441results about "Power plant type" patented technology

The invention discloses a battery tank structure of an unmanned aerial vehicle (UAV) and relates to the technologies of battery tank structures of UAVs. The battery tank structure can solve the problem of large space occupation of a battery tank of an existing UAV. A main battery tank body is of a rectangular structure, is placed in the middle of a UAV body, the side wall of the tank body is provided with a plurality of positioning holes, and a battery locking mechanism is fixed by the positioning holes and fixedly connected to a battery after the battery is inserted into the battery tank; byfixing the battery locking mechanism to the positioning holes in different positions, the position of the battery in the whole UAV body is adjusted, and correspondingly the position of the gravity center of the UAV body is adjusted. The structure is mainly used for UAVs.

The invention discloses a performance simulation calculation method for an aviation hybrid electric power system. The method comprises the following steps: firstly, constructing a sub-component calculation model covering an aerodynamic thermal component, a power generation subsystem, a power conversion and transmission subsystem, a battery subsystem, a motor and an aerodynamic system; establishing a reverse logic calculation framework driven by a load side demand, and realizing hierarchical reverse parameter solution from a load end to a power source end; and establishing a power balance equation at a bus end, carrying out iterative solution by adopting a Newton-Rafson algorithm, and realizing dynamic distribution and coordination control of multi-source energy in combination with an energy constraint module. According to the method, through a reverse solution and bus end balance strategy, the simulation calculation efficiency and convergence of the complex aviation hybrid electric power system are remarkably improved, and meanwhile, the adaptability and expandability of the model to different topological architectures and task profiles are enhanced; and an efficient and high-credibility calculation tool is provided for design, performance evaluation and energy management strategy optimization of the hybrid electric propulsion system of the aircraft.

The present invention relates to a vertical take-off and landing (VTOL) aircraft featuring a central fuselage and at least two power units. Each power unit is connected to at least two separate lifting rotors via transmission lines, ensuring that each power unit is linked to at least two rotors diametrically opposed relative to the centre of gravity of the aircraft. The lifting rotors might be driven by power transmission lines of hydrostatic type. The power units on either side might be housed in separate pods which might be incorporated into the main fuselage or arranged as separate pods. These separate pods might also function as floats / pontoons for the aircraft to land, take-off and manoeuvre on water.

An aircraft includes an aircraft heat source; a propulsion system including an electric propulsion engine, the electric propulsion engine including an electric motor and a fan rotatable by the electric motor, the electric propulsion engine further defining a fan air flowpath; a thermal management system including a heat source exchanger in thermal communication with the aircraft heat source, a heat sink exchanger in thermal communication with the fan air flowpath of the electric propulsion engine, and a thermal distribution bus extending from the heat source exchanger to the heat sink exchanger; and a control system operably connected to the thermal management system for selectively thermally coupling the heat sink exchanger with the heat source exchanger.

A VTOL aircraft (300, 600) includes a lift propeller (312, 612) configured to provide lift during take-off, landing, and hover operations. The lift propellers (312, 612) are configured to stow close to the boom surface (323, 623) when not in use, for example, during a cruise flight, to minimize drag around the surface of the propellers (312, 612). The lift propellers (312, 612) are vertically displaceable relative to the booms (322, 622) when switched to a lift configuration to provide a greater spacing from the booms (322, 622) to improve lift efficiency and reduce unwanted vibrations. The lift propeller (312, 612) may have a fail-safe configuration that allows the propeller (312, 612) to passively move between a lift configuration and a stowed configuration, and to fully rotate even when fully retracted.

Systems, apparatus and methods are provided for securing firmware and mission data in memory of an unmanned aerial vehicle. The unmanned aerial vehicle may include a central body and at least one electric motor. The central body may include a flight controller with a processor, a firmware memory configured to receive and store firmware, and circuit board with a fixed portion and a removable portion with a programming interface connector providing access through a signal connection to a firmware memory operatively connected to the flight controller. The central body may further include a volatile mission memory configured to receive mission data and automatically be erased upon power interruption.

An aircraft hybrid electrical propulsion (HEP) system includes an electrical system configured to deliver power to a plurality of electrical loads, a propulsion system configured to generate thrust in response to an input power, and an HEP controller in signal communication with the electrical system and the propulsion system. The HEP controller is configured to monitor a load demand of at least one electrical load among the plurality of electrical loads and to actively control the input power to actively control the thrust in response to changes in the load demand.

To provide a power supply system, an aircraft, and a power supply system control method that makes the remaining capacity of each battery approximately equal.SOLUTION: A power supply system 26 includes a power converter 36 that converts the power of any one of a plurality of batteries included in a high voltage circuit 32 and supplies it to one or more second loads 38, a switch 34 capable of selectively connecting any one of the plurality of batteries to the power converter, and a controller 70 that compares the remaining capacities SOC of the batteries, and controls the switch so as to connect a battery with the highest remaining capacity and the power converter when the difference between the highest remaining capacity and the lowest remaining capacity is greater than a predetermined threshold.SELECTED DRAWING: Figure 3

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).

Aircraft turbomachine (10), comprising: - an engine (12), - an annular panel (16) extending around the engine (12), - a support structure (14) for the engine (12), - an annular gas flow channel (18) between the panel (16) and the structure (14), - a strut (20) connecting the panel (16) to the structure (14), and - a device (22) for attaching the strut (20) to the panel (16), this device (22) comprising a fitting (24) which is attached by first screws (26) to the strut (20) and by second screws (28) to the panel (16), the first screws (26) being screwed into nuts (32) which are mounted inside at least one internal cavity (40) of the strut (20), this internal cavity (40) being located radially at the level of said vein (18). Figure for the abbreviation: Figure 3

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.

Aircraft propulsion system (1) (2) comprising a propeller (3) driven in rotation by an electric machine (4), the electric machine (4) being powered by a fuel cell (5) comprising a core (6), the core (6) being cooled by a cooling system (7) comprising a first heat exchanger (8) located in a first ducted channel (9) through which air flows, characterized in that the cooling system (7) comprises a second heat exchanger (8) located in a second ducted channel (9) through which air flows, the heat exchangers (8) and the channels (9) being annular, the channels (9) surrounding a central air-supplied compartment (12) in which the electric machine (4) and the fuel cell core (6) (5) are located, the inlets (10) of the channels (9) preferably each having a variable inlet cross-section. Figure for the abstract: 1

An electric propulsion system for an aircraft, comprising: - an electrical power source (1) including a synchronous generator (11) driven by a heat engine (12), - a first synchronous electric motor (3) connected to an output of the synchronous generator by an alternating current electrical circuit (2), - a rotating propulsion unit (7), characterized in that it comprises: - a direct current electrical circuit (4) comprising, from an input connected to the alternating current electrical circuit: a first alternating / direct current converter (41), a direct current electrical link (42) and a second direct / alternating converter (43), - a second electric motor (5) connected to an output of the direct / alternating converter, - a differential gear train (6) including a first input shaft (61) connected to the first synchronous electric motor,a second input shaft (62) connected to the second electric motor and an output shaft (63) connected to the rotating propulsion unit. Figure for the abbreviation: Figure 1,

While hull-home and operating in a heading adjustment mode, the control system of the disclosed craft receives indications of a target craft heading and an observed craft heading. Embodiments include determining that the difference in heading is above a threshold, determining an adjusted wing-affixed control setting for affecting a change in the observed heading of the craft based on at least (a) sensed environmental conditions, (b) the initial wing- affixed control setting, (c) the target craft heading, and (d) the observed craft heading; and operating wing-affixed control element(s) according to the adjusted wing-affixed control setting to change the observed heading of the craft to the target craft heading. After determining that the heading difference is not above the threshold heading difference, the wing-affixed control setting is adjusted to forgo affecting further change in the observed heading of the craft.

An aircraft propulsion system comprising a propeller, a plurality of electric motors, a transmission system configured to couple the electric motors to the propeller, and a propeller pitch adjustment system positioned at the rear of the transmission system. At least one of the electric motors is positioned in front of the transmission system. A connection structure is interposed between the propeller and the transmission system, the connection structure and the output shaft of the transmission system connected to the propeller being configured so that no electric motor positioned in front of the transmission system interferes with the propeller. Also an aircraft with such a system.

In an inverter device (80), an inverter high-voltage section (86) is housed in an inverter case (90). The inverter housing (90) has an inverter opening part (92) and an inverter cover part (95). The inverter cover section (95) covers the inverter opening section (92) so as to hide the inverter high-voltage section (86). When the control mode of the flight control device (40) is set to an interlocking mode, power supply from the battery (31) to the motor (61) is cut off as the inverter cover (95) opens. When the control mode is set to the interlock release mode, power supply from the battery (31) to the motor (61) is not cut off even if the inverter cover portion (95) is open. When the eVTOL (10) is in flight, the control mode is set to an interlock release mode.

Electrical power supply system of an aircraft electric propulsion system. The electrical power supply system (10) of an aircraft electric propulsion system (4) (1) comprises: - at least two first fuel cell assemblies (FC11, FC12), intended to electrically power an electric motor driving a propulsion propeller; - a first compressor (C1) configured to supply compressed air to at least some of the at least two first fuel cell assemblies (FC11, FC12); and - a first electric motor (M1) intended to drive the first compressor. The first electric motor (M1) comprises at least two electrical windings (W1a, W1b), each electrical winding being electrically powered from a separate fuel cell assembly among the at least two first fuel cell assemblies (FC11, FC12). Figure for the abstract: Fig. 2

A control device (60) controls a flight of an eVTOL including a rotary wing (13) which is driven by a driving device (15) to generate a rotational lift, a fixed wing which generates a gliding lift, and a lift adjustment mechanism which adjusts the gliding lift. The control device (60) includes a rotary wing control unit (621) which adjusts the rotational lift by controlling driving of the rotary wing (13), and a fixed wing control unit (622) which adjusts the gliding lift by controlling driving of the lift adjustment mechanism. When an abnormality of the driving device (15) is predicted or detected in a flight time of an electric flight vehicle, the rotary wing control unit (621) and the fixed wing control unit (622) perform lift adjustment control such that the rotary wing control unit reduces the rotational lift and the fixed wing control unit increases the gliding lift.

A propulsion system (20) for an aircraft includes a propulsion rotor, an engine (22), a propulsor module (24), and a blended exhaust system. The engine (220) has an axis (48), is mechanically coupled to the propulsion rotor, and includes an exhaust section (38). The propulsor module (24) includes a housing forming a propulsor duct with a duct inlet and duct outlet, and a propulsor assembly (94) with an electric motor (112) coupled to a bladed propulsor disposed within the propulsor duct. The blended exhaust system includes an exhaust duct assembly having an engine exhaust inlet at the exhaust section, a propulsor exhaust inlet at the duct outlet, and a blended exhaust outlet. The exhaust duct assembly is configured to receive an engine exhaust stream and a propulsor exhaust stream, form a blended exhaust stream including both, and direct the blended exhaust stream out of the blended exhaust system through the blended exhaust outlet.

A power generation system for an aircraft, the power generation system comprising: a hydrogen fuel cell; an air supply system configured to supply air to the aircraft, the air supply system comprising an ORC-air heat exchanger; and an organic Rankine cycle (ORC) system comprising an organic fluid circuit, wherein the organic fluid circuit is configured to receive excess fuel cell heat from the hydrogen fuel cell to heat organic fluid in the organic fluid circuit, wherein the organic fluid circuit passes through the ORC-air heat exchanger such that the supply air heats the organic fluid in the organic fluid circuit, wherein the ORC system is configured to extract power from the organic fluid.

The invention relates to a method for managing power transfer of a turbine engine between a power generation mode and an assistance mode, the turbine engine having a high pressure shaft driving a high pressure electric machine and a low pressure shaft driving a low pressure electric machine, a high pressure power (PHP) being extracted from the high pressure shaft and a low pressure power (PBP) being extracted from the low pressure shaft, the power generation mode corresponding to a predetermined power sharing between the high pressure power and the low pressure power and the assistance mode corresponding to a request for injecting additional power onto the high pressure shaft or the low pressure shaft, in which method, to reach the requested additional power, when the extraction of the high pressure power or the low pressure power is interrupted and the high pressure electric machine or the low pressure electric machine driving the high pressure or the low pressure shaft whose extraction is interrupted enters a motor mode, the remaining power extracted from the high pressure shaft or the low pressure shaft in the generator mode is adjusted according to the high pressure or low pressure injection power output from the high pressure electric machine or the low pressure electric machine which has entered the motor mode.

The present disclosure provides a thrusting assembly for mounting on an aerial platform and configured for generating thrusting power to allow a controllable accelerated air mass flow in and out the thrusting assembly. The thrusting assembly comprises one or more fluid-based rotary actuators, or motors, in fluid communication with a source of energized / pressurized working fluid for receiving energized working fluid to thereby driving the one or more fluid based rotary actuators. The thrusting assembly further comprises one or more actuator disc arrangements, each comprising a plurality of blades, rotatable by said one or more fluid-based rotary actuators. A valving mechanism of the thrusting assembly is disposed along a flow path between the source of energized working fluid and the one or more fluid-based rotary actuators. The thrusting assembly further comprises at least one processing circuitry; one or more memories coupled to the at least one processing circuitry and storing programming instructions for execution by the at least one processing circuitry to: (1) control said valving mechanism to result in at least one of: (i) selected flow rate, (ii) selected fluid pressure, and (iii) selected temperature of said energized working fluid in said one or more fluid-based rotary actuators or being received in said one or more fluid-based rotary actuators. This configuration of the thrusting assembly enables controlling of the instant angular acceleration and the rotational speed of the motor and therefore the rotational motion of the actuator disc arrangements.

Technologies are described herein for a drag recovery scheme using a boundary layer bypass duct system. In some examples, boundary layer air is routed around the intake of one or more of the engines and reintroduced aft of the engine fan in the nozzle duct in a mixer-ejector scheme. Mixer-ejectors mix the boundary layer flow to increase mass flow.

Provided is an aircraft. The aircraft (10) has a rotor (18) and a rotor (20) driven by an electric motor (48), a PCU (42) that converts AC power output from a generator (40) into DC power, an inverter (50) that converts DC power supplied from the PCU (42) into AC power and outputs it to the electric motor (48), a DC wiring that connects the PCU (42) and the inverter (50), and an AC wiring that connects the inverter (50) and the electric motor (48), the AC wiring being arranged in a direction orthogonal to a direction in which rotation axes of the generator (40) and a gas turbine (38) extend. Accordingly, thrust can be ensured.

A hybrid electric propulsion (HEP) system included in an aircraft includes a generator (103) configured to output a first power, an energy storage system (102) including a battery (124) configured to output a second power, a propulsion system (205) configured to generate thrust based on at least one of the first power and the second power, and an HEP controller (200) in signal communication with the generator (103), the energy storage system (102), and the propulsion system (205). The HEP controller (200) is configured to detect loss of the first power output from the generator (103), to determine an altitude of the aircraft and to actively control delivery of the second power to the propulsion system (205) based on the altitude during the loss of the first power.

A power electronics converter may include: a converter commutation cell having a power circuit and a gate driver circuit, the power circuit including at least one power semiconductor switching element and at least one capacitor, wherein each power semiconductor switching element is embedded in a solid insulating material, wherein each power semiconductor switching element has at least three terminals including a gate terminal, wherein the gate driver circuit is electrically connected to and configured to provide switching signals to the gate terminal of each power semiconductor switching element, wherein a peak rated power output of the power electronics converter is greater than 25 KW, and wherein a total rated capacitance of the power circuit of the converter commutation cell divided by the peak rated power output of the power electronics converter is less than or equal to 5 nF / W.