13results about "Depending on power plant type" patented technology

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 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.

An aircraft assembly includes an engine core, a first electrical power system and a second electrical power system. The first electrical power system includes a first electric machine and a first electric machine controller. The first electric machine is operatively coupled to the engine core. The first electric machine controller is electrically coupled to the first electric machine. The first electric machine controller is configured to control operation of the first electric machine. The second electrical power system is electrically discrete from the first electrical power system. The second electrical power system includes a second electric machine and a second electric machine controller. The second electric machine is operatively coupled to the engine core. The second electric machine controller is electrically coupled to the second electric machine. The second electric machine controller is configured to control operation of the second electric machine.

A tractor aircraft power plant for propelling an aircraft is described. The tractor aircraft power plant is configured to improve serviceability of swirl-recovery vanes. The tractor aircraft power plant includes an intermittent combustion engine such as a Wankel engine operable to generate motive power. A bladed rotor is drivingly coupled to the Wankel engine and is disposed forward of the Wankel engine relative to a propulsion direction. A gearbox drivingly couples the bladed rotor to the Wankel engine. A plurality of vanes are angularly distributed about a rotation axis of the bladed rotor and are non-rotatable about the rotation axis of the bladed rotor. The vanes are disposed aft of the bladed rotor to interact with a flow of air propelled by the bladed rotor during rotation of the bladed rotor. The vanes are mounted to the gearbox to facilitate serviceability of the vanes.

A propulsion system for an aircraft includes a gas turbine engine, an electrical assembly, a powertrain, and a controller. The gas turbine engine includes a rotational structure and a second rotational structure each including a turbine rotor. The electrical assembly includes an electric machine and a control unit. The control unit is electrically connected to the electric machine. The powertrain includes a differential geartrain configured to couple the rotational structure and the second rotational structure together to the electric machine. The controller is connected in communication with the control unit. The controller is configured to maintain a predetermined power transfer ratio between a spool mechanical power transfer of the second rotational structure and an electric machine mechanical power transfer of the electric machine along a rotation speed range of the second rotational structure by controlling an electrical loading of the electric machine with the control unit.

An aircraft assembly includes an airframe, a propulsion module (56) and a turbine engine (58). The airframe includes a body, a first wing and a second wing. The propulsion module (56) is mounted to the body. The propulsion module (56) includes a first open propulsor rotor (60). The turbine engine is configured to drive rotation of the first open propulsor rotor (60) about a propulsion module axis (64). The turbine engine (58) includes a flowpath (92), a compressor section (88), a combustor section (89), a turbine section (90) and a first rotating structure (104A,104B). The flowpath (92) extends through the compressor section (88), the combustor section (89) and the turbine section (90) from an inlet (124) into the flowpath to an exhaust from the flowpath (126). The first rotating structure (104A,104B) includes a bladed engine rotor disposed in the compressor section (88) or the turbine section (90). The first rotating structure (104A,104B) is rotatable about a rotating structure axis (106A,106B) that is offset from the propulsion module axis (64).

An aircraft assembly includes a fan case (70), a core case (62), an accessory gearbox (104), one or more electric machines (94), a first electric device (120) and an electrical system (92). The core case is radially inboard of the fan case. The accessory gearbox is mounted with the fan case or the core case. The one or more electric machines are mounted to the accessory gearbox. The accessory gearbox is dedicated to the one or more electric machines. The first electric device is mounted with the fan case or the core case. The electrical system is electrically coupled to the one or more electric machines and the first electric device. The electrical system is configured to receive a first current of electricity from at least one of the one or more electric machines. The electrical system is configured to provide a second current of electricity to the first electric device.

An unmanned aerial vehicle, UAV (100), comprising a fuel-driven motor (1001), a propulsion system (101-104), a transmission assembly (106) to transfer power from the motor to the propulsion system (101-104), and a control unit to control the lift and thrust, wherein the transmission assembly comprises epicyclic gear trains associated with propellers wherein the power is transferred from the motor (1001) to the epicyclic gear trains, wherein a control unit is configured to control a set of actuators (703) such that when the mechanical power is transferred the fuel-driven motor's operation is maintained at its most efficient working point.

The invention relates to a hybrid-electric drive system (10) for multi-engine aircraft (20). The drive system comprises at least one first and second hybrid-electric drive unit (31, 32), each of which has an internal combustion engine (41, 42), a motor-generator unit (71, 72), and a transmission (51, 52) for transmitting drive power to a propeller (61, 62). In a primary operating mode, the propellers (61, 62) obtain the drive power largely or completely from the internal combustion engine (41, 42), which is coupled to the respective transmission (51, 52). In a secondary operating mode, the first or second internal combustion engine (41, 42) provides drive power to the first or second propeller (61, 62) via the first or second transmission (51, 52), and the first or second motor-generator unit (71, 72) transmits drive power, wherein the electric power generated by the first or second motor-generator unit is transmitted to the second or first motor-generator unit (72, 71) via the transmission device (80), and the second or first motor-generator unit then transmits drive power to the second or first propeller (62, 61) via the second or first transmission (52, 51), the second or first internal combustion engine (42, 41) being deactivated or not transmitting any drive power. The invention is advantageous in that: first, the operating range of the thermal machines is optimized, and the specified fuel consumption is reduced; second, the construction is weight-optimized with respect to high-capacity battery-based hybrid designs; third, the operating time of the individual thermal machines is significantly reduced with an alternating usage with respect to the aircraft operating hours; and fourth, the operational safety is increased for a safety-relevant failure of a thermal machine and the prevention of asymmetrical thrust.

A tractor aircraft power plant for propelling an aircraft is described. The tractor aircraft power plant is configured to improve serviceability of swirl-recovery vanes. The tractor aircraft power plant includes an intermittent combustion engine such as a Wankel engine operable to generate motive power. A bladed rotor is drivingly coupled to the Wankel engine and is disposed forward of the Wankel engine relative to a propulsion direction. A gearbox drivingly couples the bladed rotor to the Wankel engine. A plurality of vanes are angularly distributed about a rotation axis of the bladed rotor and are non-rotatable about the rotation axis of the bladed rotor. The vanes are disposed aft of the bladed rotor to interact with a flow of air propelled by the bladed rotor during rotation of the bladed rotor. The vanes are mounted to the gearbox to facilitate serviceability of the vanes.

This invention discloses a human-powered flywheel hybrid propulsion system and aircraft, belonging to the field of human-powered aircraft technology. The system includes: a human input mechanism receiving the user's pulling force; a flywheel energy storage and speed-up mechanism connected to this mechanism via a traction rope, which incorporates a flywheel body and a one-way clutch to achieve unidirectional kinetic energy transmission; a power synthesis and transmission mechanism connected to the output end of the flywheel mechanism, which synthesizes and outputs the flywheel's power; and a propeller connected to the power mechanism. The human input mechanism employs an alternating left-right pulling design, simulating the movement of pulling a rope to save effort. The flywheel is made of carbon fiber and can be quickly charged with a hydraulic starting device. A differential gearbox is preferred as the power synthesis mechanism. This propulsion system is suitable for aircraft such as fixed-wing gliders, which feature a high monoplane configuration, a high aspect ratio wing, and a lightweight carbon fiber structure, with strict weight control to adapt to the power requirements of different flight phases.

A tilting apparatus for an aircraft, comprising: a tiltable aircraft component which tilts between a first and second position, at least one actuator for adjusting a tilt angle of the tiltable aircraft component, and at least one passive damper connected to the tiltable aircraft component and configured to limit a rate of change of the tilt angle of the tiltable aircraft component. The at least one passive damper is on a load path separate from a load path of the at least one actuator.

An aircraft assembly includes an engine core (48), a first electrical power system (34A) and a second electrical power system (34B). The first electrical power system (34A) includes a first electric machine (96A) and a first electric machine controller (98A). The first electric machine (96A) is operatively coupled to the engine core (48). The first electric machine controller (98A) is electrically coupled to the first electric machine (96A). The first electric machine controller (98A) is configured to control operation of the first electric machine (96A). The second electrical power system (34B) is electrically discrete from the first electrical power system (34A). The second electrical power system (34B) includes a second electric machine (96B) and a second electric machine controller (98B). The second electric machine (96B) is operatively coupled to the engine core (48). The second electric machine controller (98B) is electrically coupled to the second electric machine (96B). The second electric machine controller (98B) is configured to control operation of the second electric machine (96B).