Electric supply for aircraft gas turbine engine equipment

UKRAINE

(19) and A (11) 89082 (13) C2

(51) IPC (2009)

H02A 4/00 B64 41/00

MINISTRY OF EDUCATION SCIENCE OF UKRAINE

STATE DEPARTMENT OF INTELLECTUAL PROPERTY

DESCRIPTION

TO THE INVENTORY PATENT

(54) DEVICE FOR ELECTRIC POWER AND ADJUSTMENT TO THE OPERATION OF GASTOURBINNOGODIVIGUAN AIRCRAFT

(21) a200714692

(22) Feb 17, 2006

(24) 25.12.2009

(86) PCT / ЕР2006 / 060075, 17.02.2006

(31) 05 01642

(32) Feb 17, 2005

(33) RR

(46) Dec 25, 2009, BULL No. 24, 2009

(72) DJUBUA ZHILLE, YEAR, THE MEASURES OF THE REGIME, ER, VER-NOSHE MORIS, EP

(73) SPANNO SUEZ, EP

(56) UZ 5 764 502 A, 09.06.1998

UZ 2004/119454 A1, June 24, 2004

UZ 5 233 286 A, 03.08.1993

from 5,929,537 A, 27.07.1999

ΜΑΙ_ΥΟΝΑΥΟ M A YU - EVERY OOSHAMIY YOU HAVE ABYN3TYTUFE OR EBESTRISAB ΑN ^ EBESTROMSZENOYNEE33: "ROSHER MGNNASENMENN ΑN ^

OIZTRIVSH ^ ZUZTEM POP and the sea-EBESTRISAIRSRART (MAYUMEB) -RROSRAM ZTATyZ "RROSEEYU ^ NW RR toe 30TN. ^ TERZOSIETUΕNΕΡSΥ SΟNVΕΡ3YUN ΕNSINΕΕΡINSSΟNRΕΡΕNSΕ. ΟΡ ^ ΑN ^ Ο, RB, byBU 30 - AIS. 4.1995, NW RROSEEYU ^ OC ^ toe THERAPEUTICALLY UNDERSTANDING THE SOCIETY OF THE UNITED STATES OF AMERICA, ISTANBUL UNDERSTANDING (IESE), NATIONAL UNION, IEEE, ISSUE, UNION, 1 JANUARY 30, 30, 1995 (1995-07-30), REDEV 13-18, HR000730657 IZWM 0-7803-2771-3NIССЕМΑN Р Е ET AB "UYUS 270/115-puhib UASeiesyihis rovdeh depehayiipd vuvyiet yiesNpoIodubetopvyihayioh" AEROZRASE ΑN ^ EBESTROMSZSΟNRΕΡΕNSΕ, 1991. NΑΕSΟN 1991, RROSEEYU ^ NW RR toe IEEE 1991 NΑΤYUNΑ YUAUTO ^ ^ OH yZA 20-24 UIA 1991 NΕSH Wark , ΝΥ, iZA, IEEE, iZ, 20 tai 1991 (20.05.1991), REDEV 448-454, ХР010048147 ИЗВМ 0-7803-0085-8

(57) 1. Electric power supply device and actuation of the equipment of the gas turbine engine, containing the circuit of the electric supply, which belongs to the engine and different from the onboard electrical network of the aircraft, and the circuit of excitation, control or feedback of the electrical equipment of the engine, which is different , the circuit of the electric power supply of the engine contains the first bus of the distribution of a constant or alternating electric voltage for excitation circuits, driven-

n feedback or feedback of the first group of electric equipment of the engine, the second distribution bus of the constant or alternating electric voltage for the convoy of excitation, control or feedback of the other group of electric equipment of the engine, which requires electrical power, higher, nie electric power equipment of the first group , a third tire that has a connection for receiving the electric energy from the source and is connected to the first bus and the second bus for their power supply.

2. The device according to claim 1, characterized in that the third tire is connected to the on-board electric vehicle of the aircraft.

3. The device according to claim 1, characterized in that the third tire is connected to an electric generator, which is intended to feed the circuit of the electric motor supply and is driven by this engine.

4. A device according to any one of the preceding claims. 1-3, which is characterized in that the first bus is connected to the third one by means of at least one voltage transformer or transformer.

5. The device according to any of the preceding claims. 1-4, which is characterized in that the second bus is connected to the third bus by means of at least one voltage transformer or transformer.

6. A device according to any one of the preceding claims. 1-5, which is distinguished by the fact that the electrical equipment of the engine belonging to the first group is an arrangement requiring for its operation an electrical power of less than 100 watts.

7. A device according to any one of the preceding claims. 1-6, which differs by the fact that the electric equipment of the engine belonging to the first group contains at least one type of equipment selected from the group consisting of the module for electronic regulation of the engine, the valves for adjusting the total flow of fuel supplied to the engine, the system control of the working capacity and use of the engine of the engine, the valve of temporary discharging of the compressor, valves for regulating the fuel consumption, fed into the nozzles of the combustion chamber of the engine, the valves for adjusting the flow of air for adjusting the gap on rshynah prystroyuzapalennya turbine blades and fuel.

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8. The device according to any one of the preceding claims. 1-7, characterized in that said other electrical equipment of the engine comprises at least one type of equipment selected from the group consisting of devices for controlling the angle of the installation for the spatula with a variable angle of the installation, the valves of the regulated discharge of the compressor and the pump Contour power supply engine fuel.

9. The device according to any of the claims. 1-8, which is distinguished by the fact that the contours of excitation, control or

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feedback, at least partially, locally located at the level of the relevant equipment.

10. The apparatus of claim 9, wherein the excitation, control or feedback loops, at least partially, are embedded in the corresponding equipment.

11. The device according to any one of the preceding claims. 1-5, which is distinguished by the fact that the control systems of the gap on the ends of the turbine blades contain electrical heating devices directly feeding on the third bus.

The branch of technology

The proposed invention relates to the electrical supply of aviation gas turbine engine equipment.

The prior art

The traditional scheme of electric energy production based on aviation gas turbine engine is known (shown in FIG. 1).

An electric generator, such as a generator with integrated drive (SU), driven by a motor, generates electric energy on a tire alternating current (AS bus), which is the time of the circuit of distribution of electric energy of an airplane. This circuit usually additionally contains a bus of the following current (tire ЮС), which feeds from the шинимисмин current AC of the transformer-rectifier ТЕи. Systems of production and distribution of electric energy for electric networks of the aircraft are described, in particular, in the patent documents BIZ 5764 502, and 5 5 233 286, from 2004/119454 and EPO 838396.

In the case when a determined mode of operation of the engine is achieved, the electronic control module (ECC) associated with the engine is powered by a generator, for example, from the alternator current generator with permanent magnets (PMA), which is installed on the gear selector power for actuation of the auxiliary equipment mechanically connected to the turbine shaftengine. The ECU module is also connected to the DC constant bus, as illustrated in the above drawing, or, as an implementation version, associated with the AC bus electric circuit of an airplane to receive an electrical power supply until sufficient engine operation has been achieved so that to provide the extra-ordinary electric power generator PMA or in case of failure of this generator.

A scheme similar to that shown in FIG. 1 exists for each engine of the aircraft, allowing the ma-ti at the disposal of several sources of electric power.

The ECU uses the electric energy received to ensure that its components can function and act on different engine bodies, such as probes and sensors, electric screens or servo valves requiring limited electrical power. The ECU module typically contains two identical reserved parts or two channels (1/2 ECU).

As the closest technical solution, a patent of 5,764,502 is disclosed, in which the system disclosed

Ma for the generation of electrical energy, which hasdifferent sources of energy and contains the first and second blocks of conversion and distributionenergy (BP1 and BP2), each of which is electrically connected to one of the sources of energy. The specified blocks БП1 and БП2 carry out the regulated supply of the electric energy on the main connected energy distribution and additionally transform energy into the second type of energy. The second type of energy is fed into the secondary connected with the first bus of the ro-division of energy and the output of the transformed energy. The system also contains an auxiliary power source source and an auxiliary power conversion and distribution unit (UPS), which is electrically connected to the auxiliary source. The UPS provides regulated power supply to the main distribution bus. In addition, blocks БП and ВБП each regulates the delivery of the electric energy variable to the necessaryenergy from the connecting bus АС. The system additionally contains a central transformation unit and power distribution (CBP), which is electrically connected with the output of the converted voltage of each block of the BP and with the output of the transformed voltage of the UPS. The CBP selectively transforms the second type of energy from each block of DB and UPS into a standby type of energy. This reserve energy is managed under the control of an emergency distribution.

Brief description of the essence of the invention

The invention in question relates, more specifically, to the electrical circuits of gas turbine engines, but not to the electrical circuits of aircraft.

A technical object of the present invention is to create a new structure for the distribution of electric energy in an aeronautical gas turbine engine, where it is believed that the increasing amount of equipment of the engine used for its operation electric energy instead of hydraulic energy.

This technical problem is solved by means of the electric power supply and bringing the operation of the equipment of the gas turbine engine of the aircraft, which contains the circuit of the power supply, which is on the engine and is different from the on-board electric network of the aircraft, and the circuit of excitation, control or feedback of the electrical equipment of the engine, with the contour electric power engine has in its composition the first bus of the distribution of a constant or alternating electric voltage for the circuit of excitation, control or feedback of the first group of electrons Hexadecimal obladnannyadvyhuna, the second tire distribution changes permanent or term-voltage circuits for excitation, control or other group feedback electron-

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tricycle equipment of an engine requiring electric power, a higher than electric power of equipment of the first group, and a third sh-well having a connection for receiving an electric energy from a source and associated with said first bus and with said second tire for their nutrition.

The required electric power may be selected from the on-board electrical distribution network of the aircraft. The presence of a special generator, designed to feed engine units, when it is not required. Since the consumption of aircraftelectric energy is increasing, more and more significant electic power should be supplied to the electric network of the aircraft. At the same time, since the electric power required to supply the engine is relatively small compared with the electric power of the onboard network, it can be selected from this on-board network without significant undesirable consequences.

However, it remains possible to use a specific source of electrical energy, such as a generator specially designed for equipping the engine and driven by this engine to produce the necessary electrical power at full autonomy of the engine.

In the case when the source of electric energy is the source of the alternating electric voltage, for example, the voltage from the aircraft electrical network of the aircraft (for example, 115V or 230V alternating current with a frequency of 400 Hz or variable frequency), or a generator designed for the engine equipment, can be considered different variants of realization of the device of electric power supply of the engine, namely:

the first embodiment, according to which the first bus represents the distribution bus of the variable electrical voltage associated with the third bus with the help of a transformer and, preferably, an auto-switch, while the second bus is a voltage distribution bus of the electric voltage variable, which may be p sewn with a third tire on-one with the help of an automatic circuit breaker, in which case the voltage on the second tire is the same as the voltage on the third tire,

a second embodiment, according to which the first bus is a bus of distribution of a constant electric voltage associated with a third bus by means of a voltage converter or transformer-rectifier and, preferably, an auto-switch, while the second bus is a variable distribution bus electric voltage, which can be connected with the third bus by one with the help of an automatic circuit breaker, as well as the first mode of realization,

a third embodiment, according to which the first bus is a constant voltage distribution bus, as in the second realization method, whereas the second bus represents a split bus of a constant electric voltage connected to the third bus by means of a converter on- the rectifier transformer and, more preferably, the circuit breaker,

fourth embodiment, according to which the first bus represents the distribution bus of the alternating electric voltage, as in the first method

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implementation, and the second bus represents a bus for the distribution of constant voltage, as in the third way of implementation.

It should be noted that in the first and second versions of the implementation of the second tire may be flush with the third tire using a transformer torque in the case when the voltage of the alternating current, which is desirable to have on the second bus, differs from the voltage that is on third bus

In the case when the electric power source is a source of constant voltage, for example, if such a source is an onboard electric network of an airplane (for example, a voltage of 270VDC), the fifth variant of the implementation of the device of electric power supply of the engine may be considered, according to which the first bus is a bus of the distribution of a constant electric charge connected to the third bus by means of a voltage converter and, preferably, an automatic circuit breaker, while the second electric distribution bus may be related with a third shi-noy simply by means of an automatic circuit-breaker, and the electric voltage in the second-wave is the same as the voltage on the third bus. However, there can be provided a voltage converter, installed between the second bus and the third bus, in the case,

The first electric power supply is advantageously used for power supply of electrical equipment, classified in the first group and which requires for its operation electric power level, for example, less than 100 watts. This electric equipment of the first group may contain one or several types of equipment, selected among the module of electronic regulation of the engine, clusters of regulation of the total fuel consumption, supplied to the engine, the control system of workability and the use of engine organs, valves for temporarily unloading the compressor, valves regulating fuel consumption, which is fed into the combustion chamber engine, the valves for adjusting the air flow to adjust the gap on the edges of the blades of the turbine and the ignition fuel.

Other electrical equipment may contain one or more types of equipment selected from the device for controlling the angle of the installation for the camshafts with a variable angle of the installation, the regulated discharge of the compressor and the pump fuel supply circuit.

According to one of the characteristics of the device of the power supply according to the invention, the electrical equipment of the engine is associated with the electronic circuit of excitation, control or feedback, and at least some part of these electronic circuits locally located at the level of the corresponding equipment or built in this equipment and feed on the aid gyu tires of electric power supply.

According to an embodiment of the device,

the power supply according to the invention that

A system for adjusting the gap is proposed

The peaks of the turbine blades contain electric on-

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heating devices feeding directly from the third tire.

Brief description of the drawings

The proposed invention will be better understood from the following description of the illustrative and non-limiting examples of its implementation with the instructions in the attached drawings, in which:

FIG. 1 depicts a known scheme for generating and discharging electric energy for an electric plane of an aircraft and an electric power supply circuit for the engine aircraft; FIG.

Figs. 2-6 are various variants for implementing the electrically powered electric motor circuit of the aircraft engine according to the invention;

FIG. 7 is a part of the electrical power supply circuit of FIGS. 2-6 according to the invention; FIG.

8 to 9 illustrate two embodiments of the electrical supply circuit of FIG. 2 according to the invention.

Detailed description of the preferred embodiment of the invention

In Figs. 2-6 pos. 10 and 20 indicate the corresponding airplane and turbine engine installed on this aircraft.

One or (as shown in the drawings), the twoelectric generators 21 are driven by the engine 20 to generate the electric power required for the electric power distribution network of the aircraft. Preferably, here are the use of earthing machines that have the ability to function as an electric starter, and then an electric generator driven by the turbine of the engine, that is, machines commonly designated by the abbreviation 3 / C (Ziaigie / Sepegaiog). As a backup, one or twin generators driven by another aircraft engine also provide electric power to the electric distribution network of the aircraft in parallel with generators 21 to have backup sources of power for the aircraft. Electricity energy is converted into a distribution electrical network of the aircraft in the variable electric voltage,

The electrical energy necessary for the operation of the electric equipment of the engine is selected from the electric distribution network of the aircraft through the 12, 12 'power line.

In the implementation method shown in FIG. 2, through the lines 12, 12 'of the supply, an alternating electric voltage is provided.

The electric power line 12 is directly connected to the 22-circuit electric power supply of the aircraft. The first 24A bus of the distribution of the alternating electric voltage is connected to the bus 22 with the help of the automatic switch 26 and the transformer 27. Transformer 27 transforms the alternating electric voltage supplied from the electric distribution network of the aircraft through the bus 22 in the alternating electric voltage, which has a slightly lower amplitude , for example, in a voltage close to 115 V AC. The second 30A AC bus of the split of the electric voltage variable is connected with

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bus 22 using an automatic switch32.

24A AC bus is used to supply the electric power required for operation or for the activation of the electric equipment of the engine, which requires relatively small power, which usually has a value less than 100 W. This equipment may contain one or more of the following types of equipment:

Reserved electronic engine regulation module, or ECU, schematically represented on the drawings in the annexes by two-identical circuits (one of which is back-up), labeled as "1/2 ECU";

fuel consumption control valve (TESU, Eeiiiom Sopigoi Uayuye), the control circuit for total fuel consumption supplied to the engine, such as, for example, an electric control valve;

excess valve overload speed (RAM, OUEG ZRESE UIAUE) con-tour of the regulation of the total fuel consumption supplied to the engine, for example, the valve with non-directional control, operated by an electric shaft;

the system of management of efficiency and use of engine bodies (NiMZ, NeaII aks BieedMapadelpe Zueit), which provides useful information for diagnostics of malfunctions and technical service of the engine bodies;

the valve of the fuel consumption control system supplied to the combustion chamber nozzles of the engine, for example, a system of type (TARZ Tmip-Apiyagrge-Moggi Sot'yiIog);

valve temporary discharging compressor (TVU Tgapiyepi Vieyes Upeye), ie the valve, which is actuated in the course of the implementation of somespecific phase of flight, for example, on take-off;

Air flow control valve for systems for adjusting the clearance on the tops of the blade for a low pressure turbine and a high-pressure turbine (BRTASS, I_M Rugesi Tiguepa AziyueSeaagapse Sopigoi and NRTAsS Nid Rheeige TigierAsiyue Sieagapse Sopigoi);

device "YuYiT1OY" ignition for candlesengine.

The 30A AC bus is used to supply the electric power required to drive the equipment of an engine that drives relatively high electric power. This equipment may contain one or more of the following types of equipment:

a device for controlling the angle of the blade setter with a variable angle of the type of installation (UZU, Uighaieu Ziaoog Upeye), namely, the blades of the levels of the V-straightening apparatus of the compressor;

valve of regulated unloading of compressor (UVV, Vagye Vieyes Upeye), that is, a valve that can be actuated throughout the flight;

Electric pump for the overall fueling of the engine life, in particular, a bulk hex-pump (SR, Seag Ritr).

As a reservation, the 12 'power line is wireless

It is rarely connected with the tire 22 ', which provides

Separation symmetrically with respect to the tire

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22, an alternating electric voltage on a bus 24'A AC with the help of an automatic pick-up switch 26 'and a transformer 27' and which provides distribution of the alternating electric voltage on the bus 30'A AC using the automatic switch 32 '. Equipment that feeds through the 24'As and 30'AS, is the same equipment that feeds through 24A and 30AZ tires.

Of course, the above list of equipment is not exhaustive.

3 is a second embodiment of the motor power supply circuit, which differs from the embodiment disclosed in FIG. 2, by the fact that the first bus is a bus 24/8 of the distribution of a constant electric voltage connected to the bus 22 via an auto-circuit breaker 26 and the circuit of the voltage converter28. The voltage converter 28 transforms the alternating electrical voltage supplied through the bus 22 into a constant electric voltage of a slightly lower ampere, for example, at a voltage of about 28V DC. Preferably, a protected transducer 28 is used here to provide protection against short-term power breaks for supplying the 24-hour bus in the case of short-term breaks in the supply of an alternating electric voltage. In a similar manner, the bus 22 'is connected to the bus 24'

4 shows a third embodiment of the motor power supply circuit, which differs from the implementation method presented in Fig.3, by the fact that the second bus is a bus 30 of the distribution of the constant electric voltage connected to the bus 22 by means of the automatic switch-off 32 and a transformer-rectifier or converter-voltage 33, preferably protected from short-term power breaks. A transformer-rectifier or converter 33 transforms the alternating electric voltage supplied through the bus 22 to a constant electric voltage in (for example, in a voltage of 270V DC in case, when the bus 22 provides a distribution voltage of 115V AC). Similarly, the tire 22 'is connected with the bus 30OS of the constant voltage by means of the circuit breaker 32'i of the transformer-rectifier or the converter33' of the voltage,

5 shows a third embodiment of an engine power supply circuit that differs from the version implemented in FIG. 2 by the fact that the second tire represents a tire for distributing 30 dB of the constant voltage, the same as that of the tire in FIG. 4, which is fed from the bus 22, a switch-off switch 32 and a transformer-rectifier or voltage converter 33, advantageously protected from short-term retention. Similarly, the 30OS bus is powered by the bus 22 'via the automatic switch 32' and the transformer-rectifier or the converter 33'voltage.

It should be noted that in the implementation methods shown in FIGS. 2 and 3, 30A &

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It is horrible to be connected with tires 22 and 22 'for the help of transformers if the desired voltage on these axes 30АС and 30'АС differs from the voltage that is on tires 22 and 22'.

In a method of implementing Fig. 6, lines 12, 12 'live, direct current is supplied directly to the bus 22, 22' of the supply of a constant current from the electric power supply circuit of the air. In this case, the first bus 24/10 of the constant voltage distribution is connected to the bus 22 with the help of the automatic circuit breaker 26 and the transformer 29 of the voltage transforming the constant voltage of the bus from the bus 22 (for example, the voltage is 270 VDC from the distribution network direct current of the aircraft) to a lowered constantelectric voltage (for example, a voltage of 28Vdc). The second distribution bus of the constant voltage is connected to the bus 22 by means of the automatic switch 32. Similarly, the bus 24/10 of the constant voltage distribution is connected to the bus 22 'with the help of the circuit breaker 26'

It should be noted that, in the implementation method shown in FIG. 6, the tires 30O and 30O can be coupled to the tires 22 and 22 'with the help of voltage converters if the desired voltage on these shis 30/18 and 30' differs from the tension that exists in tires 22 and 22 '.

The choice of a particular embodiment from those that were described in the previous statement is carried out in the function of electric voltage in the aircraft electrical network and the desired characteristics of the power supply needed to control the operation of the electric equipment of the engine.

The operation of some types of equipment simply means the availability of electrical power. This applies, in particular, to equipment labeled as 1/2 ECU and semiconductor powered by parallel 24A, 24OS or 24AAC, 24 '

Operation of one or several other types of equipment requires the simple availability of the electrical supply of the excitation circuit. In the example of implementation in FIG. 7, such equipment may include a spark plug from the contour "ΙΟΝΙΤΙΟΝ", which is associated with the electronic excitation circuit Tc, which is fed in parallel with the help of tires 24, 24 '(that is, with the help of 24 AC alternating current or 24 V DC and bus tires 24'AC alternating current or 24 ° C direct current). If necessary, the TC can be duplicated to provide a reservation.

The operation of the electric pump SR is based on the use of the electric motor of the EM and the circuit of the electronic control of this motor of the EM (FIG. 7). The electric motor EM, which feeds parallel to the tires 30 and 30 '(that is, from tires 30A AC or 30OS dc and tires 30' AC or 30 ° AC current). Winding the electric motor EM itself, if necessary, may be double-

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You have to provide a reservation, just as the circuit connected by this engine is electronically controlled.

Operation of one or more of the other types of equipment is controlled by means of an electromechanical actuator containing means of propulsion in motion, such as lifts, motors or electric coils. To equipment of this type canbe included, in particular, the equipment, markedpositions ΡΡΟν, Οδν, ΤΑΡδ, ΤΒν, НРАТАСС, И.РТАСС, νδν and νΒν. In the case when you need enhanced safety of functioning, the electric-night drive is duplicated with the reasoningNew reserve. This applies, in particular, to the case of using the equipment PP-type, Οδν, ΤΒν, νδν and νΒν (Fig. 7) with its reserve electromechanical actuators AEM and AEM '. Each electromechanical drive is fed in parallel with tires 24, 24 'or 30, 30' tires. In other cases, only one electromechanical AEM drive can be provided, for example, for equipment of type NTRASS and I_RATASS, and this drive, in the case considered here, is powered by tires 24, 24 '.

Additionally, equipment with an adjustable position may be associated with loopback loops, allowing them to maintain their real position detected by the sensor in accordance with a predetermined position. This can be adjusted, for example, equipment of the type РР ^, νδν, νΒν, НРТАсС, и_РТАСС, in which the electromechanical AEM drives are guided by the corresponding electronic circuits δС and δθ of the feedback loop. The same situation is typical of the equipment type Οδν, as in the example illustrated hereimplementation, if the possibility of regulating the flow of fuel in a reduced range is assumed after the detection of excessive excessive speed of rotation or excessive draft.

In the exemplary embodiment described, the electron contours of the TC, SS, δS and δθ are locally located in the immediate proximity of the associated equipment or integrated into this equipment. These contours of the TC, SS, δС and δθ are supplied either from tires 24, 24 'or from tires 30, 30' and connected with equipment 1/2 EC and through special connections (not shown) for receiving control information or information about the given values ​​issued to those of the two channels of this equipment 1/2 EC, which in this case is valid. It should be noted that the electronic contouring equipment receiving a power electric power from the AC bus, can receive an electrical power from the DC bus. The placement of electronic control circuits on the level of controlled equipment allows for a 1/2 ECU power gain.

However, as an option to implement the function of one ormultiple electronic circuits TC, Cs, δС and δθ can be embedded in equipment 1/2 EC, forming the appropriate connections between these circuits andrelevant equipment, motors or drives.

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In the drawings 2-6, it is also necessary to note the line 18, directly connecting the electrical distribution network of the aircraft with the valve for interrupting the supply of fuel (δΟν, δήιιί Ο1Γ ναΐνο), and which allows steering by stopping the engine directly from the cockpit of the aircraft or from the automatic re-tuning system engine

In the previous statement, it is stated that the functions of IRPASS or NRTAs are provided by controlling the air flow that hits the turbine rings in order to control the dimensional changes by affecting the temperature of the sector sectors. As an embodiment, the same functions can be provided in a known manner by means of electric heating of the protrusions of the support collar of the ring. As shown in FIG. 8, the i_RATSS and NRTAS systems can be fed in parallel directly from the tires 22, 22 'with the introduction of the stirrer circuit breakers 23, 23' and 25, 25 '. Interrupting rounds (not shown) are related to the I_RATSS and NRTAS systems and are operated with 1/2 EC systems to provide control of the live-on life of the tire 22, 22 'or the interruption of this power.

Although FIG. 8 shows a variant of the method for realizing the power supply circuit given in FIG. 2, the same embodiment may be applied to the implementation methods presented in FIGS. 3-6.

Compared to the prior art in this field, the advantage of the proposed invention is to provide the possibility of general electrical power for various electrical equipment of the engine.

Another specific advantage illustrated in this circuit is the fact that the electrical energy required for the operation of the electric equipment of the engine is discharged from the electric distribution network of the aircraft. This does not represent a significant lack of fatigue when the power that the electric distribution network roztashovuyetsyav aircraft is mv-term in order to meet the growing con-bang in the electrical energy necessary for the operation of aircraft equipment as elektrychnapotuzhnist required for electrical functioning engine equipment, represents a small part of this available capacity.

As an embodiment, as shown in FIG. 9, there is, however, the possibility of directly feeding the bus 22 (and the bus 22 ', respectively) from at least one of the reserved generator 34, which belongs to the engine, and driven by this engine, and the automatic switches 35 , 35 'are inserted on the lines linking this generator 34 to the tires 22 and 22', with the lines 12 and 12 'not being used here.

Since the generator 34 produces, if necessary, an alternating or constant electrical voltage, its use can be considered not only in the realization of the method shown in FIG. 2 (FIG. 9), but also in the implementation methods presented in FIG. 3-6.

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FIG. 2

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Computer layout L. Litvinenko A copy of the 28 copies.

Ministry of Education and Science of Ukraine

State Department of Intellectual Property, st. Uritskogo, 45, Kyiv, SME, 03680, Ukraine

State Enterprise "Ukrainian Institute of Industrial Property", st. Glazunova, 1, Kyiv - 42, 01601