U.S. patent application number 15/245257 was filed with the patent office on 2017-09-07 for propulsion system for an aircraft.
The applicant listed for this patent is General Electric Company. Invention is credited to Glenn Crabtree, Kurt David Murrow, Matthew Ryan Polakowski, Randy M. Vondrell.
Application Number | 20170253340 15/245257 |
Document ID | / |
Family ID | 58228003 |
Filed Date | 2017-09-07 |
United States Patent
Application |
20170253340 |
Kind Code |
A1 |
Vondrell; Randy M. ; et
al. |
September 7, 2017 |
PROPULSION SYSTEM FOR AN AIRCRAFT
Abstract
A propulsion system for an aircraft includes an electric
generator and a turbomachine. The turbomachine is configured to be
mounted to a first wing of the aircraft and is operable with the
electric generator. The propulsion system additionally includes a
first propulsor mechanically coupled to a shaft of the turbomachine
and a second propulsor assembly configured to be mounted at a
location away from the turbomachine and the first propulsor. The
electric generator is in electrical communication with the second
propulsor assembly for powering the second propulsor assembly.
Inventors: |
Vondrell; Randy M.;
(Cincinnati, OH) ; Polakowski; Matthew Ryan; (West
Chester, OH) ; Murrow; Kurt David; (Liberty Township,
OH) ; Crabtree; Glenn; (Oregonia, OH) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
General Electric Company |
Schenectady |
NY |
US |
|
|
Family ID: |
58228003 |
Appl. No.: |
15/245257 |
Filed: |
August 24, 2016 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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62304450 |
Mar 7, 2016 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
Y02T 50/62 20130101;
B64D 2027/026 20130101; B64D 2221/00 20130101; B64D 27/18 20130101;
F01D 15/10 20130101; B64D 27/24 20130101; Y02T 50/60 20130101 |
International
Class: |
B64D 27/18 20060101
B64D027/18; F01D 15/10 20060101 F01D015/10; B64D 41/00 20060101
B64D041/00; B64D 27/24 20060101 B64D027/24; B64C 11/30 20060101
B64C011/30 |
Claims
1. A propulsion system for an aircraft comprising a first wing and
a second wing, the propulsion system comprising: an electric
generator; a turbomachine configured to be mounted to the first
wing of the aircraft and comprising a turbine section and a shaft,
the shaft rotatable with at least a portion of the turbine section,
the turbomachine operable with the electric generator; a first
propulsor mechanically coupled to the shaft of the turbomachine;
and a second propulsor assembly configured to be mounted to the
second wing at a location away from the turbomachine and the first
propulsor, the electric generator in electrical communication with
the second propulsor assembly for powering the second propulsor
assembly, wherein the second propulsor assembly further includes an
electric motor.
2. The propulsion system of claim 1, wherein the first propulsor is
a fan, and wherein the turbomachine and the fan together form a
turbofan engine.
3. The propulsion system of claim 1, wherein the second propulsor
assembly includes a second propulsor, and wherein the second
propulsor is configured as a fan.
4. (canceled)
5. The propulsion system of claim 1, wherein the turbomachine
includes a power gearbox, and wherein the first propulsor is
mechanically coupled to the shaft of the turbomachine through the
power gearbox.
6. The propulsion system of claim 1, wherein the second propulsor
assembly is configured to be mounted to the second wing of the
aircraft.
7. The propulsion system of claim 1, further comprising: a power
storage device in electrical communication with both the electric
generator and the second propulsor assembly.
8. The propulsion system of claim 7, wherein the power storage
device is configured to be mounted within the second wing of the
aircraft.
9. The propulsion system of claim 1, wherein the electric generator
is positioned within the turbomachine.
10. An aircraft comprising: a fuselage, a first wing, and a second
wing, the first wing and a portion of the fuselage defining a first
side, and the second wing and another portion of the fuselage
defining a second side; and an asymmetric propulsion system
comprising an electric generator; a turbomachine mounted to the
first side of the aircraft, the turbomachine comprising a turbine
section and a shaft, the shaft rotatable with at least a portion of
the turbine section, the turbomachine operable with the electric
generator; a first propulsor mechanically coupled to the shaft of
the turbomachine; and a second propulsor assembly, including an
electric motor, mounted to the second side, the electric generator
in electrical communication with the electric motor for powering
the second propulsor assembly.
11. The aircraft of claim 10, wherein the turbomachine is mounted
to the first wing of the aircraft, and wherein the second propulsor
assembly is mounted to the second wing of the aircraft.
12. The aircraft of claim 10, wherein the first propulsor is a fan,
and wherein the turbomachine and the fan together form a turbofan
engine.
13. The aircraft of claim 10, wherein the second propulsor assembly
includes a second propulsor, and wherein the second propulsor is
configured as a fan.
14. (canceled)
15. The aircraft of claim 10, wherein the turbomachine includes a
power gearbox, and wherein the first propulsor is mechanically
coupled to the shaft of the turbomachine through the power
gearbox.
16. The aircraft of claim 10, wherein further comprising: a power
storage device in electrical communication with both the electric
generator and the second propulsor assembly.
17. The aircraft of claim 16, wherein the power storage device is
mounted within the second wing of the aircraft.
18. The aircraft of claim 10, wherein the electric generator is
positioned within the turbomachine.
19. A method for operating a propulsion system of an aircraft
comprising: powering, with a turbomachine mounted to a first side
of the aircraft, a first propulsor in mechanical communication with
the turbomachine; generating electrical power with an electric
generator powered by the turbomachine; and powering an electric
motor included in a second propulsor assembly mounted to a second
side of the aircraft with the electrical power generated by the
electric generator.
20. The method of claim 19, further comprising: storing a portion
of the electrical power generated with the electric generator in a
power storage device electrically connected to the electric
generator and the second propulsor assembly.
21. The propulsion system of claim 8, wherein the power storage
device is configured to be mounted within the second wing of the
aircraft to offset initial weight imbalances between the first and
second propulsor assemblies.
22. The aircraft of claim 17, wherein the power storage device is
mounted within the second wing of the aircraft to offset weight
imbalances between the first and second propulsor assemblies.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] The present application claims filing benefit of U.S.
Provisional Patent Application Ser. No. 62/304,450 having a filing
date of Mar. 7, 2016 and which is incorporated herein by reference
in its entirety.
FIELD OF THE INVENTION
[0002] The present subject matter relates generally to a propulsion
system for an aircraft, and an aircraft including the same.
BACKGROUND OF THE INVENTION
[0003] A conventional aircraft generally includes a fuselage, a
pair of wings, and a propulsion system that provides thrust. The
propulsion system typically includes at least two aircraft engines,
such as turbofan jet engines. Each turbofan jet engine is mounted
to a respective one of the wings of the aircraft, such as in a
suspended position beneath the wing.
[0004] For small passenger aircraft, the two aircraft engines may
be relatively small, low thrust generating aircraft engines.
However, as is generally understood, the relatively small aircraft
engines may not be as efficient as relatively large aircraft
engines, given that the aircraft engines are not entirely scalable.
Accordingly, a propulsion system for a small passenger aircraft
capable of achieving efficiencies close to relatively large
aircraft engines would be useful.
BRIEF DESCRIPTION OF THE INVENTION
[0005] Aspects and advantages of the invention will be set forth in
part in the following description, or may be obvious from the
description, or may be learned through practice of the
invention.
[0006] In one exemplary embodiment of the present disclosure, a
propulsion system for an aircraft is provided. The aircraft
includes a first wing and a second wing. The propulsion system
includes an electric generator and a turbomachine configured to be
mounted to the first wing of the aircraft. The turbomachine
includes a turbine section and a shaft, the shaft rotatable with at
least a portion of the turbine section, and the turbomachine
operable with the electric generator. The propulsion system
additionally includes a first propulsor mechanically coupled to the
shaft of the turbomachine, and a second propulsor assembly
configured to be mounted to one of the first wing or the second
wing at a location away from the turbomachine and the first
propulsor. The electric generator is in electrical communication
with the second propulsor assembly for powering the second
propulsor assembly.
[0007] In another exemplary embodiment of the present disclosure,
an aircraft is provided. The aircraft includes a fuselage, a first
wing, and a second wing. The first wing and a portion of the
fuselage define a first side, and the second wing and another
portion of the fuselage define a second side. The aircraft
additionally includes an asymmetric propulsion system. The
asymmetric propulsion system includes an electric generator and a
turbomachine mounted to the first side of the aircraft. The
turbomachine includes a turbine section and a shaft, the shaft
rotatable with at least a portion of the turbine section, and the
turbomachine operable with the electric generator. The propulsion
system additionally includes a first propulsor mechanically coupled
to the shaft of the turbomachine, and a second propulsor assembly
mounted to the second side. The electric generator is in electrical
communication with the second propulsor assembly for powering the
second propulsor assembly.
[0008] In an exemplary aspect of the present disclosure, a method
for operating a propulsion system of an aircraft is provided. The
method includes powering with a turbomachine a first propulsor in
mechanical communication with the turbomachine. The turbomachine is
mounted to a first side of the aircraft. The method also includes
generating electrical power with an electric generator, the
electric generator powered by the turbomachine. The method also
includes powering a second propulsor assembly mounted to a second
side of the aircraft with the electrical power generated by the
electric generator.
[0009] These and other features, aspects and advantages of the
present invention will become better understood with reference to
the following description and appended claims. The accompanying
drawings, which are incorporated in and constitute a part of this
specification, illustrate embodiments of the invention and,
together with the description, serve to explain the principles of
the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] A full and enabling disclosure of the present invention,
including the best mode thereof, directed to one of ordinary skill
in the art, is set forth in the specification, which makes
reference to the appended figures, in which:
[0011] FIG. 1 is a top view of an aircraft according to various
exemplary embodiments of the present disclosure.
[0012] FIG. 2 is a schematic, cross-sectional view of a gas turbine
engine in accordance with an exemplary embodiment of the present
disclosure, which may be mounted to the exemplary aircraft of FIG.
1.
[0013] FIG. 3 is a schematic, cross-sectional view of a propulsion
assembly in accordance with an exemplary embodiment of the present
disclosure, which may be mounted to the exemplary aircraft of FIG.
1.
[0014] FIG. 4 is a flow diagram of a method for operating a
propulsion system of an aircraft.
DETAILED DESCRIPTION OF THE INVENTION
[0015] Reference will now be made in detail to present embodiments
of the invention, one or more examples of which are illustrated in
the accompanying drawings. The detailed description uses numerical
and letter designations to refer to features in the drawings. Like
or similar designations in the drawings and description have been
used to refer to like or similar parts of the invention. As used
herein, the terms "first", "second", and "third" may be used
interchangeably to distinguish one component from another and are
not intended to signify location or importance of the individual
components.
[0016] Referring now to the drawings, wherein identical numerals
indicate the same elements throughout the figures, FIG. 1 provides
a top view of an exemplary aircraft 10 as may incorporate various
embodiments of the present disclosure. As shown in FIG. 1, the
aircraft 10 defines a longitudinal centerline 14 that extends
therethrough, a lateral direction L, a forward end 16, and an aft
end 18. Moreover, the aircraft 10 includes a fuselage 12, extending
longitudinally from the forward end 16 of the aircraft 10 to the
aft end 18 of the aircraft 10, a first wing 20, and a second wing
22. The first and second wings 20, 22 each extend laterally outward
with respect to the longitudinal centerline 14. The first wing 20
and a portion of the fuselage 12 together define a first side 24 of
the aircraft 10, and the second wing 22 and another portion of the
fuselage 12 together define a second side 26 of the aircraft 10.
For the embodiment depicted, the first side 24 of the aircraft 10
is configured as the port side of the aircraft 10, and the second
side 26 of the aircraft 10 is configured as the starboard side of
the aircraft 10.
[0017] Each of the wings 20, 22 for the exemplary embodiment
depicted includes one or more leading edge flaps 28 and one or more
trailing edge flaps 30. The aircraft 10 further includes a vertical
stabilizer 32 having a rudder flap (not shown) for yaw control, and
a pair of horizontal stabilizers 34, each having an elevator flap
36 for pitch control. The fuselage 12 additionally includes an
outer surface or skin 38. In certain embodiments, the aircraft 10
may be a relatively small aircraft 10, configured for carrying,
e.g., less than ten passengers. It should be appreciated however,
that in other exemplary embodiments of the present disclosure, the
aircraft 10 may additionally or alternatively include any other
suitable configuration. For example, in other embodiments, the
aircraft 10 may include any other configuration of stabilizer.
[0018] Referring now also to FIGS. 2 and 3, the exemplary aircraft
10 of FIG. 1 additionally includes a propulsion system 50 having a
first propulsor assembly 52 and a second propulsor assembly 54.
FIG. 2 provides a schematic, cross-sectional view of the first
propulsor assembly 52, and FIG. 3 provides a schematic,
cross-sectional view of the second propulsor assembly 54.
[0019] Referring particularly to FIGS. 1 and 2, the first propulsor
assembly 52 includes a turbomachine mounted, or configured to be
mounted, to the first side 24 of the aircraft 10, or more
particularly, to the first wing 20 of the aircraft 10. The first
propulsor assembly 52 additionally includes a first propulsor
mechanically coupled to the turbomachine. For the embodiment
depicted, the turbomachine is configured as a core turbine engine
102 and the first propulsor is configured as a fan 104.
Accordingly, the core turbine engine 102 and the fan 104 together
form, and the first propulsor assembly 52 may generally be referred
to as, a turbofan engine 100.
[0020] As shown in FIG. 2, the turbofan 100 defines an axial
direction A.sub.1 (extending parallel to a longitudinal centerline
101 provided for reference) and a radial direction R.sub.1. As
stated, the turbofan 100 includes the fan 104 and the core turbine
engine 102 disposed downstream from the fan 104.
[0021] The exemplary core turbine engine 102 depicted generally
includes a substantially tubular outer casing 106 that defines an
annular inlet 108. The outer casing 106 encases, in serial flow
relationship, a compressor section including a booster or low
pressure (LP) compressor 110 and a high pressure (HP) compressor
112; a combustion section 114; a turbine section including a high
pressure (HP) turbine 116 and a low pressure (LP) turbine 118; and
a jet exhaust nozzle section 120.
[0022] The exemplary core turbine engine 102 of the turbofan 100
additionally includes one or more shafts rotatable with at least a
portion of the turbine section and, for the embodiment depicted, at
least a portion of the compressor section. More particularly, for
the embodiment depicted, the turbofan 100 includes a high pressure
(HP) shaft or spool 122, which drivingly connects the HP turbine
116 to the HP compressor 112. Additionally, the exemplary turbofan
100 includes a low pressure (LP) shaft or spool 124, which
drivingly connects the LP turbine 118 to the LP compressor 110.
[0023] As stated, the first propulsor is configured as the fan 104
for the embodiment depicted. Further, the exemplary fan 104 is
configured as a variable pitch fan having a plurality of fan blades
128 coupled to a disk 130 in a spaced apart manner. The fan blades
128 extend outwardly from disk 130 generally along the radial
direction R.sub.1. Each fan blade 128 is rotatable relative to the
disk 130 about a pitch axis P by virtue of the fan blades 128 being
operatively coupled to a suitable actuation member 132 configured
to collectively vary the pitch of the fan blades 128. The fan 104
is mechanically coupled to the LP shaft 124. More particularly, the
fan 104, including the fan blades 128, disk 130, and actuation
member 132, is mechanically coupled to the LP shaft 124 through a
power gearbox 134, and is rotatable about the longitudinal axis 106
by the LP shaft 124 across the power gear box 134. The power gear
box 134 includes a plurality of gears for stepping down the
rotational speed of the LP shaft 124 to a more efficient rotational
fan speed.
[0024] Referring still to the exemplary embodiment of FIG. 2, the
disk 130 is covered by rotatable front hub 136 aerodynamically
contoured to promote an airflow through the plurality of fan blades
128. Additionally, the turbofan 100 includes an annular fan casing
or outer nacelle 138 that circumferentially surrounds the fan 104
and/or at least a portion of the core turbine engine 102.
Accordingly, the exemplary turbofan 100 depicted may be referred to
as a "ducted" turbofan engine. It should be appreciated that the
nacelle 138 may be configured to be supported relative to the core
turbine engine 102 by a plurality of circumferentially-spaced
outlet guide vanes 140. Moreover, a downstream section 142 of the
nacelle 138 may extend over an outer portion of the core turbine
engine 102 so as to define a bypass airflow passage 144
therebetween.
[0025] Referring still to FIG. 2, the propulsion system 50
additionally includes an electric generator 56, the turbomachine
100 operable with the electric generator 56. More particularly, the
electric generator 56 is positioned within the core turbine engine
102 of the turbofan engine 100 and is in mechanical communication
with one of the shafts of the turbofan engine 100. The electric
generator 56 is configured to convert mechanical power of the one
or more shafts to electric power. As depicted, in certain
embodiments, the electric generator 56 may be in mechanical
communication with the LP shaft 124, such that the LP shaft 124
drives the electric generator 56. It should be appreciated,
however, that in other embodiments, the electric generator 56 may
instead be in mechanical communication with, e.g., the HP shaft
122, such that the HP shaft 122 drives the electric generator 56.
Additionally, or alternatively, the electric generator 56 may be
positioned in any other suitable location within the core turbine
engine 102, or elsewhere. Notably, the electric generator 56 may,
in certain embodiments, be configured to function as an electric
motor as well. Accordingly, with such a configuration, the electric
generator 56 may additionally be capable of rotating the LP shaft
124 (and first propulsor/fan 104) of the turbofan engine 100.
[0026] Moreover, the propulsion system 50 depicted additionally
includes an electrical communication bus 58 to allow the electric
generator 56 to be in communication with one or more other
components of the propulsion system 50 and/or the aircraft 10. For
the embodiment depicted, the electrical communication bus 58
includes one or more electrical lines 60 connected to the electric
generator 56, and for the embodiment depicted, extending through
one or more of the outlet guide vanes 140.
[0027] It should also be appreciated that the exemplary turbofan
engine 100 depicted in FIG. 2 may, in other exemplary embodiments,
have any other suitable configuration. For example, in other
exemplary embodiments, the fan 104 may not be a variable pitch fan,
and further, in other exemplary embodiments, the LP shaft 124 may
be directly mechanically coupled to the fan 104 (i.e., the turbofan
engine 100 may not include the gearbox 134). Further, it should be
appreciated, that in other exemplary embodiments, the turbofan
engine 100 may instead be configured as any other suitable aircraft
engine including a turbomachine and a propulsor. For example, in
other embodiments, the turbofan engine 100 may instead be
configured as a turboprop engine (i.e., the first propulsor may be
configured as a propeller), an unducted turbofan engine (i.e., the
gas turbine engine may not include the outer nacelle 238), etc.
[0028] Referring now particularly to FIGS. 1 and 3, the exemplary
propulsion system 50 additionally includes the second propulsor
assembly 54 mounted, or configured to be mounted, at a location
away from the first propulsor assembly 52 (including, e.g., the
turbomachine and the first propulsor) and to one of the first side
24 or second side 26 of the aircraft 10, e.g., to one of the first
wing 20 or the second wing 22 of the aircraft 10. Notably, for the
embodiment depicted in FIG. 1, the second propulsor assembly 54 is
mounted to the second side 26 of the aircraft 10, or rather to the
second wing 22 of the aircraft 10.
[0029] As shown in FIG. 3, the second propulsor assembly 54 is
generally configured as an electrically driven fan and defines an
axial direction A.sub.2 extending along a longitudinal centerline
axis 202 that extends therethrough for reference, as well as a
radial direction R.sub.2. Additionally, the second propulsor
assembly 54 generally includes a second propulsor and a power
supply. For the embodiment depicted, the second propulsor is also
configured as a fan 204 rotatable about the centerline axis 202,
and the power supply is configured as an electric motor 206. The
fan 204 includes a plurality of fan blades 208 and a fan shaft 210.
The plurality of fan blades 208 are attached to the fan shaft 210
and spaced generally along a circumferential direction of the
second propulsor assembly 54 (not shown).
[0030] In certain exemplary embodiments, the plurality of fan
blades 208 may be attached in a fixed manner to the fan shaft 210,
or alternatively, the plurality of fan blades 208 may be rotatably
attached to the fan shaft 210. For example, the plurality of fan
blades 208 may be attached to the fan shaft 210 such that a pitch
of each of the plurality of fan blades 208 may be changed, e.g., in
unison, by a pitch change mechanism (not shown). Changing the pitch
of the plurality of fan blades 208 may increase an efficiency of
the second propulsor assembly 54 and/or may allow the second
propulsor assembly 54 to achieve a desired thrust profile. With
such an exemplary embodiment, the fan 204 may be referred to as a
variable pitch fan.
[0031] The fan shaft 210 is mechanically coupled to the electric
motor 206. The electric motor 206 may be an inrunner electric
motor, or alternatively may be an outrunner electric motor. In
either embodiment, the electric motor 206 may further include a
gearbox mechanically coupling the electric motor 206 to the fan
shaft 210 (not shown). The electric motor 206 is in electrical
communication with the electrical communication bus 58, which for
the embodiment depicted includes one or more electrical lines 60
connected to the electric motor 206. The electrical communication
bus 58 delivers power to the electric motor 206 for driving the
electric motor 206, and in turn driving the fan 204.
[0032] However, it should be appreciated that the second propulsor
assembly 54 depicted is provided by way of example only. For
example, as is depicted in phantom, in certain embodiments, the
second propulsor assembly 54 may include a fan casing or outer
nacelle 212, attached to a core 214 of the second propulsor
assembly 54 through one or more struts or outlet guide vanes
216.
[0033] Referring again particularly to FIG. 1, as previously
discussed, the propulsion system 50 includes the electrical
communication bus 58, which as shown, electrical connects the
electric generator 56 and the second propulsor assembly 54. More
particularly, the electrical communication bus 58 includes one or
more electrical lines 60 connecting the electric generator 56 (see
FIG. 2) and the electric motor 206 of the second propulsor assembly
54 (see FIG. 3). Accordingly, the electric generator 56 of the
propulsion system 50 is in electrical communication with the second
propulsor assembly 54 through the electrical communication bus 58
for powering the second propulsor assembly 54.
[0034] Moreover, referring still to the exemplary embodiment
depicted in FIG. 1, the propulsion system 50 additionally includes
a power storage device 62 in electrical communication with both the
electric generator 56 and the electric motor 206 of the second
propulsor assembly 54. In certain exemplary embodiments, the power
storage device 62 may include one or more batteries or other
suitable device for storing electrical power. Additionally, for the
embodiment depicted, the power storage device 62 is mounted within,
or configured to be mounted within, the second wing 22 of the
aircraft 10. It should be appreciated that the power storage device
62, if included, may be electrically connected to the electric
generator 56 and the electric motor 206 in any suitable manner. For
example, in certain embodiments, the electric generator 56, power
storage device 62, and electric motor 206 may be arranged in series
flow, such that the electric motor 206 is in electrical
communication with the electric generator 56 through the power
storage device 62. Alternatively, in other embodiments, the power
storage device 62 may be in parallel flow communication with the
electric generator 56 and the electric motor 206.
[0035] A propulsion system in accordance with one or more of the
above embodiments may be referred to as an asymmetric, gas-electric
propulsion system, given that a first propulsor assembly is
configured as a turbofan engine mounted to a first side of an
aircraft and a second propulsor assembly is configured as an
electrically driven fan mounted to a second side of the aircraft.
Such a configuration may allow for a single, relatively large
engine to power two or more propulsors (which may be configured as,
e.g., fans, propellers, etc.). Accordingly, a propulsion system in
accordance with one or more embodiments of the present disclosure
may allow for inclusion of a relatively large engine, which may in
turn allow for an engine having increased efficiencies (as compared
to relatively small engines).
[0036] Additionally, given that the propulsion system 50 may be
configured as an asymmetric propulsion system 50, the propulsion
system 50 may include features for offsetting any weight
imbalances. Specifically, the propulsion system 50 may initially
have an imbalanced weight distribution given that the first
propulsor assembly 52 is configured as a turbofan engine while the
second propulsor assembly 54 is configured as an electrically
driven fan 204. For example, mounting the power storage device 62
on the second side of the aircraft 10 (e.g., within the second wing
22 of the aircraft 10) may assist with offsetting initial weight
imbalances due to the differing configurations of the first and
second propulsor assemblies 52, 54.
[0037] Moreover, inclusion of a power storage device 62 in
accordance with an exemplary embodiment of the present disclosure
may provide for additional redundancies in the propulsion system
50. For example, inclusion of the power storage device 62 may allow
for at least one of the propulsor assemblies 52, 54 to operate in
the event of an electrical failure of the propulsion system 50, and
may also allow for at least one of the propulsion assemblies 52, 54
to operate in the event of a mechanical failure of the propulsion
system 50. Particularly for the embodiment depicted above, the
first propulsor assembly 52, configured as a turbofan engine, may
operate in the event of an electrical failure of the propulsion
system 50, and conversely, the second propulsor assembly 54,
configured as an electrically driven fan, may operate in the event
of a mechanical failure of the propulsion system 50 (powered in
such an event by, e.g., the power storage device 62). Furthermore,
in instances wherein the electric generator 56 is also capable of
functioning as an electric motor, the first propulsor of the first
propulsor assembly 52 may also be capable of operating during
situations wherein the core turbine engine 102 is not operating
(e.g., during certain mechanical failures of the first propulsor
assembly 52).
[0038] It should be appreciated, however, that the exemplary
aircraft 10 and propulsion system 50 depicted in FIGS. 1 through 3
are provided by way of example only, and in other embodiments, the
aircraft 10 and/or propulsion system 50 may have any other suitable
configuration. For example, in other exemplary embodiments, the
first propulsor assembly 52 and second propulsor assembly 54 may
instead be mounted to, e.g., opposing sides of the fuselage 12,
e.g., at the aft end 18 of the aircraft 10. Additionally, or
alternatively, in other embodiments, the exemplary propulsion
system 50 may include additional propulsor assemblies. For example,
in other embodiments, the exemplary propulsion system 50 may
include a third propulsor assembly configured as an electrically
driven fan 204 mounted in any other suitable location. Furthermore,
in still other embodiments, the exemplary propulsion system 50 may
include the first and second propulsor assemblies (configured as a
turbofan engine and an electrically driven fan 204, respectively)
mounted to one side of the aircraft 10, and may additionally
include a third propulsor assembly and a fourth propulsor assembly
(configured, e.g., as a turbofan engine and electrically driven fan
204, respectively) mounted to another side of the aircraft 10.
[0039] Referring now to FIG. 4, a flow diagram of a method (300)
for operating a propulsion system of an aircraft is provided. The
exemplary method (300) may be utilized with one or more embodiments
of the exemplary propulsion system 50 described above with
reference to FIGS. 1 through 3.
[0040] For the exemplary aspect depicted, the exemplary method
(300) includes at (302) powering with a turbomachine a first
propulsor in mechanical communication with the turbomachine. The
turbomachine may be mounted to a first side of the aircraft. The
exemplary method (300) additionally includes at (304) generating
electrical power with an electric generator. The electric generator
may be powered by and in mechanical communication with the
turbomachine. Further, the exemplary method (300) includes at (306)
powering a second propulsor assembly mounted to a second side of
the aircraft with the electrical power generated by the electric
generator at (302). In certain exemplary aspects, the second
propulsor assembly may generally include a second propulsor, such
as a fan or propeller, and an electric motor. With such an
exemplary aspect, powering the second propulsor assembly at (306)
may include powering the electric motor, which in turn drives the
second propulsor.
[0041] Additionally, for the exemplary aspect depicted, the
exemplary method (300) includes at (308) storing a portion of the
electrical power generated with the electric generator at (304) in
a power storage device. The power storage device may be
electrically connected to the electric generator and the second
propulsor assembly. In certain exemplary aspects, the power storage
device may include, e.g., one or more batteries or other suitable
devices for storing electrical energy. The power storage device may
be configured to provide the second propulsor assembly electrical
power when, e.g., the electric generator is generating little or no
electrical power, such as during the event of a mechanical failure
of the turbomachine. Additionally or alternatively, the power
storage device may be configured to provide the second propulsor
assembly electrical power during events of high-power demand from
the aircraft. Furthermore, in certain embodiments, the power
storage device may be configured to provide electrical power back
to the electric generator, which in certain embodiments may be
capable of functioning as an electric motor. With such a
configuration, the power storage device may provide power to the
electric generator/motor, such that the electric generator/motor
may drive the first propulsor.
[0042] This written description uses examples to disclose the
invention, including the best mode, and also to enable any person
skilled in the art to practice the invention, including making and
using any devices or systems and performing any incorporated
methods. The patentable scope of the invention is defined by the
claims, and may include other examples that occur to those skilled
in the art. Such other examples are intended to be within the scope
of the claims if they include structural elements that do not
differ from the literal language of the claims, or if they include
equivalent structural elements with insubstantial differences from
the literal languages of the claims.
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