Systems and methods for providing AC power from multiple turbine engine spools

• US 8,039,983 B2
• Filed: 12/02/2008
• Issued: 10/18/2011
• Est. Priority Date: 12/02/2008
• Status: Active Grant

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Cote, Richard A., Nozari, Farhad
• Primary Examiner(s): Lam; Thanh
• Application Number:
  US12/326,633
• Publication Number:
  US 20100133813A1
• Time in Patent Office: 1,050 Days
• Field of Search: 290 31- 32, 290/40.R, 290/40.A, 290/40.B, 290/40.E, 290 51- 52
• US Class Current: 290/52
• CPC Class Codes: F02C 7/275 Mechanical drives
• CPC Class Codes: F05D 2220/7642 of the synchronous type
• CPC Class Codes: H02P 2101/30 for aircraft
• CPC Class Codes: H02P 9/04 Control effected upon non-electric prime mover and dependent upon electric output value of the generator

Abstract

Systems and methods for providing AC power from multiple turbine engine spools are disclosed. A system in a particular embodiment includes a turbofan engine having a compressor, a first turbine and a first shaft connected between the compressor and the first turbine, and a fan, a second turbine and a second shaft connected between the fan and the second turbine. The system can further include a state power bus and a first energy converter coupled between the first shaft and the power bus, with the first energy converter including a starter/generator, and being positioned to convert a first variable frequency energy transmitted by the first shaft to a first generally constant frequency energy. A second energy converter can be coupled between the second shaft and the power bus, with the second energy converter including a generator and being positioned to convert a second variable frequency energy transmitted by the second shaft to a second generally constant frequency energy, with the second generally constant frequency energy in phase with and at generally the same frequency as the first generally constant frequency energy. A controller can be operatively coupled to the starter/generator and the generator, e.g., to control the functions of these devices.

Claims

1. An aircraft system, comprising:

a turbofan engine that includes;

a compressor;

a first turbine;

a high pressure shaft connected between the compressor and the first turbine;

a fan;

a second turbine; and

a low pressure shaft connected between the fan and the second turbine, the low pressure shaft being disposed annularly around the high pressure shaft;

a synchronous starter/generator;

a first constant speed drive connected between the high pressure shaft and the starter/generator, the first constant speed drive being positioned to receive a first mechanical input rotating at a first variable rate, and provide a first mechanical output rotating at a first generally constant rate;

a synchronous generator;

a second constant speed drive connected between the low pressure shaft and the generator, the second constant speed drive being positioned to receive a second mechanical input rotating at a second variable rate, and provide a second mechanical output rotating at a second generally constant rate that is generally the same as the first constant rate;

a common bus electrically connected between the starter/generator and the generator, the bus being positioned to receive electrical power from the starter/generator that is in phase with and at the same frequency as power received from the generator; and

a controller operatively coupled to the starter/generator and the generator.

2. The system of claim 1 wherein the second constant speed drive includes a mechanical, continuously variable transmission connected between the high pressure shaft and the starter/generator.

3. The system of claim 2 wherein the mechanical, continuously variable transmission includes an input shaft, an output shaft, and a pivotable roller operatively coupled between the input shaft and the output shaft, and wherein the roller is pivotable between a first position with a first drive ratio between the input shaft and the output shaft, and a second position with a second drive ratio between the input shaft and the output shaft, and wherein the first and second drive ratios differ by a factor of about five or greater.

4. The system of claim 1 wherein the first constant speed drive includes a first mechanical, continuously variable transmission connected between the high pressure shaft and the starter/generator, and wherein the second constant speed drive includes a second mechanical, continuously variable transmission connected between the low pressure shaft and the generator.

5. The system of claim 4 wherein the first mechanical, continuously variable transmission is configured to produce a constant output speed given an input speed that varies by up to a factor of about two, and wherein the second mechanical, continuously variable transmission is configured to produce a constant output speed given an input speed that varies by a factor of up to about five.

6. The system of claim 1 wherein the synchronous starter/generator is the only power source coupled to the high pressure shaft for starting.

7. The system of claim 6 wherein the high pressure shaft is not coupled to a pneumatically-driven engine starter.

8. The system of claim 1 wherein the common bus includes a first bus portion coupled to the starter/generator, a second bus portion coupled to the generator, and a switch between the first and second bus portions.

9. The system of claim 8 wherein the switch is normally closed.

10. An aircraft system, comprising:

a turbofan engine that includes;

a compressor, a first turbine, and a first shaft connected between the compressor and the first turbine; and

a fan, a second turbine, and a second shaft connected between the fan and the second turbine;

a power bus;

a first energy converter coupled between the first shaft and the power bus, the first energy converter including a starter/generator and being positioned to convert a first variable frequency energy transmitted by the first shaft to a first generally constant frequency energy;

a second energy converter coupled between the second shaft and the power bus, the second energy converter including a generator and being positioned to convert a second variable frequency energy transmitted by the second shaft to a second generally constant frequency energy, with the second generally constant frequency energy in phase with and at generally the same frequency as the first generally constant frequency energy; and

a controller operatively coupled to the starter/generator and the generator.

11. The system of claim 10 wherein the first energy converter includes a mechanical, continuously variable transmission connected between the first shaft and the starter/generator, and wherein the transmission includes a variable rotation rate input shaft and a constant rotation rate output shaft.

12. The system of claim 10 wherein the starter/generator includes a variable frequency generator, and wherein the first energy converter includes an electrical inverter coupled to the starter/generator to receive variable frequency electrical power and produce a constant frequency power.

13. The system of claim 10 wherein the starter/generator includes a variable frequency generator, and wherein the first energy converter includes an electrical inverter coupled to the starter/generator to receive variable frequency electrical power and produce constant frequency power, and wherein the second energy converter includes a mechanical, continuously variable transmission connected between the second shaft and the generator, the transmission including a variable rotation rate input shaft and a constant rotation rate output shaft.

14. The system of claim 10 wherein the first energy converter includes a first mechanical, continuously variable transmission coupled between the first shaft and the starter/generator, and wherein the second energy converter includes a second mechanical, continuously variable transmission coupled between the second shaft and the generator.

15. The system of claim 14 wherein the first mechanical, continuously variable transmission is configured to produce a constant output speed given an input speed that varies by up to a factor of about two, and wherein the second mechanical, continuously variable transmission is configured to produce a constant output speed given an input speed that varies by a factor of up to about five.

16. The system of claim 15 wherein the controller is operatively coupled to the first and second energy converters, and programmed with instructions to control the second generally constant frequency energy to be in phase with and at generally the same frequency as the first generally constant frequency energy.

17. A method for operating an aircraft system, comprising:

starting a turbofan engine by driving a first shaft with a starter/generator, the first shaft being connected between a compressor and a first turbine of the engine;

extracting a first portion of the energy from the first shaft with the starter/generator;

extracting a second portion of energy from a second shaft connected between a fan and a second turbine of the engine;

converting the first portion of energy from a first variable frequency to a first fixed frequency;

converting the second portion of energy from a second variable frequency to a second fixed frequency generally identical to the first fixed frequency; and

distributing the first and second portions of energy to aircraft components via a common electrical bus.

18. The method of claim 17 wherein starting a turbofan engine includes starting the turbofan engine without the use of pneumatic power.

19. The method of claim 17 wherein extracting a first portion of energy includes extracting the first portion of energy using a mechanical, continuously variable transmission.

20. The method of claim 19 wherein starting a turbofan engine includes starting the turbofan engine by varying a speed ratio between an input of the continuously variable transmission and an output of the continuously variable transmission as the engine starts.

21. The method of claim 17 wherein the aircraft has more than one engine, and wherein the method further comprises:

operating only a single engine of the aircraft during taxi maneuvers; and

operating electrically driven equipment on the aircraft during the taxi maneuvers without reductions in electrical load that are not commanded by the aircraft crew.

22. The method of claim 17, further comprising:

operating the engine during a cruise phase;

operating the engine during an idle decent phase; and

operating electrically driven equipment on the aircraft during the cruise and idle decent phases without reductions in electrical load that are not commanded by the aircraft crew.

23. The method of claim 17, further comprising maintaining the fixed frequency at a generally constant value over a flight that includes pre-takeoff ground maneuvers, takeoff, climb, cruise, decent, landing and post-landing ground maneuvers.

24. The method of claim 17, further comprising operating the engine at an idle speed that is independent of a load placed on the engine by distributing the first and second portions of energy to aircraft components.

25. The method of claim 17, further comprising:

operating a plurality of electrically driven devices during decent and landing; and

taxiing the aircraft after landing without reducing the number of operating electrically driven devices in electrical load in a manner that is not commanded by the aircraft crew.