indeed, increasing the power requirements of the electrical generators also makes it possible to design electrical machines that can be used in a reversible manner in an electric motor. The power of a machine of this kind is sufficient for rotating the high-pressure body of the engine.
WO 2014/0134256 discloses a multi-spool gas turbine engine, in particular an aircraft engine, comprising at least one rotating low-pressure body, a rotating high-pressure body, and a starter motor, in which the starter motor is coupled to the low-pressure body, and in which the engine comprises a first disengageable coupling device which is interposed between the low-pressure body and the high-pressure body in order to rotatably connect the high-pressure body to the low-pressure body in order to make it possible to start up the engine by means of the starter motor.
In this document, the coupling or separation of the coupling device is determined by an inertia clutch device that is automatically separated at a pre-determined speed of the low-pressure body, the high-pressure body and the coupling device. The separation speed is thus determined by the high-pressure body, and therefore the low-pressure body may, nevertheless, be driven at speeds that are too high.
One solution for overcoming this drawback consists in controlling the separation on the basis of the relative speeds of the two bodies.
For this purpose, the invention proposes an engine of the type described above, characterised in that the first coupling device is designed so as to be movable between:
According to other features of the invention:
Other features and advantages of the invention will become apparent upon reading the following detailed description, for the understanding of which reference will be made to the accompanying drawings, in which:
In the following description, like reference numerals denote parts which are the same or have similar functions.
In a known manner, as shown in
The low-pressure (LP) body 12 substantially comprises, in the flow direction of the gases “G”, a LP compressor rotor 16 that is connected to a LP turbine rotor 20 by means of a LP shaft 18.
The high-pressure (HP) body 14 substantially comprises, in the flow direction of the gases, a HP compressor rotor 22 that is connected to a HP turbine rotor 26 by means of a HP shaft 24. A combustion chamber (not shown) is mounted between the HP compressor and the HP turbine, and supplies combustion gases to the HP turbine, where the combustion gases expand in order to set the HP turbine rotor 26 into rotation, which rotor in turn drives the HP compressor rotor 22 via the HP shaft 24.
The LP 18 and HP 24 shafts are coaxial. The LP shaft 18 axially passes through the tubular HP shaft 24 and is thus surrounded by the HP shaft 24.
In this arrangement, the LP compressor supplies air to the HP compressor which in turn supplies air to the combustion chamber (not shown). The HP turbine supplies combustion gas to the LP turbine.
In a known manner, the engine 10 comprises a gearbox 28 for driving accessory equipment of said engine, or an accessory gearbox, which is mounted on the fan casing or on the HP compressor casing (not shown) of the engine and which carries at least one starter motor 30 that is capable of being rotationally coupled to the high-pressure body 14 in order to allow, in particular, said body 14 to be set into rotation in order to start up said engine.
The gearbox for driving the accessory equipment 28 also carries some equipment or accessories such as, in particular, an electrical generator, an alternator and hydraulic fuel and oil pumps (not shown).
The starter motor 30 must necessarily be coupled to the high-pressure body 14 in order to allow the engine to be started up. Indeed, only if this condition is fulfilled does the combustion chamber receive sufficient air from the HP compressor 22 to initiate the combustion. Supplying the combustion chamber by means of the one LP compressor 16 is not sufficient for allowing the engine to be started up.
The gearbox for driving accessory equipment 28 is coupled to the HP shaft 24 of the HP body 14 of the engine, either for providing driving power from the starter motor 30 or for drawing driving power from the shaft 24 in order to allow operation of the equipment or accessories of said gearbox 28.
In order to achieve this, a power take-off shaft 32 is arranged substantially radially with respect to the HP shaft 24. Said shaft 32 comprises a pinion 34 at one end which is coupled to an output pinion 36 of the HP shaft 24, and a pinion 38 at the opposite end which is connected to an input pinion 40 of the gearbox for driving accessory equipment 28.
However, the current tendency is to increase the supply of electrical power for the accessories of the gearbox 28, and it is therefore necessary to use generators that require increased mechanical power for their operation. Providing increased mechanical power while maintaining the operability of the engine throughout its flight region requires a solution to be found other than that of drawing power from the shaft 18 of the high-pressure body 14.
Indeed, it is not possible to draw power from the HP body 14 during a phase of nominal engine operation, since this would risk disrupting the operation of the turbine engine due to pumping.
One solution consists in drawing the necessary mechanical power from the low-pressure body 12.
There is then the problem of driving the high-pressure body 14 while the engine is being started up.
As shown in
According to a design that is already known, as shown in
In a manner similar to the design above, a power take-off shaft 32 is arranged substantially radially with respect to the LP shaft 18 of the low-pressure body 12. Said shaft 32 comprises a pinion 34 at one end which is coupled to an output pinion 36 of the LP shaft 18, and a pinion 38 at the opposite end which is connected to an input pinion 40 of the gearbox for driving accessory equipment 28.
According to the invention, the first coupling device 42 is designed to be controlled on the basis of the relative speed of the low-pressure and high-pressure bodies 12 and 14.
The first coupling device 42 is thus movable between:
The engine 10 can thus comprise a controlled coupling device 42 and a control means associated with said coupling device 42 that would be capable of assuming the first position, in which said means would control the engagement of the coupling device 42.
Depending on the shape of this controlled coupling device 42, said device can be engaged as soon as the low-pressure body 12 is started up or, in contrast, can be gradually engaged after the low-pressure body 12 has been started up.
In any case, in said first position, the starter motor 30 can drive the low-pressure body 12, which in turn drives the high-pressure body 14 via the first coupling device 42. This first position thus allows the engine 10 to be started up.
Then, in a second position that is associated with a speed of the low-pressure body 12 that has fallen below that of the high-pressure body 14 after start-up, the control means can disengage the coupling device 42. In this second position, after the engine 10 has been started-up, the high-pressure body 14 reaches a rotational speed that is sufficient not only for it to no longer be necessary to drive said body, but moreover for it to be necessary to separate the high-pressure body 14 from the low-pressure body 12. Indeed, it is necessary to prevent the high-pressure body 14 from driving the low-pressure body 12 at too high a speed in order to prevent damage to the turbine engine and to the drive chain for the equipment of the regulation system (including the equipment).
The first disengageable coupling device 42 could be formed by a mechanical, hydraulic or electromagnetic clutch, and the control means associated with this first device (not shown) could be formed according to any embodiment known from the prior art that is suitable for controlling said coupling device in accordance with the two positions mentioned above. In particular, the control means could comprise a mechanical, hydraulic or electromagnetic actuator that is controlled by associated electronics.
However, in the preferred embodiment of the invention, the first coupling device simply comprises a free wheel 42 that is interposed between the low-pressure body 12 and the high-pressure body 14 and, more precisely, between the LP 18 and HP 24 shafts.
In this design, the free wheel 42 is thus movable between a first position which is, by default, associated with the start-up of the engine 10 and in which said wheel is engaged, and a second position which is associated with a speed of the low-pressure body 12 that has fallen below that of the high-pressure body 14 and in which said wheel is disengaged.
Therefore, the free wheel 42, alone, ensures the above-mentioned functions of disengageable coupling and of control.
In the rest of the present description, reference sign 42 will refer to the freewheel device that forms the first disengageable coupling device 42.
The first freewheel device 42 is preferably a freewheel device comprising jamming elements, in particular a free wheel comprising rollers, balls, rolls or jacks.
By way of example,
Depending on the relative direction of rotation of the inner hub 46 and of the ring 48, the rolls 44 are locked between the ramps 52 and the outer ring 48, thus locking the freewheel device 42.
In
According to a first embodiment of the invention that is shown in
In a variant (not shown), the starter motor 28 can be a reversible electrical machine that forms the starter and the generator. Indeed, increasing the power requirements of the electrical generators also makes it possible to design electrical machines that can be used in a reversible manner in an electric motor. The power of a machine of this kind is sufficient to form a starter motor that makes it possible to set the low- and high-pressure bodies 12, 14 of the engine 10 into rotation.
It will be noted that two configurations are possible according to this variant (not shown).
According to a first configuration, in a manner similar to the embodiment described above with reference to
This disengageable coupling device can, in some configurations, make it possible to disengage the electrical machine operating as a generator, for example when the engine 10 has already been started up and if sufficient energy has also been stored in accumulators. This configuration makes it possible to prevent the electrical machine from being driven, which would lead to power being drawn off unnecessarily.
According to a second configuration, no coupling device is interposed between the electrical machine and the gearbox 28. In this case, the electrical machine operates as a starter motor while the engine is being started up, and then as a generator once the first body provides driving power to said electrical machine via the gearbox 28. In this case, the engine 10 takes full advantage of the reversibility of the electrical machine.
The invention therefore proposes an engine comprising a gearbox 28 that is engaged with the first low-pressure body 12 and is compatible with the increased requirements with respect to power consumption.
| Number | Date | Country | Kind |
|---|---|---|---|
| 1454133 | May 2014 | FR | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/FR2015/051213 | 5/7/2015 | WO | 00 |
