185results about "Depending on power plant type" patented technology

One variation of a system for generating thrust at an aerial vehicle includes: a primary electric motor; a rotor coupled to the motor; an internal-combustion engine; a disengagement mechanism interposed between the motor and an output shaft of the internal-combustion engine; an cooling shroud defining a shroud inlet between the rotor and the internal-combustion engine, extending over the internal-combustion engine, and defining a cooling shroud outlet opposite the rotor; a cooling fan coupled and configured to displace air through the cooling shroud; and a local controller configured to receive a rotor speed command specifying a target rotor speed, adjust a throttle setpoint of the internal-combustion engine according to the target rotor speed and a state of charge of a battery in the aerial vehicle, and drive the primary electric motor to selectively output torque to the rotor and to regeneratively brake the rotor according to the target rotor speed.

A reduction gearbox of an aircraft propulsion system includes an input shaft configured to input rotational energy into the reduction gearbox, an output shaft configured to output rotational energy from the reduction gearbox to a propulsor of the aircraft propulsion system, and an epicyclic gear arrangement mechanically coupling the output shaft to the input shaft. A transfer gear is positioned at a component of the epicyclic gear arrangement and is configured to mechanically couple an accessory component to the reduction gearbox.

A system (10) for an aircraft includes a propulsor rotor (12) and a powerplant (14) configured to drive rotation of the propulsor rotor (12). The powerplant (14) includes a turbo-compounded intermittent internal combustion engine (16) and a dual rotor electric machine (22, 62). The turbo-compounded intermittent internal combustion engine (16) includes a turbine rotor (42) operatively coupled to the propulsor rotor (12) through the dual rotor electric machine (22, 62). The dual rotor electric machine (22, 62) includes a first rotor (64, 66), a second rotor (64, 66), a first stator (67, 68) and a second stator (67, 68). The first stator (67, 68) and the second stator (67, 68) are arranged radially between and axially aligned with the first rotor (64, 66) and the second rotor (64, 66).

Aircraft capable of vertical takeoff and landing, hovering, and efficient forward flight are described. An aircraft includes two side mounted tiltable proprotors and a central rotor disposed above the proprotors. The proprotors are tiltable between at least a horizontal position for forward flight and a vertical position for vertical or hovering flight. The central rotor may be powered for vertical and transitional flight modes and may turn by free autorotation during forward flight. The proprotors may be differentially tilted during vertical or hovering flight to counter torque effects of the central rotor. The central rotor may be foldable and / or easily detachable from the aircraft to facilitate storage and transportation. Left and right proprotors may provide both forward thrust and attitude control. Control inputs to left and right proprotors may be connected directly to an autopilot creating closed loop actuation using motor RPM feedback.

An assembly is provided for an aircraft. This assembly includes a geartrain, a first propulsor rotor and a rotating structure. The geartrain includes a sun gear, a ring gear, a plurality of intermediate gears and a carrier. The ring gear circumscribes the sun gear and is rotatable about an axis. Each of the intermediate gears is between and meshed with the sun gear and the ring gear. Each of the intermediate gears is rotatably mounted to the carrier. The carrier is rotatable about the axis. The first propulsor rotor is coupled to the carrier. The rotating structure is coupled to the ring gear. The rotating structure includes a turbine rotor. The rotating structure is configured to drive rotation of the first propulsor rotor through the geartrain.

An electric propulsor is provided. The electric propulsor includes a core cowl and an outer cowl. A first air flowpath is defined radially outward of the outer cowl and a second air flowpath is defined between the core cowl and the outer cowl. The electric propulsor also includes one or more electric machines, a fan rotatably drivable by at least one electric machine, and a booster having a plurality of airfoils disposed at least in part in the second air flowpath, the booster being rotatably drivable by at least one electric machine for compressing air flowing along the second air flowpath. The electric propulsor further includes a heat exchanger disposed within the second air flowpath downstream of the booster, the heat exchanger being in thermal communication with at least one of the one or more electric machines and / or a gearbox mechanically coupled with the fan.

A vehicle is provided that includes a basic structure; and coupled to the basic structure, power sources, a propulsion system and power distribution circuitry. The propulsion system includes a plurality of electric motors configured to power propulsors to generate propulsive forces that cause the vehicle to move. The power distribution circuitry is configured to deliver DC electric power from the power sources to the electric motors, the power distribution circuitry including a plurality of DC-to-DC converter assemblies configured to input the DC electric power from the power sources and deliver voltage-regulated outputs to the electric motors, a DC-to-DC converter assembly operatively coupled to multiple ones of the power sources and multiple ones of the electric motors, and the DC-to-DC converter assembly including a multiple-input and multiple-output (MIMO) transformer with a single transformer core.

Propulsion system for a helicopter comprising a main engine, a main rotor, a main gearbox including an output mechanically connected to the main rotor, a reduction gearbox mechanically coupled between the main engine and a first input of the main gearbox, and an assistance device. The assistance device comprises a first electric machine mechanically coupled to the reduction gearbox and configured to operate as an electric generator to take off energy produced by the main engine, and a second electric machine mechanically coupled to a second input of the main gearbox, the second electric machine being supplied with electrical power by the first electric machine and configured to operate as an electric motor to deliver additional mechanical power to the main gearbox.

A rotor assembly includes a propeller, a motor, and a connection assembly. The motor includes a stator and a rotator rotatable with respect to the stator, and is configured to drive the propeller to rotate through the rotator. The connection assembly is arranged between the propeller and the motor, and includes a locking member and an elastic member. The elastic member is configured to provide a force onto the locking member in response to the propeller being locked to the motor by the locking member, to maintain a locking state of the locking member.

A monitoring system for monitoring a hybrid power plant of a rotorcraft comprising at least one rotor. The hybrid power plant has an electric motor comprising a first drive shaft, a heat engine comprising a second drive shaft and a gearbox. The monitoring system includes at least one first sensing device measuring a first item of torque information representative of a first engine torque C1 transmitted by the first drive shaft to a first input shaft of the gearbox and a controller comparing the first engine torque C1 with a first limit value VL1.

An electric propulsor is provided. The electric propulsor includes a core cowl and an outer cowl. A first air flowpath is defined radially outward of the outer cowl and a second air flowpath is defined between the core cowl and the outer cowl. The electric propulsor also includes one or more electric machines, a fan rotatably drivable by at least one electric machine, and a booster having a plurality of airfoils disposed at least in part in the second air flowpath, the booster being rotatably drivable by at least one electric machine for compressing air flowing along the second air flowpath. The electric propulsor further includes a heat exchanger disposed within the second air flowpath downstream of the booster, the heat exchanger being in thermal communication with at least one of the one or more electric machines and / or a gearbox mechanically coupled with the fan.

Methods, apparatus, systems, and articles of manufacture are disclosed for a hydrogen fuel distribution system (100) with integrated thermal management. An example fuel distribution system (100) with integrated thermal management comprises a hydrogen fuel distributor (402) including a first tank (406) and a second tank (408). The hydrogen fuel distributor (402) circulates hydrogen fuel to a first fuel cell (606) and a second fuel cell (608). A coolant distributor (702) includes a heat exchanger (416). The coolant distributor (702) regulates a temperature of the fuel distribution system (100). A compressed air distributor (706) provides compressed air from a propulsor (730) to the first fuel cell (606) and the second fuel cell (608). An electrical distributor (602) transports electricity from the first fuel cell (606) and the second fuel cell (608) to an electric motor (726). The electric motor (726) drives the propulsor (730).

The invention relates to an electric propulsion system comprising: - a propeller (32) having an axis of rotation (A32), - at least two electric motors (34) offset from each other along a longitudinal direction parallel to the axis of rotation (A32) of the propeller (32), - a main drive shaft (42) parallel to the axis of rotation (A32) of the propeller (32) to which the electric motors (34) are coupled, - a transmission system (36) comprising an output shaft (38) connected to the propeller (32) and an input shaft (38') connected to the main drive shaft (42). This solution simplifies the design of the transmission system and reduces the cross-section of the electric propulsion system at the location of the electric motors. The invention also relates to an aircraft comprising at least one such electric propulsion system.

A method for controlling a thermal and electrical power plant for setting in motion at least one rotary member of a rotorcraft, the power plant comprising at least one heat engine and an electrical system provided with at least one electric machine. The method comprises: selecting, with a selector, an operating mode chosen from several operating modes; determining a density altitude and comparing, with a controller, the current density altitude and a threshold density altitude; and controlling, with the controller, the at least one electric machine depending on at least the chosen operating mode as well as the comparison and a necessary power to be supplied to the power transmission system.

An aircraft system (20) includes a first propulsor (36A), a second propulsor (36B), a drivetrain and an intermittent combustion engine (66). The first propulsor (36A) includes a first propulsor rotor (42A) and a first vane array (44A). The second propulsor (36B) includes a second propulsor rotor (42B) and a second vane array (44). The drivetrain includes a drive structure (100) and a transmission (106). An output (118) of the transmission (106) is coupled to the first propulsor rotor (42A) and the second propulsor rotor (42B) through the drive structure (100). The intermittent combustion engine (66) is configured to drive rotation of the first propulsor rotor (42A) and the second propulsor rotor (42B) through the drivetrain.

The invention relates to a monitoring system for monitoring a hybrid power plant of a rotorcraft, an associated rotorcraft and a method. The hybrid power plant (2) comprises: an electric motor (5) comprising a first drive shaft (15); comprising a second drive shaft (18); and a gearbox (9). The monitoring system comprises: at least one first sensing device (16, 17, 19) measuring a first item of torque information representative of a first engine torque C1 transmitted by a first drive shaft (15) to a first input shaft (10) of a gearbox (9); and a controller (31) that compares the first engine torque C1 with a first limit value VL1.

A propulsion system for an aircraft includes a first open propulsor rotor, a second open propulsor rotor, a turbine engine and a drive system. The second open propulsor rotor is next to and downstream of the first open propulsor rotor. The turbine engine includes a flowpath, a compressor section, a combustor section, a turbine section and a rotating assembly. The rotating assembly includes a turbine rotor in the turbine section. The rotating assembly is configured to drive rotation of the first open propulsor rotor during a first mode and a second mode. The drive system is discrete from the rotating assembly. The drive system is configured to drive rotation of the second open propulsor rotor during the first mode. The second open propulsor rotor is rotationally fixed during the second mode.

Modular engine (1) for missiles, comprising: an engine inlet (10); a gas turbine (12); a payload turbine (14); at least one propulsor (20) and a nozzle assembly (16), wherein an outlet of the engine inlet (10) is connected to an inlet of the gas turbine (12), and wherein an outlet of the gas turbine (12) is selectively connectable to an inlet of the nozzle assembly (16) and / or to an inlet of the payload turbine (14) for activating and deactivating the payload turbine (14) for driving the at least one propulsor (20), characterized in that the engine (1) is designed to deactivate the payload turbine by jettisoning the payload turbine (14) and / or the at least one propulsor (20).

A micro-light hybrid device, whose core component is a hybrid engine. The multi-purpose micro-light hybrid device is installed on a bicycle, a cruise ship, and a glider to form a micro-light hybrid bicycle, a micro-light hybrid yacht, and a micro-light hybrid glider. Due to the innovative hybrid power operation mode, the technical effect of high efficiency, energy saving and increased range is achieved. In particular, the brushless motor allows a minimum specification of N5065, with a diameter of only 0.05 meters and a weight of only 435 grams. The volume and weight are less than one-tenth of the general hub motor, which greatly transforms the miniaturization and lightweight of the equipment, greatly increases the power / weight ratio of the equipment, that is, the mass-to-energy ratio, and can continue to run and fly by manpower after the power is exhausted, achieving the beneficial effects of saving materials, saving costs, saving energy and reducing emissions, and being easy to carry. The technical progress is extremely obvious.

A lightweight multi-condition hybrid parallel shaft transmission for aviation belongs to the technical field of lightweight multi-mode hybrid parallel shaft transmissions for aviation. Its features include an output shaft and an input shaft. The output shaft side surface is fitted with an integrated propeller, oil seal, C2 clutch, and driven gear from left to right. A controller is connected to the center of the right end of the output shaft. A C1 clutch is connected to the left end of the input shaft. An engine is fixedly connected to the center of the right end of the input shaft. A motor shaft is connected to the left end of the C1 clutch. The motor shaft is fitted with a motor, drive motor, resolver, drive gear, and oil pump gear from right to left. Several bearings are inserted into the side surfaces of the output shaft, input shaft, and motor shaft, facilitating disassembly, assembly, maintenance, and repair, reducing the cost per use throughout the product's lifespan, further increasing product redundancy, and reducing the failure rate.

In a first aspect, described herein is a direct drive electric aircraft propulsion wherein the propulsion rotor torque is decoupled from the primary proprotor mast moment forces. A hub shaft locates the propulsion proprotor assembly in space relative to the aircraft nacelle, while a motor torque coupler transfers torque from the electric motor to the propulsion rotor while resolving a negligible amount of mast moment through the electric motor.

Systems and methods relate to a vertical takeoff and landing (VTOL) platform that can include a stator and a rotor magnetically levitated by the stator. The rotor and stator can be annular, such that the rotor rotates about a rotational axis. The stator can include magnets that provide guidance, levitation, and drive forces to drive the rotor, as well as to control operation of rotor blades of the rotor that can be independently rotated to specific pitch angles to control at least one of lift, pitch, roll, or yaw of the VTOL platform. Various controllers can be used to enable independent and redundant control of components of the VTOL platform.

In examples, provided are leadless power couplers that include (1) a thermal insulating system having an outer wall and an inner wall, (2) a first electrically conductive winding located outside the thermal insulating system, where the first electrically conductive winding is configured to create a varying magnetic field, (3) a plurality of second electrically conductive windings located inside the thermal insulating system and configured to couple to the varying magnetic field, the plurality of second electrically conductive windings being superconductors, (4) a plurality of cryogenic rectifiers, each cryogenic rectifier being coupled to a respective second electrically conductive winding in the plurality of second electrically conductive windings, and (5) a plurality of cryogenic cables coupled between respective outputs of the plurality of cryogenic rectifiers and respective loads.

An assembly for an aircraft includes a first propulsion system (24B) and a second propulsion system (24A). A first open propulsor rotor (60) is configured to rotate in a first rotational direction about a first axis (46). A first engine core (102) includes a first rotating structure (116) with a first turbine rotor (107). The first rotating structure (116) is configured to rotate in the first rotational direction about the first axis (46) and drive rotation of the first open propulsor rotor (60) through a first geartrain (58). A second open propulsor rotor is configured to rotate in a second rotational direction about a second axis that is opposite the first rotational direction. A second engine core includes a second rotating structure with a second turbine rotor. A second rotating structure is configured to rotate in the first rotational direction about the second axis and drive rotation of the second open propulsor rotor through a second geartrain.

The present disclosure provides a propulsion assembly for mounting on an aircraft platform, the propulsion assembly configured to generate thrust and enable controllable accelerated inflow and outflow of a mass flow of air. The propulsion assembly includes one or more fluid-based rotary actuators or motors in fluid communication with a source of active / pressurized working fluid, driving the one or more fluid-based rotary actuators by receiving the active working fluid. The propulsion assembly further comprises one or more actuator disk devices, each including a plurality of blades rotatable by one or more fluid-based rotary actuators. The valve mechanism of the propulsion assembly is disposed along a flow path between the source of active working fluid and the one or more fluid-based rotary actuators. The propulsion assembly further comprises at least one processing circuit and one or more memories connected to the at least one processing circuit and storing programming instructions executed by the at least one processing circuit, (1) the at least one processing circuit executing the programming instructions to control the valve mechanism so as to effect at least one of (i) a selected flow rate of the active working fluid within the one or more fluid-based rotary actuators or the active working fluid received by the one or more fluid-based rotary actuators, (ii) a selected fluid pressure, and (iii) a selected temperature. This configuration of the propulsion assembly enables control of the instantaneous angular acceleration and rotational speed of the motor, and thus enables control of the rotational movement of the actuator disk device.

The present invention relates to a monitoring system (1) for monitoring a hybrid power plant (2) of a rotorcraft (3) comprising at least one rotor (4), said hybrid power plant (2) comprising an electric motor (5) comprising a first drive shaft (15), a heat engine (8) comprising a second drive shaft (18) and a power transmission box (9). The monitoring system comprising at least a first sensor (16, 17, 19) measuring first torque information representative of a first engine torque C1 transmitted by the first drive shaft (15) to a first input shaft (10) of the power transmission box (9) and a controller (31) comparing said first engine torque C1 with a first limit value VL1. Abstract figure: figure 1

The application discloses an oil-electric hybrid unmanned aerial vehicle power system and relates to the technical field of unmanned aerial vehicles and aircrafts. The application is characterized by the coaxial direct-drive direct-connection cooperation design of the propeller, the engine and the direct-current permanent magnet motor, simple structure, reliability, durability and high power-to-weight ratio. The oil-electric hybrid system is formed by the cooperation of the oil engine and the permanent magnet direct-current motor. The permanent magnet direct-current motor can start the engine and convert the excess power into electric energy to charge the storage battery. The torque of the engine can be changed by the direct-current bidirectional electric governor, so the speed of the propeller can be accurately controlled, and a three-in-one machine is formed. Different displacement engines can be matched with corresponding power direct-current permanent magnet motors. Different power ratios can be used for different models of unmanned aerial vehicles and multi-rotor aircrafts. Different accurate control and speed regulation ratios can be combined by the cooperation of different power engines and direct-current permanent magnet motors.