Propulsion engine assembly providing access to components within a thruster cavity

Abstract

A propulsion engine and method for accessing a component located within a propulsion engine propulsion chamber is disclosed. The propulsion engine includes an outer engine housing including a propulsion chamber located therein. The propulsion chamber is axially located between a low-pressure compressor and a fan of the propulsion engine. An electrical converter is disposed within the propulsion chamber.

Description

Technical Field

[0001] The present disclosure relates to a propulsion engine including a thruster cavity and a method of accessing components located within the thruster cavity, and more particularly to an architecture of a propulsion engine system that allows access to a line replaceable unit located within the thruster cavity. Background Art

[0002] Certain propulsion engine components, such as electrical converters associated with electric machines (e.g., electrical generators) located within the propulsion engine, may be desirable to increase the capability of an aircraft by eliminating the need for heavy and bulky energy storage devices on the aircraft. However, locating such components may present challenges if such components need to be frequently replaced or repaired. Furthermore, certain components, such as electrical converters and the like, may only be suitable for certain areas of the propulsion engine to avoid exposure to high temperatures and pressures within the propulsion engine. Summary of the invention

[0003] According to an embodiment of the present disclosure, a propulsion engine has an outer engine housing, the outer engine housing including a propeller cavity located therein. The propeller cavity is axially located between a low-pressure compressor and a fan of the propulsion engine. An electrical converter is disposed in the propeller cavity.

[0004] According to another embodiment of the present disclosure, a method for accessing an electrical converter disposed within a thruster cavity within a propulsion engine includes rotating one or more fan blades disposed at a front portion of a segmented inlet guide vane away from the segmented inlet guide vane; and removing at least a portion of the segmented flow path structure, thereby exposing the electrical converter located within the thruster cavity.

[0005] According to another embodiment, a propulsion engine includes: a propeller cavity radially located within the inlet of the propulsion engine and axially defined between a low-pressure compressor and a first fan of the propulsion engine; an electrical converter disposed within the propeller cavity; a flow path structure shaped to provide a core air flow to an inlet guide vane; and a splitter radially disposed outside the inlet guide vane, the splitter defining an outer boundary of the core air flow and an inner boundary of a bypass air flow. The inlet guide vane is disposed behind the first fan, wherein the inlet guide vane directs the core air flow to the low-pressure compressor. The inlet guide vane, the splitter, and the flow path structure are segmented so that at least partially aligned segments of the inlet guide vane, the splitter, and the flow path structure can be removed from the propulsion engine to expose at least a portion of the electrical converter.

[0006] According to another embodiment, a propulsion engine includes: an electrical converter; a core including a compressor and a combustion section; and an electric motor coupled to the electrical converter. The electrical converter is disposed proximal to an inlet to the core and distal to the electric motor.

[0007] According to another embodiment, a method of accessing an electrical converter disposed in a thruster cavity within a propulsion engine is provided. The method includes: first, accessing the electrical converter includes rotating one or more fan blades; second, removing at least a portion of an outer engine casing, thereby exposing the electrical converter located in the thruster cavity.

[0008] Additional features, advantages, and embodiments of the processes and systems described herein will be set forth in the detailed description that follows, and in part will be readily apparent to those skilled in the art based on the teachings disclosed herein, as such features, advantages, and embodiments are anticipated and considered to be within the scope of the present disclosure.

[0009] It will be understood that both the foregoing summary and the following detailed description describe various embodiments and are intended to provide an overview or framework for understanding the nature and character of the subject matter claimed and described herein. The accompanying drawings are provided to facilitate a further understanding of the various embodiments and are incorporated into and constitute a part of this specification. The accompanying drawings illustrate the various embodiments described herein and, together with the description, serve to explain the principles and operation of the subject matter claimed and described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 depicts a cross-sectional view of an illustrative propulsion engine of an aircraft according to one or more embodiments shown and described herein;

[0011] Figure 2 Describes the present invention in accordance with one or more embodiments shown and described herein. Figure 1 A cross-sectional view of an illustrative thruster cavity of a propulsion engine;

[0012] Figure 3A Describes a method of placing an image in accordance with one or more embodiments shown and described herein. Figure 2 An axial view of an illustrative electrical converter and motor-generator within a thruster cavity;

[0013] Figure 3B Depicts a device located in accordance with one or more embodiments shown and described herein. Figure 2 A radial view of an illustrative electrical converter within a thruster cavity;

[0014] Figure 4 Describes the present invention in accordance with one or more embodiments shown and described herein. Figure 2 a cross-sectional view of an illustrative support rib of a thruster cavity;

[0015] Figure 5depicts a cross-sectional view of an illustrative thruster cavity having an electrical converter located therein, the electrical converter being electrically coupled to an electric generator located outside of the thruster cavity in accordance with one or more embodiments shown and described herein; and

[0016] Figure 6 A block diagram of an illustrative method of accessing an electrical converter disposed within a thruster cavity is schematically depicted according to one or more embodiments shown and described herein. DETAILED DESCRIPTION

[0017] The present disclosure generally relates to a propulsion engine and a method of accessing a thruster cavity through the perimeter of a propulsion engine as follows: having an accessible propulsion cavity to facilitate access to certain components of the propulsion engine (e.g., a line replaceable unit, such as an electrical converter), particularly when the propulsion engine is located on a wing. More specifically, the present disclosure relates to a propulsion engine having a thruster cavity that is shaped and sized to retain an electrical converter associated with and electrically coupled to an electric motor. For example, the electric generator may be juxtaposed with the electrical converter, or the electric generator may be located outside the thruster cavity, spaced apart from the electrical converter, or within a common perimeter. As such, it should be understood that the electric generator is an illustrative example of an electric motor, and the terms "electric generator" and "electric motor" may be used interchangeably herein. The "perimeter" as the term is understood may be defined by a nacelle or a fairing.

[0018] As used herein, the term "on-wing" means that at least a portion of the propulsion engine remains attached to the aircraft (e.g., attached to the wing of the aircraft) while a component (e.g., a line replaceable unit) is accessed and serviced within the propulsion engine. The component may specifically be an electrical converter electrically coupled to an electric generator. The electrical converter is placed within a thruster cavity of the propulsion engine, thereby providing the electrical converter with a relatively cool operating environment that maintains the efficiency of the electrical converter as compared to, for example, the core of the propulsion engine. The electrical converter may be accessible within the thruster cavity for on-wing service and accessed through the perimeter of the propulsion engine.

[0019] As used herein, "radially outer" or "distal" refers to a direction generally away from the axis of rotation of the propeller engine. As used herein, "radially inner" or "proximal" refers to a direction generally toward the axis of rotation of the propeller engine.

[0020] The propulsion engines described herein can be attached to one or more locations on an aircraft. For example, the propulsion engines described herein can be mounted to the wings of an aircraft, the fuselage of an aircraft, the tail of an aircraft, and / or the like. In an exemplary embodiment, the propulsion engine can be configured as a propfan engine (also referred to as an open rotor engine or a ductless fan). However, it should be appreciated that the propulsion engine can be similarly configured as a turbine engine, a turbofan engine, a turbojet engine, or any other aircraft engine known in the art.

[0021] Reference now Figure 1 , provides a schematic cross-sectional view of a propulsion engine according to an exemplary embodiment of the present disclosure. In certain exemplary embodiments, the propulsion engine 200 may be configured as a propfan engine. A "propfan engine" may be referred to as an open rotor engine or an unducted fan engine. Figure 1 As shown in FIG. 1 , the propulsion engine 200 includes a fan section 202 and an exhaust section 204. Figure 1 In the embodiment depicted in FIG. 2 , the fan section 202 is located at the forward end 292 of the propulsion engine 200, and the exhaust section 204 is located at the rearward end 294 of the propulsion engine 200. The fan section 202 includes a plurality of separate rotor assemblies or fans spaced apart from one another, including but not limited to a first rotor assembly 206 and a second rotor assembly 208. More specifically, the first rotor assembly 206 is positioned forward of (along) the second rotor assembly 208. Figure 1 In some embodiments, the first rotor assembly 206 and the second rotor assembly 208 are counter-rotating assemblies or counter-rotating assemblies. In such embodiments, the blades of the first rotor assembly 206 and the second rotor assembly 208 rotate in opposite directions about a common axis. For example, if the first rotor assembly 206 is rotated relative to Figure 1 The z-axis of the coordinate axis rotates clockwise, the second rotor assembly 208 will rotate relative to Figure 1 The z-axis of the coordinate axis of the first rotor assembly 206 rotates in the opposite direction or counterclockwise. In other embodiments, only one of the first rotor assembly 206 and the second rotor assembly 208 rotates in the clockwise direction or counterclockwise direction, and the non-rotating assembly remains stationary.

[0022] The first rotor assembly 206 and the second rotor assembly 208 each include an array of blades 210 and blades 212, respectively. Referring to the first rotor assembly 206, the blades 210 include a root 216 and a tip 218. The root 216 is disposed radially inward from the tip 218 and is attached to the first rotor body 220. In an embodiment, the array of blades can rotate around an axis extending from the root 216 to the tip 218. In an embodiment in which one of the first rotor assembly 206 or the second rotor assembly 208 remains stationary, the blades of the stationary rotor assembly can be described as guide vanes. The guide vanes can be sized, shaped, and angled to reduce the turbulence imparted to the air traveling toward the rear end 294 of the propulsion engine 200. The stationary rotor assembly including the guide vanes can be positioned in front of or behind the rotating rotor assembly including the blades. In other words, the first rotor assembly 206 or the second rotor assembly 208 can be stationary as desired. The angle or pitch of blades 210 and 212 may be adjusted by rotating blades 210 and 212 about a pitch axis extending through a root 216 and a tip of blade 210 .

[0023] In operation, the air surrounding the propulsion engine 200 and the majority of the air encountered by the propulsion engine 200 is directed to the bypass air flow BA. The remaining air or core air flow CA is directed toward the core of the propulsion engine 200. The core air flow CA enters the core of the propulsion engine 200 at the inlet 250. The inlet 250 is an entry point or pathway for the core air flow CA to enter the core of the propulsion engine 200. In other words, the air traveling above the fairing compartment 230 is the bypass air flow BA, and the air traveling under the fairing compartment 230 is the core air flow CA. At the mouth of the inlet 250, the core of the propulsion engine 200 includes an inlet guide vane 240, which will be described in more detail with reference to the following figures. The inlet guide vane 240 can be adjusted to affect or control the amount and manner of the core air flow CA entering the core of the propulsion engine 200. The core further includes a low-pressure compressor 260 and a high-pressure compressor 262 (collectively referred to as a compressor section), a combustion section 264 (e.g., a combustion section), a high-pressure turbine 266, a low-pressure turbine 268, and an exhaust nozzle 270. A high-pressure shaft 272 connects the high-pressure turbine 266 to the high-pressure compressor 262, and a low-pressure shaft 274 connects the low-pressure turbine 268 to the low-pressure compressor 260.

[0024] The first rotor assembly 206 and the second rotor assembly 208 may be rotatable about the central longitudinal axis 214 via a low-pressure shaft 274. With reference to the first rotor assembly 206, the low-pressure shaft 274 may be mechanically coupled to the first rotor assembly 206 such that the low-pressure shaft 274 causes the first rotor body 220 and the blades 210 attached to the first rotor body 220 to rotate about the central longitudinal axis 214, thereby generating thrust for the aircraft 10. In some embodiments, the low-pressure shaft 274 may be coupled to the first rotor assembly 206 and / or the second rotor assembly 208 via one or more gearboxes, such as a gearbox 276. The gearbox 276 may function effectively to adjust the speed at which the low-pressure shaft 274 rotates the first rotor assembly 206. For example, the gearbox 276 may include a plurality of gears for gradually reducing the rotational speed of the low-pressure shaft 274 to achieve an optimal rotational speed of the first rotor assembly 206. In some embodiments, the first rotor assembly 206 and / or the second rotor assembly 208 may operate without utilizing a gearbox. In such a configuration, the rotor assembly can be described as a direct drive mechanism. It should be noted that while a gas turbine engine is described herein as the drive mechanism for the rotor assembly, in other embodiments, the rotor assembly of the propulsion engine 200 may be rotated by an electric motor, an internal combustion engine, or any other suitable drive mechanism capable of providing torque and power to the rotor assembly.

[0025] Still reference Figure 1 , propulsion engine 200 includes motor-generator 278. Motor-generator 278 may be rotatable with first rotor assembly 206. Specifically, a rotor of motor-generator 278 is coupled to one of the rotating components of propulsion engine 200 and may rotate therewith.

[0026] The electrical power generated by the electric generator 278 can be output to the rest of the aircraft and / or propulsion engine 200 as needed. The electric generator 278 can be electrically coupled to an electrical converter 280 designed to convert the energy from the electric generator 278 into a more suitable or usable form of energy before providing electrical loads throughout the aircraft and / or propulsion engine 200. For example, the electrical converter 280 can be an AC / DC converter, a DC / AC converter, or a DC / DC converter, depending on the specific electric generator 278 included in the propulsion engine 200, the specific purpose or use of the generated electrical power, and the circuit system or electrical bus designed throughout the aircraft and propulsion engine 200. As will be discussed in more detail below, the electric generator 278 can be juxtaposed with the electrical converter 280. In other embodiments, the electric generator 278A can be spaced apart from the electrical converter 280 and positioned elsewhere in the propulsion engine 200.

[0027] Reference now Figure 2 , providing a cross-sectional view of the propulsion engine 200. The flow path structure 302 (which may be part of the outer engine casing 221) extends from the inlet guide vane 240 to the blade 210. In some embodiments, the flow path structure 302 may include a front portion 301 and a rear portion 303 positioned below the inlet guide vane 240. The front portion 301 and the rear portion 303 may be detachably connected at a joint 305. The joint 305 may be a bolt, a tie, or any other suitable fixing device. In such an embodiment, the rear portion 303 may be integral with the inlet guide vane 240. In other embodiments, the front portion 301 and the rear portion 303 may be fixedly connected at the joint 305. In such an embodiment, the flow path structure 302 may be integral with the inlet guide vane 240 or may be detachable from the inlet guide vane 240. The flow path structure 302 is aerodynamically contoured to effectively direct the core air flow CA into the core of the propulsion engine 200. Before entering the core (and more specifically, the low pressure compressor 260), the core air flow CA is directed through the inlet guide vanes 240, which can be adjusted to further control the amount or rate of the core air flow CA entering the core. The inlet guide vanes 240 are fixedly attached to the inlet guide vane housing 306, which defines the radial outer limit of the inlet guide vanes 240. Therefore, the inlet guide vanes 240 are radially disposed between the inlet guide vane housing 306 and the flow path structure 302 (and more specifically, the rear portion 303 of the flow path structure 302).

[0028] The thruster cavity 300 is axially defined (e.g., along Figure 2 The inlet 250 is located between the low pressure compressor 260 and the first rotor assembly or fan 206 (in the z-direction of the coordinate axis of the engine). The thruster cavity 300 is radially disposed inside the outer engine casing 221 (such as a nacelle) and radially disposed outside the shaft 274. The inlet 250 circumferentially surrounds at least a portion of the thruster cavity 300. In some embodiments, the thruster cavity 300 may be radially located within the flow path structure 302 or another engine structure so that the flow path structure 302 or another engine structure circumferentially surrounds at least a portion of the thruster cavity 300. As explained above, the inlet 250 is an entry point for air that makes up the core air flow CA to enter the core of the propulsion engine. The inlet 250 may include a splitter 231 (described in more detail below), an inlet guide vane 240, an inlet guide vane housing 306 ( Figure 2 ) and / or at least a portion of the flow path structure 302, all of which at least partially define an entry path for the core air flow CA to enter the core of the propulsion engine. Figure 1 and Figure 2, the thruster cavity 300 is positioned generally toward the front end 292 of the propulsion engine 200. As such, the thruster cavity 300 is spaced apart from the high pressure compressor 262 and the combustion section 264, thereby effectively shielding the interior of the thruster cavity 300 from deeper in the propulsion engine 200 (along the Figure 1 and Figure 2 The -z direction of the coordinate axis) generates relatively high temperature and relatively high pressure.

[0029] Reference again Figure 2 , depicting the splitter 231 of the fairing compartment 230 in more detail. The splitter 231 contacts the inlet guide vane housing 306, thereby preventing the core air flow CA or the bypass air flow BA from flowing between the splitter 231 and the inlet guide vane housing 306. Therefore, all air flow directed under the splitter 231 encounters the inlet guide vane 240 and is directed toward the core of the propulsion engine 200. All air flow directed above the splitter 231 becomes the bypass air flow BA. The splitter 231 defines a boundary between the bypass air flow BA and the core air flow CA, wherein the core air flow CA is directed toward the low pressure compressor 260, and the bypass air flow BA is directed across the fairing compartment 230.

[0030] The flow splitter 231 can be segmented into circumferential sections so that the segments of the flow splitter 231 can be individually removed from the propulsion engine 200 or more specifically from the inlet guide vane housing 306. In some embodiments, multiple segments of the flow splitter 231 can be assembled together into a lock and key configuration. For example, the segments of the flow splitter 231 can be cut or formed so that the edge of the first segment of the flow splitter 231 includes a recessed portion, and the edge of the second segment of the flow splitter 231 includes a protrusion. The recessed portion and the protrusion can be designed to engage with each other when the flow splitter 231 is assembled. In other embodiments, one or more bolts, fasteners or screws can removably connect the segments of the flow splitter 231 when the flow splitter 231 is assembled. It should be appreciated that the flow splitter 231 can be segmented into any desired number of segments around the perimeter of the propulsion engine 200. By removing one or more segments of the flow splitter 231, the user can gain access to components that are otherwise inaccessible under the flow splitter 231. More specifically, removal of one or more segments of the flow splitter 231 exposes the inlet guide vane housing 306 located beneath the flow splitter.

[0031] The inlet guide vane housing 306 may also be segmented into circumferential segments so that segments of the inlet guide vane housing 306 can be individually removed from the propulsion engine 200. It should be understood that since the inlet guide vanes 240 are coupled to the inlet guide vane housing 306, by removing a segment of the inlet guide vane housing 306, the user simultaneously removes the inlet guide vanes 240 attached to a particular segment from the propulsion engine 200. In some embodiments, multiple segments of the inlet guide vane housing 306 may be assembled together into a lock and key configuration. For example, the segments of the inlet guide vane housing 306 may be cut or formed such that an edge of a first segment of the inlet guide vane housing 306 includes a recessed portion, and an edge of a second segment of the inlet guide vane housing 306 includes a protrusion. The recessed portion and the protrusion may be designed to engage with each other when the inlet guide vane housing 306 is assembled. In other embodiments, one or more bolts, ties, or screws may removably couple segments of the inlet guide vane housing 306 when the inlet guide vane housing 306 is assembled. It should be appreciated that the guide vane housing 306 may be segmented into any desired number of segments around the perimeter of the propulsion engine 200. By removing one or more segments of the inlet guide vane housing 306, a user will gain access to otherwise inaccessible components beneath the inlet guide vane housing 306 and the inlet guide vanes 240. More specifically, removal of one or more segments of the inlet guide vane housing 306 exposes the flow path structure 302 beneath the inlet guide vanes 240.

[0032] The flow path structure 302 can also be segmented into circumferential sections so that the segments of the flow path structure 302 can be individually removed from the propulsion engine 200 to provide access to the panel through the external engine housing 221. In some embodiments, multiple segments of the flow path structure 302 can be assembled together into a lock and key configuration. For example, the segments of the flow path structure 302 can be cut or formed so that the edge of the first segment of the flow path structure 302 includes a recessed portion, and the edge of the second segment of the flow path structure 302 includes a protrusion. The recessed portion and the protrusion can be designed to engage with each other when the flow path structure 302 is assembled. In other embodiments, one or more bolts, ties, or screws can removably connect the segments of the flow path structure 302 when the flow path structure 302 is assembled. It should be appreciated that the flow path structure 302 can be segmented into any desired number of segments around the perimeter of the propulsion engine 200. By removing one or more segments of the flow path structure 302, the user can gain access to components that are located under the flow path structure 302 that are otherwise inaccessible. More specifically, removal of one or more sections of the flow path structure 302 exposes the electrical transducer 280 located within the thruster cavity 300 .

[0033] Still reference Figure 2In some embodiments, the forward portion 301 and the aft portion 303 of the flow path structure 302 are fixedly secured as part of the interconnected outer casing structure of the propulsion engine 200. Following removal of the segments of the radially outer structure (i.e., the splitter 231, the inlet guide vane casing 306, and the inlet guide vane 240), the segments of the forward portion 301 and the aft portion 303 can be removed from the propulsion engine 200 (at Figure 1 306, and the inlet guide vane 240). In some embodiments, the flow path structure 302 (or more specifically, the aft portion 303) can be integral with or otherwise connected to the inlet guide vane 240 such that removing a segment of the inlet guide vane 240 from the propulsion engine 200 also removes the aft portion 303 and segments of the forward portion 301 from the propulsion engine 200. In some embodiments, the forward portion 301 and the aft portion 303 can be removably secured at the joint 305. Following removal of segments of the radially outer structure (i.e., the splitter 231, the inlet guide vane housing 306, and the inlet guide vane 240), segments of the forward portion 301 and the aft portion 303 can be individually removed from the propulsion engine 200. In some embodiments, the aft portion 303, which is removable from the forward portion 301, can be fixedly secured to the inlet guide vane 240. In such an embodiment, removing the inlet guide vane housing 306 and the integral segment of the inlet guide vane 240 from the propulsion engine 200 will also remove the segment of the aft portion 303 from the propulsion engine 200. In other words, the inlet guide vane housing 306, the inlet guide vane 240, and the segment of the aft portion 303 can be removed from the propulsion engine 200 together. The segments of the forward portion 301 can then be removed individually from the propulsion engine 200. In some embodiments, the splitter 231 can be integral with the inlet guide vane housing 306 or fixedly attached to the inlet guide vane housing 306. In other words, one or more segments of the inlet guide vane housing 306 can be fixed to one or more segments of the splitter 231. In such an embodiment, removing the segment of the splitter 231 from the propulsion engine 200 will also remove the attached segments of the inlet guide vane housing 306 and the inlet guide vane 240. If the inlet guide vane 240 is also fixedly attached to the flow path structure 302 or only its rear portion 303, it becomes possible to remove the splitter 231, the inlet guide vane housing 306, the inlet guide vane 240 and the flow path structure 302 or the segment to which the rear portion 303 of the flow path structure 302 is attached in one piece and at the same time.

[0034] In some embodiments, the segments of the flow splitter 231, the flow path structure 302, and the inlet guide vane housing 306 integral with the inlet guide vane 240 may each include the same number and size of segments. More specifically, each member may include two segments having an arc length of 180 degrees, four segments having an arc length of 90 degrees, six segments having an arc length of 60 degrees, and so on. In some embodiments, the number of segments may decrease, and / or the size of the segments may increase radially outward from the flow path structure 302 to the flow splitter 231. Such an increasing size arrangement can facilitate the removal of the radially inner segments from the opening formed in the propulsion engine 200 after the removal of the radially outer segments. As an example, the flow splitter 231 may include two 180 degree segments, the inlet guide vane housing 306 may include three 120 degree segments, and the flow path structure 302 (or in embodiments where the portions are not integral, the front portion 301 and the rear portion 303) may include four 90 degree segments. These are merely illustrative examples, however, and it should be understood that any arrangement of flow splitters 231 , inlet guide vane housings 306 , and segments of flow path structure 302 may be desirably implemented.

[0035] Still reference Figure 2 , after removal of one or more segments of the flow path structure 302, a user can gain access to components located underneath the flow path structure 302. More specifically, removal of one or more segments of the flow path structure 302 exposes the electrical converter 280. Since only a segment of the propulsion engine 200 needs to be removed to gain access to the electrical converter 280, the electrical converter 280 can be repaired directly on the wing or off the wing together with the propulsion engine 200. The entire propulsion engine 200 (at Figure 1 The electrical converter 280 may not need to be removed from the aircraft and disassembled to service the electrical converter 280. Alternatively, the electrical converter 280 may be serviced while the electrical converter 280 remains within the thruster cavity 300 and the propulsion engine 200 is located on the wing. However, if it is desired to remove or replace the electrical converter 280, the electrical converter 280 may be segmented so that one or more segments of the electrical converter 280 may be removed from the propulsion engine 200. One or more segments of the electrical converter 280 may selectively be sized to be removable from an opening in the propulsion engine 200 formed by the removal of the radially outer member described above. By segmenting the electrical converter 280, it is possible to remove and service a portion or segment of the electrical converter 280, thereby largely eliminating any need to remove the entire electrical converter 280.

[0036] Reference now Figure 2 , Figure 3A And 3B. Figure 3ADepicted is an axial view of a segmented electrical converter juxtaposed with a motor-generator in accordance with an exemplary embodiment of the present disclosure. Figure 3B A radial view of a segmented electrical converter according to an exemplary embodiment of the present disclosure is depicted. The electrical converter 280 may include six segments 280A-280F. In other embodiments, the electrical converter may include any desired number of multiple segments. Nodes 350A-350F are located between the segments 280A-280F of the electrical converter. A maintenance line connection 312 may be attached to the electrical converter 280 at all or any of the nodes 350A-350F. The maintenance line connection 312 may include a circuit for transferring electrical energy from the electric generator 278 to the electrical converter 280 and transferring the converted electrical energy from the electrical converter 280 to a location located in the aircraft and / or the propulsion engine 200 (in Figure 1 310). The service line connections 312 may also include cooling medium line connections for circulating a cooling fluid (e.g., oil) throughout the electrical converter 280. For example, but not limited to, both nodes 350A and 350B may include connections for transferring the converted energy to a plurality of electrical connections throughout the aircraft and / or propulsion engines 200 (in Figure 1 308 may include an electrical connector for one or more electrical energy extraction components in the electrical converter 280 (depicted in FIG. 2 ), node 350C may include a cooling medium inlet, and node 350D may include a cooling medium outlet fluidly coupled to the cooling medium inlet. One or more internal communication lines may connect segments of the electrical converter 280. For example, a cooling medium line connector 308 may extend between all segments of the electrical converter 280, thereby providing a means (e.g., oil) for cooling the electrical converter 280 as needed. In addition, all segments of the electrical converter 280 may be communicatively coupled via electrical wires 310. In disconnecting a segment of the converter 280 (such as converter segment 280C or 280D) from the propulsion engine 200 (in FIG. 2 ), the cooling medium line connector 308 may extend between all segments of the electrical converter 280, thereby providing a means (e.g., oil) for cooling the electrical converter 280 as needed. In addition, all segments of the electrical converter 280 may be communicatively coupled via electrical wires 310. In disconnecting a segment of the converter 280 (such as converter segment 280C or 280D) from the propulsion engine 200 (in Figure 1 Before removal of the converter segment 280C or 280D, the cooling medium line connection 308 and the wire 310 can be disconnected between the converter segment 280C and the converter segment 280D. In addition, the maintenance line connection 312C depicted in the node 350C can also be disassembled before removal of the converter segment 280C or 280D.

[0037] In some embodiments, the motor-generator 278 electrically coupled to the electrical converter 280 is disposed within the thruster cavity 300 radially inwardly relative to the electrical converter 280. The generator support structure 314 is disposed between the motor-generator 278 and the electrical converter 280, thereby juxtaposing the electrical converter 280 and the motor-generator 278. Figure 2The generator support structure 314 is attached to the engine structure 304 at a position in the -z direction of the coordinate axis of the motor 278. The generator support structure may include one or more openings 316 that allow the stator of the motor generator 278 to be electrically coupled to the electrical converter 280. The electrical converter 280 is removably attached to the generator support structure 314 via screws, bolts, or other attachment means. For example, referring to Figure 3B Specifically, two lugs 360 and 362 may extend from electrical converter segment 280C into node 350C. Two lugs 364 and 366 are also depicted extending from electrical converter segment 280D into node 350C. Lugs 360-366 provide fixing points for removably attaching electrical converter segments 280C and 280D to generator support structure 314. Lugs 360-366 may be designed to receive screws, bolts, or other fixing devices that mate with generator support structure 314 beneath lugs 360-366.

[0038] In removing one or more segments of the electrical converter 280 from the propulsion engine 200 (at Figure 1 278) is removed, a user is able to gain access to the generator support structure 314. In some embodiments, the generator support structure 314 is fixedly attached to the electric generator 278. In such embodiments, one or more openings 316 provide an access port through which a user can inspect or access the electric generator 278. In some embodiments, the generator support structure 314 can be removably attached to the electric generator 278 and the engine structure 304. The generator support structure 314 can be segmented so that one or more segments of the generator support structure 314 can be removed from the propulsion engine 200, thereby providing the user with direct access to the electric generator 278.

[0039] Reference now Figure 4 , provides a cross-sectional view of a propulsion chamber 390 of a propulsion engine according to an exemplary embodiment of the present disclosure. Propulsion chamber 390 may be identical to propulsion chamber 300 (in Figure 2 In some embodiments, the flow path structure 302 of the thruster cavity 390 is further supported by one or more support or reinforcement ribs, such as support ribs 371. The support ribs 371 are integral with the radial inner surface of the flow path structure 302. The support ribs 371 may extend the entire axial length (along the entire axial length) of the flow path structure 302. Figure 4371). A plurality of support ribs may be attached to the flow path structure 302 along the inner periphery or radial inner surface of the flow path structure 302. In some embodiments, the support ribs 371 may be self-supporting. In other embodiments, the support ribs 371 may be supported by a support arm 370. The distal end of the support arm 370 contacts the radial inner surface of the support rib 371 and may be attached to the radial inner surface of the support rib 371 using any suitable fixing device, such as bolts, ties, etc. In other embodiments, the distal end of the support arm 370 may be directly attached to the flow path structure 302 without using the support rib 371 located between the support arm 370 and the flow path structure 302. The proximal end of the support arm 370 is attached to the generator support structure 314 using any suitable fixing device, such as bolts, ties, etc. For example, the support arm 370 may be positioned at a node or opening between two segments of the electrical converter 280. As such, the electrical converter 280 does not interfere with the support arms 370 extending from the generator support structure 314 to the support ribs 371. In other embodiments, the proximal ends of the support arms 370 are attached to the radially outer surface of the electrical converter 280 using any suitable fixing means, such as bolts, ties, etc. These are merely examples, however, and it should be understood that the proximal ends of the support arms 370 may be attached to any solid surface that provides the support arms 370 with a foundation sufficient to avoid compression or collapse under the weight of the flow path structure 302 and / or support ribs 371. The flow path structure 302 and / or support ribs 371 may be supported by a plurality of support arms 370. In other embodiments, the flow path structure 302 and / or support ribs 371 may be supported by a plurality of support arms 370 that span the entire inner circumference of the flow path structure 302, the front of the electrical converter 280 (along the support ribs 371), and the like. Figure 4 +z direction of the coordinate axis of the ) is supported by a single continuous support arm 370 to allow the electrical converter 280 to be removed from the propulsion engine 200 (in the Figure 1 The support arm 370 acts to provide a space for the flow path structure 302 and / or the support rib 371 (e.g., along the Figure 4 The front end of the thruster chamber 390 may be provided with additional structural support in the +z direction of the coordinate axis of the thruster chamber 390, and in some embodiments, the front end may be freely suspended above the thruster chamber 390 in other ways.

[0040] Reference now Figure 5 , provides a cross-sectional view of another thruster cavity 400 of a propulsion engine according to an exemplary embodiment of the present disclosure. The thruster cavity 400 may be located in the propulsion engine 200 (at Figure 1 The thruster cavity 400 is axially defined (e.g., along Figure 5The inlet 250 is located between the low pressure compressor 260 and the first rotor assembly or fan 206 (in the z direction of the coordinate axis of the engine). The thruster cavity 400 is radially disposed inside the outer engine casing 221 (such as a nacelle) and radially disposed outside the shaft 274. The inlet 250 circumferentially surrounds at least a portion of the thruster cavity 400. In some embodiments, the thruster cavity 400 may be radially located within the flow path structure 302A or another engine structure, such that the flow path structure 302A or another engine structure circumferentially surrounds at least a portion of the thruster cavity 400. As explained above, the inlet 250 is an entry point for air making up the core air flow CA to enter the core of the propulsion engine. The inlet 250 may include a splitter 231, an inlet guide vane 240, an inlet guide vane housing 306, and / or at least a portion of the flow path structure 302A, all of which at least partially define an entry path for the core air flow CA to enter the core of the propulsion engine. Therefore, with reference to Figure 1 and Figure 5 , the thruster cavity 400 is positioned generally toward the forward end 292 of the propulsion engine 200. As such, the thruster cavity 400 is spaced apart from the high pressure compressor 262 and the combustion section 264, thereby effectively shielding the interior of the thruster cavity 400 from deeper (along the longitudinal axis) in the propulsion engine 200. Figure 1 and Figure 5 The high temperature and high pressure generated by the -z direction of the coordinate axis.

[0041] Different from Figure 2 In the depicted embodiment, the motor-generator is not positioned within the thruster cavity 400. In other words, the electrical converter 280 is not co-located with the motor-generator and is positioned separate from the thruster cavity 400. Figure 1 As depicted in the exemplary electric generator 278A in FIG. 1 , the electric generator may be positioned outside the thruster cavity 400 on the aircraft or propulsion engine 200 (in Figure 1 278A remains electrically coupled to the electrical converter 280 by means of one or more electrical conductors. Since the electric generator 278A is not housed within the thruster cavity 400, the thruster cavity 400 may not include the thruster cavity 400 described herein. Figure 2 and Figure 3A The generator support structure described above. However, the electrical converter 280 remains located within the thruster cavity 400 and may be supported by the converter support structure 680. The converter support structure 680 may be fastened to the engine structure 304. The electrical converter 280 may be removably fastened to the converter support structure 680 by means of bolts or other fasteners, thereby supporting the electrical converter 280 located within the thruster cavity 400. The flow splitter 231, the inlet guide vane housing 306, and the inlet guide vane 240 may be as described with reference to Figure 1 and Figure 2 and thus are not described herein. Figure 5 The flow splitter 231, the inlet guide vane housing 306 and the inlet guide vane 240 can also be as described in reference Figure 1 and Figure 2 However, as will be explained below, in some embodiments, the flow splitter 231, inlet guide vane housing 306, and inlet guide vanes 240 of the thruster cavity 400 may not be segmented.

[0042] The flow path structure 302A extends axially from the inlet guide vane 240 (e.g., along Figure 5 The flow path structure 302A can also be segmented into circumferential sections so that the segments of the flow path structure 302A can be individually connected from the propulsion engine 200 (in the z direction of the coordinate axis of the first rotor assembly 206). Figure 1 302A). In some embodiments, multiple segments of the flow path structure 302A can be assembled together into a lock and key configuration. In other embodiments, one or more bolts, ties, or screws can removably connect segments of the flow path structure 302A when the flow path structure 302A is assembled. It should be appreciated that the flow path structure 302A can be segmented into any desired number of segments around the perimeter of the propulsion engine. By removing one or more segments of the flow path structure 302A, the user will gain access to components located underneath the flow path structure 302A that are otherwise inaccessible. More specifically, removal of one or more segments of the flow path structure 302A exposes the electrical converter 280.

[0043] The flow path structure 302A is further segmented into axial segments 602, 604, and 606. Segment 606 is radially located inside the inlet guide vane 240, the inlet guide vane housing 306, and the splitter 231, and is generally at the same longitude as the inlet guide vane 240, the inlet guide vane housing 306, and the splitter 231 (e.g., Figure 5 In some embodiments, the inlet guide vanes 240, the inlet guide vane housing 306, and the flow splitter 231 are not segmented and therefore cannot be removed from the propulsion engine 200 (in Figure 1 In such an embodiment, segment 606 of flow path structure 302A may not be removable from propulsion engine 200. Moreover, in such an embodiment, segment 606 of flow path structure 302A may be fixedly secured to inlet guide vane 240, and therefore, fixedly secured to inlet guide vane housing 306.

[0044] Segment 604 of flow path structure 302A is adjacent to segment 606 (along Figure 5The segment 604 and the segment 606 may be detachably connected by bolts, splices or other fixing devices 610. At its front end, the segment 604 may include a rear end (along the +z direction of the coordinate axis of the segment 602) designed to rest on the rear end of the segment 602. Figure 5 602 is designed to overlap with the front end of segment 604. In some embodiments, segment 604 may be further supported by support arm 620. The distal end of support arm 620 may be removably coupled to the radially inner surface of segment 604 via fixture 612. The proximal end of support arm 620 may be fixedly attached to the surface of electrical converter 280, thereby providing additional structural support to segment 604 and specifically to the front end of segment 604 that would otherwise hang freely without support arm 620. By removing fixture 610 and fixture 612, segment 604 may then be able to be removed from propulsion engine 200 (at Figure 1 ) removed.

[0045] Segment 602 of flow path structure 302A is adjacent to the front portion of segment 604 (e.g., along Figure 5 As described, the rear end of segment 602 overlaps the front end of segment 604. The front end of segment 602 extends to the first rotor assembly 206 (at Figure 1 6 and 7. The fan blade 210 of the first rotor assembly 206 (depicted in FIG. 6 ) can be supported by a support arm 630. The proximal end of the support arm 630 can be fixedly attached to the radial inner surface of the first rotor assembly 206 or any other suitable radial inner surface of the thruster cavity 400. The distal end of the support arm 630 can be removably fastened to the radial inner surface of the segment 602 at a fixture 631, thereby providing structural support to the segment 602. The support arm 630 can further include internal bolts or splices 614. Following removal of the fixture 631, the segment 602 can be removed from the propulsion engine 200 (at Figure 1 After removal of segment 602, splice 614 allows the distal portion of support arm 630 to be removed from propulsion engine 200 while the proximal portion of support arm 630 remains fixed to the radial inner surface of first rotor assembly 206.

[0046] The configuration of the segmented flow path structure 302A described above allows access to the electrical converter 280 with relatively few propulsion engine components removed. For example, the flow splitter 231, the inlet guide vane housing 306, the inlet guide vanes 240, and the segment 606 do not need to be removed from the propulsion engine 200 (at Figure 1280). Alternatively, one or both of segments 602 and 604 may be removed to provide a user with access to electrical converter 280. The user may also remove electrical converter 280 from propulsion engine 200 after removing only segments 602 and 604. Since thruster cavity 400 also does not include electric generator 278A internally (in Figure 1 4 (depicted in FIG. 4 ), the increased space within the thruster cavity 400 allows the electrical converter 280 to be angled or rotated prior to and during removal of the electrical converter 280 from the thruster cavity 400 and the propulsion engine 200. In other words, the user can simultaneously change the orientation of the electrical converter 280 and remove the electrical converter 280 from the propulsion engine 200. This enables the front edge of the electrical converter 280 to become the leading edge of the electrical converter 280 when the electrical converter 280 is removed from the propulsion engine 200.

[0047] Still reference Figure 5 , the electrical converter 280 includes a service line 640. The service line 640 can supply and remove a cooling medium (e.g., oil) that circulates throughout the electrical converter 280. The service line 640 can also include an electrical connector. The electrical connector can couple the electric generator 278A located outside the thruster cavity 400 to the electrical converter 280, thereby providing electrical power from the electric generator 278A to the electrical converter 280. The electrical connector can also include a power cord for the aircraft and / or the propulsion engine 200 (in Figure 1 200) to deliver the converted electrical power from the electrical converter 280 to power-drawing components throughout the aircraft and / or the propulsion engine 200. Figure 1 Prior to removal (depicted in ), the user may disconnect the service line 640 from the electrical converter 280 .

[0048] In some embodiments, Figure 3A and Figure 3B The described arrangement may be adapted to Figure 5 More specifically, Figure 5 The electrical converter 280 may be segmented, wherein each segment is attached to a radially inner converter support structure 680. In other words, in a configuration suitable for Figure 5 When used in the thruster chamber 400, Figure 3A The configuration depicted in does not include the motor generator 278, and instead Figure 3A The generator support structure 314 depicted in FIG. 1 includes a converter support structure 680. The nodes 350A-350F may similarly exist at Figure 5 between the segments of the electrical converter 280. Now with Figure 5 United and go to Figure 3B , Figure 5 The segments of the electrical converter 280 may be communicatively coupled via electrical wires 310 and cooling medium line connections 308 . Figure 5 The maintenance line 640 depicted in FIG. 1 may be coupled to the electrical converter 280 between any two segments of the electrical converter 280. For example, Figure 5 The service line 640 depicted in FIG. 6 may be coupled to the electrical converter 280 at any of the nodes 350A- 350F. Figure 5 The segments of the electrical converter 280 may further include lugs, such as Figure 3B , which provide points for removably coupling segments of the electrical converter 280 to the converter support structure 680 .

[0049] Reference now Figure 6 , provides a schematic illustration of a method of approaching an electrical converter according to an exemplary embodiment of the present disclosure. The method 800 can be performed on the wing or off the wing. Although the propulsion engine 200 (in Figure 1 ) and the specific design of the thruster cavity described above provide the benefit of being able to access and service the electrical converter on the wing, but the same method can be used to access and service the electrical converter when the propulsion engine 200 is located outside the wing. In the first step 802 of method 800, a user removes at least one segment of a segmented splitter. The splitter defines a boundary between a core air flow and a bypass air flow. The air flow located below the splitter includes the core air flow and is directed toward the low pressure compressor. The air flow located above the splitter includes the bypass air flow.

[0050] At step 804 of method 800, one or more fan blades disposed forward of the segmented inlet guide vane are rotated away from the segmented inlet guide vane. In a nominal or standard operating position, one or more fan blades may overlap or extend over at least a portion of the flow path structure. The fan blades may have a variable pitch. For brevity, refer to Figure 5 , one or more fan blades 210 of rotor assembly 206 can rotate forward in the direction of arrow A about the long axis of each of fan blades 210, thereby changing the pitch of blades 210 and exposing the flow path structure, as indicated by the dashed lines. Alternatively or additionally, the fan blades can be rotated by the engine thrust axis to provide a flow path structure segment close to the desired one.

[0051] Reference again Figure 6, at step 806 of method 800, one or more segments of a segmented inlet guide vane are removed from a propulsion engine. Following removal of the one or more segments of the flow splitter, one or more segments of an inlet guide vane housing that is integral with the inlet guide vane may be accessed. Thus, removal of a segment of the inlet guide vane housing results in simultaneous removal of the inlet guide vane attached to that particular segment of the inlet guide vane housing. Removal of the inlet guide vane and the inlet guide vane housing exposes a flow path structure. For embodiments in which a portion of the flow path structure is integral with the inlet guide vane, removal of the inlet guide vane housing and the integral segment of the inlet guide vane results in simultaneous removal of the portion of the flow path structure that is integral with the inlet guide vane.

[0052] At step 808 of method 800, one or more segments of the flow path structure are removed from the propulsion engine. Following the rotation of the fan blades at step 804 and the removal of the flow splitter, the inlet guide vane housing, and the one or more segments of the inlet guide vanes at steps 802 and 806, the flow path structure may be radially exposed. In other words, there are no other components of the propulsion engine that are radially positioned outside of the flow path structure. Thus, the one or more segments of the flow path structure may be removed from the propulsion engine.

[0053] It should be appreciated that in steps 802-808, the portion of the propulsion engine selected for removal or rotation is at least partially aligned to form a continuous cavity or path that is radially accessible throughout the propulsion engine and the propeller cavity. By way of example, one or more segments of the flow path structure that are removed in step 808 can be at least partially aligned with one or more blades and splitters, inlet guide vanes, and inlet guide vane housings that are rotated forward in step 804 and one or more segments that are removed in steps 802 and 806. This allows one or more selected segments of the flow path structure to be removed through an opening formed by removal and repositioning of components prior to removal of the one or more flow path structure segments. At the same time, the partial alignment of the removed components of the propulsion engine and the components that are rotated can maintain a continuous opening that allows a user to further access the electrical converter.

[0054] At step 810 of method 800, the electrical converter may be accessed or serviced. As discussed above, in some embodiments, the user may service the electrical converter directly on the wing. In other words, the electrical converter may remain in the propeller cavity and propulsion engine while the electrical converter is inspected, repaired, etc. In other embodiments, the user may wish to remove the electrical converter from the propulsion engine, for example, to replace the portion. In such embodiments, one or more segments of the segmented electrical converter may be removed from the propulsion engine.

[0055] In an additional step 812 of method 800, the electric generator may be serviced or accessed. After removing one or more segments of the electric converter, the generator support structure is exposed. In some embodiments, the generator support structure includes one or more openings in a surface of the generator support structure that allow a user to access and inspect the electric generator through the generator support structure. In other embodiments, the generator support structure may be segmented to allow one or more segments of the generator support structure to be removed from the propulsion engine, thereby allowing greater access to the electric generator.

[0056] It should be appreciated that the method 800 discussed above is not limited to Figure 6 . For example, the first fan blade may be rotated forward in step 804, thereby changing the pitch of the first fan blade to expose a desired segment of the flow path structure prior to removing the segment of the diverter in step 802. It should also be appreciated that one or more steps of method 800 can be completed simultaneously. For example, in some embodiments, the inlet guide vanes may be integral with a portion of the flow path structure. In such an embodiment, step 806 and step 808 may be completed simultaneously because the inlet guide vane housing, the inlet guide vanes, and the flow path structure may be removed from the propulsion engine as a whole and simultaneously. It should be further appreciated that the method may include additional steps depending on the specific propulsion engine architecture implemented.

[0057] It should now be appreciated that the apparatus, systems, and methods described herein provide an electrical converter located within a propeller cavity of a propulsion engine, wherein the heat experienced by the electrical converter may be limited, thereby maintaining the effectiveness of the electrical converter during its life. The electrical converter may be readily accessed while the propulsion engine is located on or off the wing. The specific design of the propulsion engine and the propeller cavity renders it feasible to quickly remove a small portion or segment of the propulsion engine to provide access to the electrical converter for repair, inspection, or replacement of the converter.

[0058] As used herein, the term "approximately" means that the amount, size, formula, parameter and other physical quantity and characteristic are not accurate and do not need to be accurate, but can be approximated and / or larger or smaller as desired, thereby reflecting tolerances, conversion factors, rounding, measurement errors, etc. and other factors known to those skilled in the art. When the term "approximately" (or "substantially" or "approximately") is used in the value or endpoint of the description range, the specific value or endpoint mentioned is included. Regardless of whether the numerical value or endpoint of the range in this specification is described as "approximately", two embodiments are described: one modified with "approximately" and one not modified with "approximately". It will be further understood that the endpoint of each in the range is not only obvious with respect to the other endpoint, but also independent of the other endpoint. For example, approximate language can refer to 1, 2, 4, 10, 15 or 20% margin in the endpoint of the (multiple) range of individual values, values ​​and / or limited values.

[0059] Directional terms as used herein (eg, up, down, right, left, front, back, top, bottom) are made with reference only to the drawings as drawn, and are not intended to imply absolute orientations.

[0060] In the event that a method claim does not actually recite the order in which its steps are to be followed or any apparatus claim does not actually recite the order or orientation of individual components or it is not otherwise specifically stated in the claim or does not recite that the steps will not be limited to a description of a specific order or a specific order or orientation of components of an apparatus, no order or orientation is intended to be inferred from any aspect. This applies to any possible non-express basis for interpretation, including: elements of logic regarding arrangement of steps, operational flow, order of components, or orientation of components; ordinary meaning derived from grammatical organization or punctuation, and; the number or type of embodiments described in the specification.

[0061] As used herein, the singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise. Thus, for example, reference to "a" component includes aspects having two or more such components unless the context clearly dictates otherwise.

[0062] Further aspects of the invention are provided by the subject matter of the following clauses: 1. A propulsion engine comprising: an outer engine casing including a propeller cavity therein, the propeller cavity being axially located between a low pressure compressor and a fan of the propulsion engine; and an electrical converter disposed within the propeller cavity.

[0063] 2. A propulsion engine as in any of the preceding clauses, wherein the propulsion engine is a propfan engine or a turbofan engine.

[0064] 3. The propulsion engine of any preceding clause, wherein the propulsion engine is a propfan engine configured for under-wing placement or for placement on the tail of the aircraft.

[0065] 4. The propulsion engine of any preceding clause, wherein the outer engine casing includes a flow path structure segment that is removable to provide access to the propeller cavity through the perimeter of the outer engine casing.

[0066] 5. A propulsion engine as claimed in any preceding clause, further comprising an electric motor electrically coupled to the electrical converter.

[0067] 6. A propulsion engine as claimed in any preceding clause wherein the electric motor is disposed within the propeller cavity.

[0068] 7. A propulsion engine as claimed in any preceding clause, further comprising an electric motor electrically coupled to the electrical converter.

[0069] 8. A propulsion engine as claimed in any preceding clause wherein the electric motor is disposed within the propeller cavity.

[0070] 9. A propulsion engine of any preceding clause, further comprising a support structure at least partially disposed between the electrical converter and the motor within the propulsion engine cavity; wherein: the electrical converter is removably attached to the support structure; and the support structure is fixedly attached to the motor, or the support structure is segmented so that segments of the support structure can be removed from the propulsion engine.

[0071] 10. The propulsion engine of any preceding clause, wherein the support structure comprises an opening in a surface of the support structure, wherein the opening exposes at least part of the electric machine.

[0072] 11. A propulsion engine as claimed in any preceding clause wherein the electric motor is disposed externally to the thruster cavity and one or more electrical conductors extend from the thruster cavity to the electric motor to electrically couple the electrical converter to the electric motor.

[0073] 12. A propulsion engine of any preceding clause, further comprising: an inlet guide vane disposed behind the first fan and radially outside the flow path structure; and a splitter disposed radially outside the inlet guide vane, wherein: the flow path structure is segmented, wherein the flow path structure is contoured to provide air flow to the inlet guide vane; the inlet guide vane is segmented, wherein the inlet guide vane directs the air flow to the low-pressure compressor; the splitter is segmented, wherein the splitter defines an outer boundary of the core air flow and an inner boundary of the bypass air flow; and segments of the flow path structure and segments of the inlet guide vane and segments of the splitter can be removed from the propulsion engine, wherein segments of the inlet guide vane and segments of the flow path structure and segments of the splitter are at least partially aligned so that following removal of segments of the inlet guide vane and segments of the flow path structure and segments of the splitter, at least a portion of the electrical converter is exposed.

[0074] 13. The propulsion engine of any preceding clause, wherein: at least a portion of the flow path structure is coupled to an inlet guide vane; and a segment of a portion of the flow path structure is coupled to the inlet guide vane, and a segment of the inlet guide vane is integrally removable from the propulsion engine.

[0075] 14. A propulsion engine as claimed in any preceding clause, further comprising a reinforcing rib supporting the flow path structure, the reinforcing rib extending axially along a radially inner surface of the flow path structure.

[0076] 15. A propulsion engine as claimed in any preceding clause, wherein the thruster cavity further comprises: a surface disposed radially inwardly of the flow path structure; and a support arm extending radially outwardly from the surface, the support arm comprising a distal end radially supporting the flow path structure.

[0077] 16. A propulsion engine as claimed in any preceding clause wherein the electrical converter is an AC / DC converter, a DC / AC converter or a DC / DC converter.

[0078] 17. A propulsion engine as claimed in any preceding clause wherein the first fan is driven by a gearbox or is a direct drive mechanism.

[0079] 18. A method of accessing an electrical converter disposed within a thruster cavity within a propulsion engine, the method comprising: first, accessing the electrical converter comprises rotating one or more fan blades; and second, removing at least a portion of an outer engine casing, thereby exposing the electrical converter within the thruster cavity.

[0080] 19. The method of any preceding clause, wherein the propulsion engine is a variable pitch engine and the step of rotating comprises rotating one or more fan blade forward portions relative to an outer engine casing.

[0081] 20. The method of any preceding clause, wherein the portion of the outer engine casing is a flow path structure segment.

[0082] 21. The method of any preceding clause, further comprising: removing at least a portion of the segmented flow splitter, thereby exposing a segmented inlet guide vane disposed radially inwardly of the segmented flow splitter; and removing at least a portion of the segmented inlet guide vane.

[0083] 22. The method of any preceding clause, wherein: the segmented flow path structure and at least portions of the segmented inlet guide vanes are coupled; and portions of the segmented inlet guide vanes and portions of the segmented flow path structure are integrally removable.

[0084] 23. The method of any preceding clause, further comprising: disconnecting the one or more electrical connectors or the one or more cooling medium connectors from the electrical converter; and removing the electrical converter from the thruster cavity.

[0085] 24. A method as claimed in any preceding clause, wherein the electrical converter is accessed within the thruster cavity while the propulsion engine is attached to the aircraft.

[0086] 25. A propulsion engine, comprising: a propeller cavity radially located within the inlet of the propulsion engine and axially defined between a low-pressure compressor and a first fan of the propulsion engine; an electrical converter disposed within the propeller cavity; a flow path structure shaped to provide a core air flow to an inlet guide vane; and a splitter disposed radially outside the inlet guide vane, the splitter defining an outer boundary of the core air flow and an inner boundary of a bypass air flow; wherein the inlet guide vane is disposed behind the first fan, wherein the inlet guide vane directs the core air flow to the low-pressure compressor; and the inlet guide vane, splitter and flow path structure are segmented so that at least partially aligned segments of the inlet guide vane, splitter and flow path structure can be removed from the propulsion engine to expose at least a portion of the electrical converter.

[0087] 26. A propulsion engine of any preceding clause, further comprising: an electric motor disposed within the thruster cavity and electrically coupled to the electrical converter; and a support structure disposed at least partially between the electrical converter and the electric motor located within the thruster cavity; wherein: the support structure is fixedly attached to the electric motor; and the electrical converter is removably attached to the support structure.

[0088] 27. A propulsion engine as claimed in any preceding clause, further comprising: an electric motor disposed externally of the thruster cavity and electrically coupled to the electrical converter.

[0089] 28. A propulsion engine comprising: an electrical converter; a core comprising a compressor and a combustion section; and an electric motor coupled to the electrical converter; wherein the electrical converter is disposed proximal to an inlet to the core and distal to the electric motor.

[0090] 29. A propulsion engine as claimed in any preceding clause, wherein the electric motor is located one of aft of the core, between the core and the outer engine casing, or outside of the outer engine casing.

[0091] 30. A propulsion engine as claimed in any preceding clause, wherein the propulsion engine is one of a propfan engine or a turbofan engine.

[0092] 31. The propulsion engine of any preceding clause further comprising an outer engine casing including a flow path structure segment removable to access the propeller cavity through a perimeter of the outer engine casing.

[0093] 32. The propulsion engine of any preceding clause further comprising a plurality of flow path structure segments arranged circumferentially around the perimeter of the outer engine casing, the plurality of flow path structure segments providing access to the propeller cavity through the perimeter of the outer engine casing.

[0094] 33. A propulsion engine as claimed in any preceding clause, wherein the flow path structure segment is coupled to a flow splitter, the flow path structure segment and the flow splitter forming part of the inlet.

[0095] It will be apparent to those skilled in the art that various modifications and variations can be made to the embodiments described herein without departing from the spirit and scope of the claimed subject matter. Thus, it is intended that this specification covers modifications and variations of the various embodiments described herein if they fall within the scope of the appended claims and their equivalents.

Claims

1. A propulsion engine comprising: an outer engine casing including a propeller cavity therein, the propeller cavity being axially located between a low pressure compressor and a fan of the propulsion engine, wherein the outer engine casing includes a flow path structure segment that is removable to access the propeller cavity through a perimeter of the outer engine casing; and an electrical converter disposed in the thruster cavity; Wherein, removal of the flow path structure segment provides direct access to the electrical converter within the thruster cavity.

2. A propulsion engine according to claim 1, wherein: The propulsion engine is a propfan engine or a turbofan engine.

3. The propulsion engine according to claim 1, wherein: The propulsion engine is a propfan engine configured for placement under a wing or for placement on the tail of the aircraft.

4. A propulsion engine according to any one of the preceding claims, further comprising an electric machine electrically coupled to the electrical converter.

5. A propulsion engine according to claim 4, wherein: The motor is arranged in the propeller cavity.

6. The propulsion engine according to claim 4, wherein: The motor is disposed outside the thruster cavity, and one or more electrical conductors extend from the thruster cavity to the motor to electrically couple the electrical converter to the motor.

7. A propulsion engine comprising: an outer engine housing including a propeller cavity therein; an electrical converter disposed in the thruster cavity; the core, which includes the compressor and combustion sections; as well as an electric machine coupled to the electrical converter; wherein the electrical converter is disposed proximal to the entrance to the core and distal to the motor; wherein the outer engine casing includes a flow path structure segment that can be removed to access the thruster cavity through the perimeter of the outer engine casing; and Wherein, removal of the flow path structure segment provides direct access to the electrical converter within the thruster cavity.

8. A propulsion engine according to claim 7, wherein: The electric machine is located one of behind the core, between the core and the outer engine casing, or outside the outer engine casing.

9. The propulsion engine according to claim 7, wherein: The propulsion engine is one of a propfan engine or a turbofan engine.

10. The propulsion engine of claim 7, further comprising a plurality of flow path structural segments arranged circumferentially around a perimeter of the outer engine casing, the plurality of flow path structural segments providing access to the thruster cavity through the perimeter of the outer engine casing.

11. The propulsion engine according to claim 7, wherein: The flow path structure segment is coupled to a flow splitter, the flow path structure segment and the flow splitter forming part of the inlet.

12. A propulsion engine according to any one of claims 7 to 11, wherein: The electrical converter is an AC / DC converter, a DC / AC converter or a DC / DC converter.

13. A method of accessing an electrical converter disposed within a thruster cavity within an outer engine casing of a propulsion engine, the method comprising: First, accessing the electrical converter includes rotating one or more fan blades of a fan of the propulsion engine, wherein the propeller cavity is axially located between the fan and a low-pressure compressor of the propulsion engine; and Second, removing a flow path structure segment of the outer engine housing, thereby exposing the electrical converter located in the thruster cavity; Wherein, removal of the flow path structure segment provides direct access to the electrical converter within the thruster cavity.

14. The method according to claim 13, wherein: The propulsion engine is a variable pitch engine and the step of rotating includes rotating the one or more fan blade front portions relative to the outer engine casing.

15. The method according to claim 13, wherein: The portion of the outer engine casing is a flow path structure segment.

16. The method according to claim 15, further comprising: removing at least a portion of a flow splitter, thereby exposing inlet guide vanes disposed radially within the interior of the flow splitter; as well as At least a portion of the inlet guide vanes is removed.

17. The method of claim 16, wherein: At least portions of the flow path structure segment and the inlet guide vane are coupled; and Part of the inlet guide vane and part of the flow path structure segment may be removed together.

18. The method according to any one of claims 13 to 17, further comprising: The electrical transducer is removed from the thruster cavity.

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