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US 2012/0091716 A1 Cote Et Al US 20120091716A1 (19) United States (12) Patent Application Publication (10) Pub. No.: US 2012/0091716 A1 Cote et al. (43) Pub. Date: Apr. 19, 2012 (54) SYSTEMS AND METHODS FOR PROVIDING Publication Classification ACPOWER FROMMULTIPLETURBINE (51) Int. Cl. ENGINE SPOOLS HO2K 7/18 (2006.01) FOID 5/10 (2006.01) (75) Inventors: Richard A. Cote, Mill Creek, WA (52) U.S. Cl. .......................................................... 290/46 (US); Farhad Nozari, Woodinville, WA (US) (57) ABSTRACT Systems and methods for providing AC power from multiple (73) Assignee: The Boeing Company, Chicago, IL turbine engine spools are disclosed. An aircraft system in a (US) particular embodiment includes an engine having a first shaft connected and a second shaft. The aircraft system can further include a bus system and a first energy converter including a (21) Appl. No.: 13/275,160 starter/generator, coupled between the first shaft and the bus system to convert a first variable frequency energy transmit (22) Filed: Oct. 17, 2011 ted by the first shaft to a first generally constant frequency energy. A second energy converter can be coupled between Related U.S. Application Data the second shaft and the bus system, with the second energy converter including a generator to convert a second variable (63) Continuation of application No. 12/326,633, filed on frequency energy transmitted by the second shaft to a second Dec. 2, 2008, now Pat. No. 8,039,983. generally constant frequency energy. fift N f36 O GENERATOR CONTROL VARABLE FREQUENCY VARIABLE FREOUENCY TO CONSTANT STARTER/GENERATOR FREQUENCY CONVERTER 144a AIRCRAFT DEVICES TO ENERGY TO TE CONVERTER SWITCH Patent Application Publication Apr. 19, 2012 Sheet 1 of 5 US 2012/0091716 A1 S. s \ Sws YN Sp Patent Application Publication Apr. 19, 2012 Sheet 2 of 5 US 2012/0091716 A1 -10 CONTROLLER START GENERATOR f34 CONVERTER CONTROL UNIT 130a N - : STARTER GENERATOR 111 AIRCRAFT DEVICES f43 AIRCRAFT DEVICES 144b GENERATOR CONTROL UNIT Patent Application Publication Apr. 19, 2012 Sheet 3 of 5 US 2012/0091716 A1 Patent Application Publication Apr. 19, 2012 Sheet 4 of 5 US 2012/0091716 A1 15f Fig. 3D Patent Application Publication Apr. 19, 2012 Sheet 5 of 5 US 2012/0091716 A1 MON3ñÒ383318WINWA HOLYHEN30/83INVIS US 2012/0091716 A1 Apr. 19, 2012 SYSTEMS AND METHODS FOR PROVIDING transmission connected between the first shaft and the starter/ AC POWER FROM MULTIPLETURBINE generator. The continuously variable transmission can ENGINE SPOOLS include a variable rotation rate input shaft and a constant rotation rate output shaft. In another embodiment, the starter/ TECHNICAL FIELD generator can include a variable frequency generator and the first energy converter can further include an electrical inverter 0001. The present disclosure is directed generally to sys coupled to the starter/generator to receive a variable fre tems and methods for providing alternating current (AC) quency electrical power and produce a constant frequency power from multiple turbine engine spools, for example, con output power. stant frequency AC power from multiple spools of an aircraft 0006. A method for operating an aircraft system in accor turbofan engine. dance with a particular embodiment includes starting a tur bofan engine by driving a first shaft with a starter/generator, BACKGROUND with the first shaft being connected between a compressor and 0002 Modern commercial transport aircraft are typically a first turbine of the engine. The method can further include driven by two or more high bypass ratio turbofan engines. extracting a first portion of energy from the first shaft with the These engines include a fan that provides a significant frac starter/generator, and extracting a second portion of energy tion of the overall propulsion system thrust. An engine core from a second shaft connected between a fan and a second drives the fan as well as one or more compressors, and pro turbine of the engine. The first portion of energy can be duces additional thrust by directing exhaust products in an aft converted from a first variable frequency to a first fixed fre direction. quency, and the second portion of energy can be converted 0003. In addition to providing thrust to propel the aircraft, from a second variable frequency to a second fixed frequency and powering the aircraft hydraulic and pneumatic systems, generally identical to the first fixed frequency. The method the turbofan engines provide electrical power to many aircraft can still further include distributing the first and second por components, including the environmental control system, air tions of energy to aircraft components via a common electri craft computers, hydraulic motor pumps, and/or other motors cal bus. and electrical devices. One approach to obtaining electrical power from the aircraft engines is to convert the rotational BRIEF DESCRIPTION OF THE DRAWINGS motion of the turbomachinery components to electrical power. While this approach has been generally effective, the 0007 FIG. 1 is a partially schematic, isometric illustration manner in which the power is extracted from the engines is of an aircraft that can include power systems in accordance not always efficient. This in turn can create additional ineffi with embodiments of the disclosure. ciencies as automated aircraft systems and/or crew compen 0008 FIG. 2 is a schematic diagram illustrating compo sate or overcompensate for an initially inefficient power nents of a system for producing AC electrical power from an extraction. Accordingly, there remains a need for more effi aircraft engine in accordance with a particular embodiment. cient techniques for extracting electrical power from aircraft 0009 FIGS. 3A-3D illustrate constant speed drives con turbofan engines. figured in accordance with embodiments of the disclosure. 0010 FIG. 4 illustrates an arrangement for providing con SUMMARY stant frequency AC power in accordance with another embodiment of the disclosure. 0004. The following summary is provided for the benefit of the reader only, and is not intended to limit in any way the DETAILED DESCRIPTION invention as set forth by the claims. An aircraft system in accordance with a particular embodiment includes a turbofan 0011. The following disclosure describes systems and engine that in turn includes a compressor, a first turbine, and methods for providing alternating current (AC) power, e.g., a first shaft connected between the compressor and the first constant frequency power, from multiple turbine engine turbine. The engine further includes a fan, a second turbine, spools, and associated systems, arrangements and methods. and a second shaft connected between the fan and the second Certain specific details are set forth in the following descrip turbine. The system can further include a power bus, a first tion and in FIGS. 1-4 to provide a thorough understanding of energy converter coupled between the first shaft and the various embodiments of the disclosure. Other details describ power bus, and a second energy converter coupled between ing well-known structures and systems often associated with the second shaft and the powerbus. The first energy converter aircraft power systems are not set forth in the following can include a synchronous starter/generator and can be posi description to avoid unnecessarily obscuring the description tioned to convert a first variable frequency energy transmitted of the various disclosed embodiments. by the first shaft to a first generally constant frequency energy. 0012 FIG. 1 is a partially schematic, isometric illustration The second energy converter can include a synchronous gen of an aircraft 100 that includes a fuselage 102, wings 101, and erator and can be positioned to convert a second variable an empennage 103. The empennage 103 can include horizon frequency energy transmitted by the second shaft to a second tal stabilizers 104 and a vertical stabilizer 105. The aircraft generally constant frequency energy, with the second gener 100 further includes a propulsion system 110. In a particular ally constant frequency energy in phase with and at generally embodiment shown in FIG. 1, the propulsion system 110 the same frequency as the first generally constant frequency includes two wing-mounted nacelles 112, each carrying a energy. A controller can be operatively coupled to the starter/ turbofan engine 111. In other embodiments, the propulsion generator and the generator, for example, to control functions system 110 can include other arrangements, for example, of these components. engines carried by other portions of the aircraft 100 including 0005. In a further particular embodiment, the first energy the fuselage 102 and/or the empennage 103. In a particular converter can include a mechanical continuously variable embodiment shown in FIG. 1, the engines 111 include high US 2012/0091716 A1 Apr. 19, 2012 bypass ratio turbofan engines, but in other embodiments, the aspect of this embodiment, the electrical power provided by engines 111 can have other configurations, including turbojet the starter/generator 132 is provided in phase with the elec arrangements. In any of the foregoing embodiments, trical power provided by the generator 133. mechanical energy is extracted from the engines 111 and 0016. The first energy converter 130a and the second converted to electrical energy to power a variety of compo energy converter 130b are both coupled to an electrical power nents and systems on board the aircraft, including, but not bus 140. In a particular embodiment, the first energy con limited to environmental control systems, computer systems, verter 130a is coupled to a first portion 141a of the bus 140 via electrical actuators, and electrical motors. Further details of a first contactor 142a. The second energy converter 130b is arrangements for providing the power in an efficient manner coupled to a second portion 141b of the bus 140 via a second are described below with reference with to FIG. 2-4. contactor 142b. The two portions 141a, 141b of the bus 140 0013 FIG. 2 is a schematic block diagram of a represen are coupled via a tie switch or other coupling 143 that is tative system 110 that includes one or more engines 111 (one normally closed.
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