Electric motor power assistance for a turbine engine during idle operation

Abstract

An aircraft including a hybrid electric propulsion system is provided. In one aspect, the hybrid electric propulsion system includes at least one propulsor including a gas turbine engine and an electric machine mechanically coupled to a spool of the gas turbine engine. When an idle operation is commanded, power is provided to the electric machine to cause the electric machine to apply torque to the spool and fuel provided to the engine can be reduced. Accordingly, the electric machine is controlled to provide power assistance to maintain the engine at a commanded idle speed while reducing fuel consumption.

Description

Technical Field

[0001] This topic generally relates to aircraft propulsion systems, and more specifically to aircraft propulsion systems equipped with one or more motors. Background Technology

[0002] Traditional commercial aircraft typically consist of a fuselage, a pair of wings, and a propulsion system that provides thrust. The propulsion system usually includes at least two aircraft engines, such as turbofan jet engines. Each turbofan jet engine is mounted to a corresponding wing of the aircraft, for example, in a suspended position under the wing.

[0003] Hybrid electric propulsion systems are being developed to improve the efficiency of conventional commercial aircraft. Some hybrid electric propulsion systems include one or more motors, each mechanically coupled to a rotating component of one of the aircraft's engines. The inventors of this disclosure have developed various architectures and methods to improve hybrid electric propulsion systems. Attached Figure Description

[0004] The complete and enabling disclosure of this subject matter, including its best mode, is set forth in the specification with reference to the accompanying drawings, for those skilled in the art, wherein:

[0005] Figure 1 A schematic top view of an aircraft according to various exemplary embodiments of the present disclosure is provided;

[0006] Figure 2 Provided Figure 1 A schematic cross-sectional view of one of the thrusters of an aircraft;

[0007] Figure 3 Provided Figure 1 A schematic diagram of the hybrid electric propulsion system of an aircraft;

[0008] Figure 4 Provided Figure 1 Another schematic diagram of the hybrid electric propulsion system of the aircraft;

[0009] Figure 5 A schematic diagram of a hybrid electric propulsion system for an aircraft according to various exemplary embodiments of the present disclosure is provided;

[0010] Figure 6 A flowchart is provided for an exemplary method of operating an aircraft according to an exemplary embodiment of the present disclosure; and

[0011] Figure 7 An example computing system according to an example embodiment of the present disclosure is provided. Detailed Implementation

[0012] Reference will now be made in detail to the present embodiments of the invention, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerals and letter reference numerals to denote features in the drawings. Similar or analogous reference numerals in the drawings and description have been used to denote similar or analogous portions of the invention.

[0013] As used herein, the terms “first,” “second,” and “third” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components.

[0014] The terms "front" and "rear" refer to relative positions within a gas turbine engine or carrier, and specifically to the normal operating posture of the gas turbine engine or carrier. For example, in the case of a gas turbine engine, "front" refers to the position closer to the engine inlet, while "rear" refers to the position closer to the engine nozzle or exhaust port.

[0015] The terms “upstream” and “downstream” refer to the relative directions of flow within a path. For example, in fluid flow, “upstream” refers to the direction from which the fluid flows, while “downstream” refers to the direction in which the fluid flows. However, as used herein, the terms “upstream” and “downstream” can also refer to electric current.

[0016] The singular forms “a,” “one,” and “the” include plural references unless the context clearly specifies otherwise.

[0017] The term "exemplary" is intended to refer to an example in this document. The term "exemplary" is not necessarily intended to refer to the best example or preferred embodiment.

[0018] The approximate language used throughout this specification and claims is intended to modify any quantitative expression that allows for alteration without changing its underlying function. Therefore, values ​​modified by one or more terms such as “about,” “approximately,” and “substantially” are not limited to the specified exact values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct or manufacture the component and / or system. For example, approximate language may refer to a margin of ten percent.

[0019] Throughout this specification and claims, scope limitations are combined and interchanged, and unless the context or language otherwise indicates otherwise, such scopes are identified and include all subscopes contained herein. For example, all scopes disclosed herein include endpoints, and endpoints may be combined independently of each other.

[0020] Typically, multi-engine aircraft have performed single-engine taxiing operations to conserve fuel. However, the inventors of this disclosure have recognized that operating a single engine during taxiing without the other engines can lead to certain challenges, such as asymmetric thrust, increased pilot workload, and poorer ground maneuverability and control. Therefore, the inventors of this disclosure have developed a hybrid electric architecture and control method to address one or more of these identified challenges.

[0021] In particular, in one example aspect, the aircraft includes a hybrid electric propulsion system. The hybrid electric propulsion system includes at least one thruster comprising a gas turbine engine and an electric motor mechanically coupled to the gas turbine engine. For example, the electric motor may be embedded within the engine core of the gas turbine engine and mechanically coupled to its spool. The electric motor may be positioned radially inside the engine core airflow path relative to the engine's longitudinal centerline. For example, the spool may be a low-pressure spool. In other embodiments, the spool may be a high-pressure spool of the gas turbine engine. In still other embodiments, the gas turbine engine may include three spools, including a high-pressure spool, an intermediate-pressure spool, and a low-pressure spool. In such embodiments, the spool may be an intermediate spool.

[0022] When idling is commanded, electricity can be supplied to the electric motor, causing it to apply torque to the spool. Furthermore, the amount of fuel supplied to the engine can be reduced. In this respect, the electric motor is controlled to provide power assistance to maintain the engine at the commanded idle speed while reducing fuel consumption. When additional engine power is commanded, fuel is added and the engine accelerates. Advantageously, by utilizing the power assistance provided to the gas turbine engine during idling, the gas turbine engine can produce fewer emissions and consume less fuel. Furthermore, due to the relatively high engine speed and electric motor assistance, acceleration from idle can be faster than with a conventional engine.

[0023] In some embodiments, the aircraft may include at least one thruster mounted to a first wing and at least one thruster mounted to a second wing of the aircraft. Each thruster may include a gas turbine engine and an electric motor mechanically coupled thereto. In such an embodiment, the gas turbine engine of one thruster operates on fuel, while its associated electric motor generates electricity, which is transmitted to the electric motor of the gas turbine engine of the other thruster to keep it idling. Because both gas turbine engines are kept idling, asymmetric thrust, increased pilot workload, and poorer ground maneuverability and control can be eliminated or at least reduced. Furthermore, operating one gas turbine engine on fuel and supplying electricity to drive the other gas turbine engine can result in more efficient operation of the fuel-burning engine. Notably, in such an embodiment, the engine control logic can alternate which engine receives electric motor power assistance during idling operation at each start-up. In this way, wear on the engine and electric motor can occur more evenly on the thrusters.

[0024] In some further embodiments, the hybrid electric propulsion system may include features for preheating and / or pre-lubricating or lubricating the gas turbine engine via an electric drive unit before or during startup. This can reduce engine wear during startup, especially at colder temperatures, and can also improve start-up operability.

[0025] Figure 1 A schematic top view of an exemplary aircraft 100 is provided, which can be combined with various embodiments of the present disclosure. For reference, aircraft 100 defines a longitudinal direction L1 and a lateral direction L2. The lateral direction L2 is perpendicular to the longitudinal direction L1. Aircraft 100 also defines a longitudinal centerline 114 extending through it along the longitudinal direction L1.

[0026] As shown in the figure, the aircraft 100 extends between a front end 116 and a rear end 118, for example, along a longitudinal direction L1. Furthermore, the aircraft 100 includes a fuselage 112 that extends longitudinally from the front end 116 to the rear end 118. The aircraft 100 also includes a tail fin 119 at the tail or rear end 118. Additionally, the aircraft 100 includes a pair of wings, comprising a first port-side wing 120 and a second starboard-side wing 122. The first wing 120 and the second wing 122 each extend laterally outward from the fuselage 112 relative to a longitudinal centerline 114. The first wing 120 and a portion of the fuselage 112 together define a first side 124 of the aircraft 100, and the second wing 122 and another portion of the fuselage 112 together define a second side 126 of the aircraft 100. In the depicted embodiment, the first side 124 of the aircraft 100 is configured as the port side of the aircraft 100, and the second side 126 of the aircraft 100 is configured as the starboard side of the aircraft 100. The longitudinal centerline 114 generally divides the aircraft 100 into the first side 124 and the second side 126.

[0027] Aircraft 100 includes various control surfaces. In this embodiment, each wing 120, 122 includes one or more leading-edge flaps 128 and one or more trailing-edge flaps 130. Aircraft 100 further includes, or more specifically, a tail 119 including a vertical stabilizer 132 with rudder flaps 134 for yaw control and a pair of horizontal stabilizers 136, each horizontal stabilizer 136 having elevator flaps 138 for pitch control. The fuselage 112 additionally includes an outer surface or skin 140. It should be understood that in other exemplary embodiments, aircraft 100 may additionally or alternatively include any other suitable configuration. For example, in other embodiments, aircraft 100 may include any other control surface configuration or tail arrangement.

[0028] Figure 1 The exemplary aircraft 100 also includes a propulsion system. For this embodiment, the propulsion system is a hybrid electric propulsion system 150. As shown, the hybrid electric propulsion system 150 includes a first thruster 160 and a second thruster 170, both operable to generate thrust. The first thruster 160 is mounted underwing to a first wing 120, and the second thruster 170 is mounted underwing to a second wing 122. In other example embodiments, one or both of the first thruster 160 and the second thruster 170 may be mounted to the aircraft 100 in other suitable locations and / or configurations, such as mounted to the fuselage 112 behind the wings 120, 122.

[0029] The first thruster 160 includes a first gas turbine engine 162 and a first electric motor 164 mechanically coupled to the first gas turbine engine 162. The first electric motor 164 may be a generator, an electric motor, or a combined generator / electric motor. For this example embodiment, the first electric motor 164 is a combined generator / electric motor. In this way, when operating as a generator, the first electric motor 164 can generate electricity when driven by the first gas turbine engine 162. When operating as an electric motor, the first electric motor 164 can drive or actuate the first gas turbine engine 162. Furthermore, for this example embodiment, the first gas turbine engine 162 is configured as a turbofan engine, and therefore, the first thruster 160 is configured as a hybrid electric turbofan engine.

[0030] Similarly, the second thruster 170 includes a second gas turbine engine 172 and a second electric motor 174 mechanically coupled to the second gas turbine engine 172. The second electric motor 174 may be a generator, an electric motor, or a combined generator / electric motor. For this example embodiment, the second electric motor 174 is a combined generator and / or electric motor. In this way, when operating as a generator, the second electric motor 174 can generate electricity when driven by the second gas turbine engine 172. When operating as an electric motor, the second electric motor 174 can drive or actuate the second gas turbine engine 172. Furthermore, for this example embodiment, the second gas turbine engine 172 is configured as a turbofan engine, and therefore, the second thruster 170 is configured as a hybrid electric turbofan engine.

[0031] The hybrid electric propulsion system 150 further includes one or more energy storage units 180 electrically connected to the first motor 164, the second motor 164, and other electrical loads. The energy storage unit 180 may be configured as one or more batteries, such as one or more lithium-ion batteries, or alternatively, may be configured as any other suitable energy storage device, such as a supercapacitor.

[0032] The hybrid electric propulsion system 150 also includes a power management system having a controller 182, a power bus 184, and power electronic devices (e.g., a first power converter 188 and a second power converter 189). The first power converter 188 is associated with a first motor 164 of the first thruster 160, and the second power converter 189 is associated with a second motor 174 of the second thruster 170. The first motor 164 and the second motor 174, the energy storage unit 180, the controller 182, and the power converters 188 and 189 are each electrically connected to each other via one or more wires 186 of the power bus 184.

[0033] The first power converter 188 and the second power converter 189 are operable to regulate and / or convert electrical power within the hybrid electric propulsion system 150. Both the first power converter 188 and the second power converter 189 may include switching elements and gate drivers for rapidly driving the switching elements, for example, between on and off modes. The power bus 184 may also include other electrical components (e.g., switches) and / or other power electronic devices.

[0034] Controller 182 is configured to control the power distribution among the various components of the hybrid electric propulsion system 150. For example, controller 182 may control power converters 188, 189 to supply power to or draw power from various components. For instance, controller 182 may control one or both of power converters 188, 189 such that, for example, during idling operation, power is drawn from one or more energy storage units 180 and supplied to the first motor 164 and / or the second motor 174. As another example, controller 182 may control the first power converter 188 and the second power converter 189 such that, for example during idling, power is drawn from the second motor 174 of the second thruster 170 and supplied to the first motor 164 of the first thruster 160. This is schematically depicted as the wires 186 of the power bus 184 extend through controller 182.

[0035] The controller 182 may form part of the computing system 190 of the aircraft 100. The computing system 190 of the aircraft 100 may include one or more processors and one or more memory devices embodied in one or more computing devices. For example, such as Figure 1 The depicted computing system 190 includes a controller 154 and other computing devices, such as computing device 192. The computing system 190 may also include other computing devices, such as a first engine controller 166 of the first thruster 160 and a second engine controller 176 of the second thruster 170. The computing devices of the computing system 190 can be communicatively connected to each other via a communication network. For example, computing device 192 is located in the cockpit of aircraft 100 and is communicatively connected to the controller 182 of the hybrid electric propulsion system 150 via a communication link 194 of the communication network. Communication link 194 may include one or more wired or wireless communication links. Although not explicitly stated... Figure 1 As depicted herein, but it will be understood that the first controller 166 and the second controller 176 may be communicatively coupled to other components and / or devices of the computing system 190, for example, via suitable wired or wireless communication links.

[0036] The computing device of the computing system 190 of the aircraft 100 can be used in conjunction with the following reference. Figure 7The exemplary computing device of the described computing system 500 is configured in a substantially similar manner (and can be configured to perform one or more functions of the exemplary method (400) described below).

[0037] The aircraft 100 may also include multiple sensors for sensing various operating conditions associated with the aircraft 100. Multiple sensors in Figure 1 Sensors 195, 197, and 199 are schematically represented in the diagram. Sensors 195, 197, and 199 can be communicatively connected to one or more computing devices of the computing system 190. Sensor 195 schematically represents the aircraft 100, which may include one or more airspeed sensors, temperature sensors, pressure sensors, altitude sensors, weight sensors, sensors for recording environmental conditions, etc. Sensors 197 and 199 schematically represent the first thruster 160 and the second thruster 170, which may include one or more sensors, such as temperature sensors, pressure sensors, fuel flow sensors, current sensors, voltage sensors, etc. Sensor data captured by sensors 195, 197, and 199 can be provided to one or more processors of the computing system 190.

[0038] Figure 2 Provided Figure 1 A schematic cross-sectional view of the first thruster 160 of the aircraft 100. Although the first thruster 160 is... Figure 2 It is shown in the text and described in detail below, but it will be understood that... Figure 1 The second thruster 170 of the aircraft 100 can be configured in the same or similar manner as the first thruster 160. Therefore, for the sake of brevity, only the first thruster 160 will be described in detail below.

[0039] For reference, the first gas turbine engine 162 of the first propeller 160 defines an axial direction A, a radial direction R, and a circumferential direction. Furthermore, the first gas turbine engine 162 defines an axial centerline or longitudinal axis 212 extending through it, for reference purposes. Typically, the axial direction A extends parallel to the longitudinal axis 212, the radial direction R extends outward and inward from the longitudinal axis 212 in a direction orthogonal to the axial direction A, and the circumferential direction extends 360° around the longitudinal axis 212.

[0040] The first gas turbine engine 162 includes a core engine 214 and a fan section 216 positioned upstream therefrom. The core engine 214 includes a shroud 218 defining an annular core inlet 220. The shroud 218 further surrounds and supports a turbocharger or low-pressure compressor 222 for pressurizing air entering the core engine 214 through the core inlet 220. A high-pressure, multi-stage, axial-flow compressor 224 receives pressurized air from the LP compressor 222 and further increases the air pressure. The pressurized air flows downstream to a combustor 226, where fuel is injected into the pressurized air stream and ignited to increase the temperature and energy level of the pressurized air. High-energy combustion products flow downstream from the combustion chamber 226 to a high-pressure turbine 228 for driving the high-pressure compressor 224 via a high-pressure shaft 230 or a second rotatable component. The HP shaft 230, the rotating elements of the HP compressor 224 coupled to the HP shaft 230, and the rotating elements of the HP turbine 228 together form a high-speed or high-pressure spool 231.

[0041] The high-energy combustion products then flow to the low-pressure turbine 232, which drives the LP compressor 222 and the fan section 216 via the low-pressure shaft 234 or the first rotatable component. In this example embodiment, the LP shaft 234 is coaxial with the HP shaft 230. The LP shaft 234, the rotating elements of the LP compressor 222 connected to the LP shaft 234, the rotating elements of the LP turbine 232, and the rotating elements of the fan section 216 together form a low-speed or low-pressure linear shaft 233. After driving each turbine 228, 232, the combustion products exit the core engine 214 through the exhaust nozzle 236 to generate propulsive thrust.

[0042] Fan section 216 includes a rotatable axial fan rotor 238 surrounded by an annular fan housing 240. The fan housing 240 is supported by the core engine 214 via a plurality of substantially radially extending, circumferentially spaced outlet guide vanes 242. In this manner, the fan housing 240 surrounds the fan rotor 238 and a plurality of fan blades 244 extending outwardly from the fan rotor 238. A downstream section 246 of the fan housing 240 extends above the outer portion of the core engine 214 to define a bypass passage 248. Air passing through the bypass passage 248 provides propulsive thrust, which will be explained further below. In some alternative embodiments, the LP shaft 234 may be connected to the fan rotor 238 via a reduction gear, such as a reduction gearbox in an indirect drive or gear-driven configuration. Such a reduction gear may be included between any suitable shaft / spindle within the first gas turbine engine 162, as needed or required.

[0043] During operation of the first gas turbine engine 162, the initial or inlet airflow, indicated by arrow 250, enters the first gas turbine engine 162 through inlet 252 defined by fan housing 240. The airflow 250 passes through fan blades 244 and is split into a first airflow (indicated by arrow 254) that moves through bypass passage 248 and a second airflow (indicated by arrow 256) that enters LP compressor 222 through core inlet 220.

[0044] The pressure of the second airflow 256 is gradually increased by the LP compressor 222 and then enters the HP compressor 224, as indicated by arrow 258. The discharged pressurized airflow flows downstream to the combustor 226, where fuel is introduced to produce combustion gases or products. Combustion products 260 exit the combustor 226 and flow through the HP turbine 228. Combustion products 260 then flow through the LP turbine 232 and exit the exhaust nozzle 236 to generate thrust. Furthermore, as described above, a portion of the inlet airflow 250 flows through the bypass passage 248 and through the exhaust nozzle defined between the fan housing 240 and the engine shroud 218, in the downstream section 246 of the fan housing 240. In this way, significant propulsive thrust is generated.

[0045] like Figure 2 As further shown, combustor 226 defines an annular combustion chamber 262, which is substantially coaxial with the longitudinal centerline axis 212. Combustor 226 receives an annular stream of pressurized air from the high-pressure compressor discharge outlet 269. A portion of this compressor discharge air (“CDP” air) flows into a mixer (not shown). Fuel is injected by fuel nozzles 268 of the fuel delivery system to mix with the air. This forms a fuel-air mixture, which is supplied to combustion chamber 262 for combustion. Ignition of the fuel-air mixture is accomplished by a suitable igniter, and the resulting combustion gases 260 flow in the axial direction A toward and into an annular first-stage turbine nozzle 272. Nozzle 272 is defined by an annular flow channel comprising a plurality of radially extending, circumferentially spaced nozzle blades 274 that deflect the gases so that they flow at an angle and impinge on the first-stage turbine blades of HP turbine 228. In this embodiment, the HP turbine 228 rotates the HP compressor 224 via the HP shaft 230, and the LP turbine 232 drives the LP compressor 222 and the fan rotor 38 via the LP shaft 234.

[0046] As described above, the first thruster 160 is an aviation electric-hybrid propulsion machine. In this respect, the first thruster 160 includes one or more electric motors, such as a first motor 164, mechanically coupled to a first gas turbine engine 162. According to aspects of the invention disclosed herein, the first motor 164 can be controlled to provide power assistance to the first gas turbine engine 162, for example, during idling operation. Figure 2In the depicted embodiment, the first motor 164 is mechanically coupled to the LP shaft 234. More specifically, the first motor 164 includes a rotor 168 and a stator 169. The rotor 168 of the first motor 164 is mechanically coupled to the LP shaft 234. In this respect, the rotor 168 can rotate in sync with the LP shaft 234. As will be understood, the rotor 168 may include current-carrying elements (e.g., windings or coils). The stator 169 may include current-carrying elements and / or magnets. In this respect, when the rotor 168 rotates relative to the stator 169, the rotor magnetic field couples with the stator magnetic field to achieve energy conversion.

[0047] Although the first motor 164 is mechanically coupled to the LP shaft 234 at its rear end, the first motor 164 can be mounted to the LP shaft 234 at any suitable location. Furthermore, in other embodiments, the first motor 164 can be mounted to the HP shaft 230. In other embodiments, the first thruster 160 may include a motor mechanically coupled to the HP shaft 230 and a motor mechanically coupled to the LP shaft 234. As will be explained herein, the first motor 164 can be controlled to apply torque to the LP shaft 234 to keep the first gas turbine engine 162 rotating at least at a minimum idle speed, while reducing fuel flow to the combustor 226 when idle power is commanded. In other words, the first motor 164 can be controlled to electrically assist the LP shaft 234 during idling operation, which can advantageously reduce fuel consumption and wear on engine components, among other benefits. The manner in which the first motor 164 can be used to electrically assist the LP shaft 234 during idling operation will be described in more detail herein.

[0048] Although the first thruster 160 already represents an example of a hybrid electric propulsion machine Figure 2 While described and illustrated herein, the subject matter of this disclosure is applicable to other suitable types of hybrid electric turbines or in combination with other suitable types of hybrid electric turbines. For example, the subject matter of this disclosure is applicable to other suitable turbine engines or in combination with other suitable turbine engines, such as steam and other types of gas turbine engines. Example gas turbine engines may include turbojet engines, turboprop engines, turboshaft engines, aero-derivative gas turbines, auxiliary power units, etc.

[0049] For general reference now Figure 1 , 2 3, will now provide a control scheme for controlling the first electric motor 164 to provide power assistance to the first gas turbine engine 162 during idling operation. Figure 3A schematic diagram of a hybrid electric propulsion system 150 for an aircraft 100 capable of implementing this control scheme is provided. By controlling the first motor 164 to provide power assistance to the first gas turbine engine 162 during idling operation, fuel consumption and wear on engine components can be reduced, among other benefits. While the power converter 188 and computing system 190 are... Figure 3 The power converter 188 is shown separately from the first thruster 160; however, it will be understood that in some embodiments, the power converter 188 may be a component of the first thruster 160 and / or a component of the computing system 190 (e.g., the first engine controller 166). Figure 1 This could be a component of the first thruster 160. Furthermore, although not shown, Figure 1 Other components of the hybrid electric propulsion system 150 can be controlled by the computing system 190, for example, by the second thruster 170 and its associated power converter 189.

[0050] like Figure 3 As shown, one or more processors of the computing system 190 can receive an instruction that the first gas turbine engine 162 will operate under idling conditions (or in other words, in idling operation). Specifically, one or more processors of the computing system 190 can receive a power command 310 instructing the first gas turbine engine 162 to operate under idling conditions. For example, the power command 310 can be generated based on the thrust lever angle (TLA) of the thrust lever located in the cockpit of the aircraft 100 or according to the automatic thrust function generated by the aircraft 100's automatic flight system.

[0051] Furthermore, one or more processors of the computing system 190 can receive data 320 indicating one or more operating conditions associated with the aircraft 100, which may include operating conditions associated with the first gas turbine engine 162 and / or with the first motor 164 mechanically coupled thereto. For example, the data 320 may be based on data from sensors 195, 197, 199 (… Figure 1 Sensor feedback. Operating conditions may include, but are not limited to, environmental conditions (e.g., ambient air temperature, humidity, wind conditions, air pressure, weather conditions, etc.); airspeed of aircraft 100; altitude of aircraft 100; orientation of aircraft 100; health status of one or more of the components of the first gas turbine engine 162, the first motor 164, or some other components of aircraft 100; engine emission requirements; electrical loads of aircraft 100 and / or current power required by the system; or some combination thereof.

[0052] In response to power command 310, one or more processors of computing system 190 can supply power to first motor 164, causing first motor 164 to apply torque to low-pressure spool 233 of first gas turbine engine 162. Figure 2 In this way, the first motor 164 can provide power assistance to the first gas turbine engine 162. For example, upon receiving a power command 310, one or more processors of the computing system 190 can generate one or more control signals 330. The control signals 330 can be directed to the power converter 188 associated with the first motor 164. The control signals 330 can cause one or more gate drivers to drive or switch the switching elements of the power converter 188, thereby providing the required power to the first motor 164, such as... Figure 3 As indicated by arrow EP in the diagram. As described above, power can be supplied to the first motor 164 via one or more wires 186 of the power bus 184.

[0053] The power supplied to the first motor 164 can be drawn from or provided by one or more suitable sources. For example, but not limited to, the power supplied to the first motor 164 can be provided by one or more energy storage units 180. Figure 1 ), an electric motor mechanically connected to the auxiliary power unit (APU) located on the aircraft 100, an electric motor mechanically connected to the ram air turbine, and a second thruster 170 operating in generator mode. Figure 1 The second motor 174 (which will be referred to below) Figure 4 (Further explanation), or some combination thereof. For example, the APU could be a gas turbine engine. Power supplied to the first motor 164 causes the first motor 164 (e.g., through the interaction of the stator and rotor magnetic fields) to apply torque to the low-voltage spool 233. Figure 2 The low-voltage spool 233 is driven by the rotation axis around the low-voltage spool 233.

[0054] In some embodiments, in addition to enabling the first motor 164 to drive the low-pressure spool 233 of the first gas turbine engine 162, one or more processors of the computing system 190 may reduce the amount of fuel supplied to the combustor 226 of the first gas turbine engine 162. Figure 2More specifically, in response to power command 310, when the first motor 164 applies torque to the low-voltage spool 233, one or more processors of the computing system 190 can cause a reduction in the amount of fuel supplied to the combustor 226 of the first gas turbine engine 162. Since the first motor 164 assists in driving the low-voltage spool 233, less fuel is needed to meet the desired thrust output or commanded power. Therefore, the amount of fuel supplied to the first gas turbine engine 162 can be reduced, and the first thruster 160 can still meet the commanded power.

[0055] For example, upon receiving a power command 310, one or more processors of the computing system 190 may generate one or more control signals 340. The control signals 340 may be directed to one or more components of the fuel delivery system 280, such as the fuel metering valve 282. Based on the received control signal 340, the fuel metering valve 282 may control the amount of fuel supplied to the burner 226 of the first gas turbine engine 162. Specifically, upon receiving the control signal 340, the fuel metering valve of the fuel delivery system 280 may adjust to reduce the amount of fuel supplied to the burner 226 of the first gas turbine engine 162.

[0056] One or more processors of the computing system 190 can control the power supplied to the first motor 164 and the fuel supplied to the first gas turbine engine 162 based on the power command 310 as described above during idling operation. However, in some embodiments, one or more processors of the computing system 190 can control the power (or the ratio of power) supplied to the first motor 164 and the fuel supplied to the first gas turbine engine 162 based on the mode or type of idling operation (e.g., determined by operating conditions or some other indication, such as the position or angle of the power stick). In other words, the amount of power supplied to the first motor 164 and the amount of fuel supplied to the first gas turbine engine 162 can be controlled based on the type of idling operation. As an example, the first gas turbine engine 162 can be configured to operate in a ground idling mode (or low idling mode) and a flight idling mode (or high idling mode). The ground idling mode is the idling mode operation used when the aircraft 100 is on the ground, such as during a taxiing operation. The flight idling mode is the idling mode operation used when the aircraft 100 is in the air, such as during an approach operation.

[0057] For example, in some embodiments, one or more processors of computing system 190 are configured to determine whether the gas turbine engine is operating in ground idling mode or flight idling mode, at least in part based on received data 320, or more specifically, based on values ​​of one or more operating conditions received as part of data 320. As an example, data 320 may include a value corresponding to altitude at ground level (HAGL). When HAGL is zero, one or more processors of computing system 190 can determine that aircraft 100 is on the ground. Therefore, one or more processors of computing system 190 can determine that the first gas turbine engine 162 is operating in ground idling mode. Conversely, when HAGL is above zero, one or more processors of computing system 190 can determine that aircraft 100 is in the air. Therefore, one or more processors of computing system 190 can determine that the first gas turbine engine 162 is operating in flight idling mode. It will be understood that HAGL is merely an example parameter that can be used to determine whether the first gas turbine engine 162 is operating in ground idling mode or flight idling mode. Other suitable parameters, such as airspeed, the orientation of aircraft 100, etc., may also be used. Generally speaking, determining whether the first gas turbine engine 162 is operating in ground idling mode or flight idling mode can be done using any suitable logical method in any appropriate manner.

[0058] One or more processors of the computing system 190 may control the amount of electricity supplied to the electric motor 164 and the amount of fuel supplied to the combustor 226 of the first gas turbine engine 162, based at least in part on the type or determined mode of idling operation, or in other words, at least in part on the state of idling conditions.

[0059] As an example, when one or more processors of computing system 190 determine that the first gas turbine engine 162 is operating in flight idle mode, one or more processors of computing system 190 may cause the rate at which power is supplied to the first motor 164 such that there is a predetermined margin between the current torque output of the first motor 164 and the maximum rated torque output of the first motor 164. For example, in one example embodiment, the predetermined margin may be twenty percent (20%). In such an example embodiment, one or more processors of computing system 190 may cause power to be supplied to the first motor 164 such that the first motor 164 does not exert a torque output of less than twenty percent (20%) of its maximum rated torque output. For example, one or more processors of computing system 190 may cause power to be supplied to the first motor 164 such that the first motor 164 produces a torque output of seventy-nine percent (79%) of its maximum rated torque output. With the power assistance from the first motor 164, the fuel supplied to the combustor 226 may be reduced accordingly, thereby satisfying power command 310.

[0060] It is worth noting that the predetermined margin between the current torque output of the first motor 164 and its maximum rated torque output allows the first motor 164 to almost instantaneously increase the power output of the first gas turbine engine 162 required during flight, for example, to assist in a go-around situation. For example, in the event that a significantly greater power is commanded in a subsequent power command, one or more processors can cause electricity to be supplied to the first motor 164, causing it to operate at its maximum rated torque output (i.e., 100% of its maximum rated torque output). The first motor 164 may operate at its maximum rated torque output for a period of time, for example, until the first gas turbine engine 162 has time to accelerate to meet the subsequent power command.

[0061] Conversely, when one or more processors of computing system 190 determine that the first gas turbine engine 162 is operating in ground idling mode, one or more processors of computing system 190 can supply electricity to the first motor 164, causing the first motor 164 to operate at its maximum rated torque output. This will minimize the fuel required by the first gas turbine engine 162. On the ground, it may not need to consider transient power assistance, such as flight idling operation; therefore, generally, the first motor 164 can operate close to its maximum rated torque output to minimize fuel consumption.

[0062] In another embodiment, when one or more processors of computing system 190 determine that the first gas turbine engine 162 is operating in ground idling mode, one or more processors of computing system 190 may supply power to the first motor 164 such that there is a predetermined ground margin between the current torque output of the first motor 164 and the maximum rated torque output of the first motor 164. For example, in one example embodiment, the predetermined ground margin may be ten percent (10%). In such an example embodiment, one or more processors of computing system 190 may supply power to the first motor 164 such that the first motor 164 does not exert a torque output within ten percent (10%) of its maximum rated torque output. For example, one or more processors of computing system 190 may supply power to the first motor 164 such that the torque output generated by the first motor 164 is eight or nine percent (89%) of its maximum rated torque output. With the power assistance from the first motor 164, the fuel supplied to the combustor 226 can be reduced accordingly, and the power command 310 can be satisfied. Furthermore, in such embodiments, there is a predetermined margin to utilize the first motor 164 to provide near-instantaneous assistance to the first gas turbine engine 162, for example, to help the pilot avoid obstacles while taxiing, without restarting or accelerating the first gas turbine engine 162. This predetermined margin can also be used to ensure that some margin is available to maintain the first gas turbine engine 162 at least at a minimum idle speed, or at a minimum speed at which the first gas turbine engine 162 must rotate to maintain the compressor rotation of the first gas turbine engine 162.

[0063] In some embodiments, the first motor 164 can be used to start and then continue to assist the first gas turbine engine 162 during ground idling operation. In such embodiments, it will be understood that the amount of fuel supplied to the first gas turbine engine 162 may not be reduced according to power command to allow the first gas turbine engine 162 to operate under idling conditions. Instead, the amount of fuel supplied to the first gas turbine engine 162 will have been reduced or is less than the amount that would be available without power assistance provided by the first motor 164. However, the first motor 164 does not need to assist the first gas turbine engine 162 during startup, and in this case, when the first motor 164 is controlled to assist the first gas turbine engine 162, the amount of fuel supplied to the first gas turbine engine 162 may be reduced as described above.

[0064] In some embodiments, for example Figure 3The depicted first gas turbine engine 162 includes a lubrication pump, or more specifically, an electrically driven lubrication pump 284. In such an embodiment, one or more processors of the computing system 190 may be configured to cause the electrically driven lubrication pump 284 to lubricate one or more components of the first gas turbine engine 162 before or during startup or during operation under idling conditions. For example, the electrically driven lubrication pump 284 may be configured to lubricate one or more bearings supporting the low-pressure spool 233 and / or one or more bearings supporting the high-pressure spool 231 using a lubricating fluid such as oil. Furthermore, seals and other moving parts of the first gas turbine engine 162 may also be lubricated. Pre-lubricating or pre-oiling one or more components of the first gas turbine engine 162 can reduce engine wear during startup, especially at colder temperatures, and can improve start-up operability.

[0065] The electrically driven lubrication pump 284 may include an electric motor and a pump. For example, when power is supplied to the electric motor, the electric motor drives the pump. Because the electric motor is configured to drive the pump, the lubrication pump is decoupled from the engine core. That is, the electrically driven lubrication pump 284 can be decoupled from both the high-voltage spool 231 and the low-voltage spool 233. This allows the electrically driven lubrication pump 284 to operate without rotating the first gas turbine engine 162. Therefore, this provides the ability to pre-lubricate the first gas turbine engine 162 before it is rotated, or in other words, before it is started.

[0066] Electricity can be supplied from any suitable source to the electric motor driving the lubrication pump 284. For example, as an example, one or more processors of the computing system 190 can supply electricity from one or more energy storage units 180. Figure 1 Power is drawn from and supplied to the electrically driven lubrication pump 284. For example, one or more processors of the computing system 190 may cause power electronics located along the power bus 184 to draw power from one or more energy storage units 180 and direct the power to the first gas turbine engine 162 along one or more wires 186 of the power bus 184. One or more processors of the computing system 190, such as the first engine controller 166, may control the power distribution unit 288 to distribute power to the electrically driven lubrication pump 284, such that one or more components of the first gas turbine engine 162 are lubricated, for example, before the engine is started. The power distribution unit 288 may include one or more switches, power electronics, controllers, etc., for distributing power. During engine operation, power may be supplied to the power distribution unit 288 from any suitable source (e.g., one or more energy storage units 180 as described above), or from an alternator or generator of an integrated drive generator (IDG).

[0067] In some further embodiments, such as Figure 3 As shown, the first gas turbine engine 162 includes a heater, or more specifically, an electric heater 286. In such an embodiment, one or more processors of the computing system 190 may be configured to cause the electric heater 286 to heat the lubricating fluid (e.g., oil) associated with the first gas turbine engine 162 before or during startup operation or while operating under idling conditions. In some embodiments, the electric heater 286 may heat oil used for pre-lubricating one or more components of the first gas turbine engine 162 via an electrically driven lubrication pump 284. Preheating and lubricating one or more components of the first gas turbine engine 162 can reduce engine wear during startup and improve start-up operability.

[0068] Electricity can be supplied to the electric heater 286 from any suitable source. For example, as an example, one or more processors of the computing system 190 can cause electricity to be supplied from one or more energy storage units 180. Figure 1 Power is drawn from and supplied to the electric heater 286. For example, one or more processors of the computing system 190 may cause power electronics located along the power bus 184 to draw power from one or more energy storage units 180 and direct the power along one or more wires 186 of the power bus 184 to the first gas turbine engine 162. One or more processors of the computing system 190, such as the first engine controller 166, may control the power distribution unit 288 to distribute power to the electric heater 286, such that the lubricating fluid (e.g., oil) is heated, for example, before the engine is started.

[0069] Figure 4 Another schematic diagram of the hybrid electric propulsion system 150 of the aircraft 100 is provided. In this embodiment, a computing system 190 coordinates the power distribution between the first thruster 160 and the second thruster 170, for example, for motor-assisted propulsion. Figure 4 As illustrated in the example, the first propulsion unit 160 includes a first multi-axis gas turbine engine 162 and a first electric motor 164 mechanically coupled thereto. For example, the first electric motor 164 may be embedded within the engine core of the first multi-axis gas turbine engine 162 and may be connected to the low-pressure spool 233 of the first multi-axis gas turbine engine 162. Figure 2 In other embodiments, the first motor 164 may be connected to the high-voltage spool 231 of the first multi-axis gas turbine engine 162. Figure 2 ) connection.

[0070] The second thruster 170 includes a second multi-axis gas turbine engine 172 and a second electric motor 174 mechanically coupled thereto. For example, the second electric motor 174 may be embedded within the engine core of the second multi-axis gas turbine engine 172 and may be coupled to the low-voltage spool of the second multi-axis gas turbine engine 172. In other embodiments, the second electric motor 174 may be coupled to the high-voltage spool of the second multi-axis gas turbine engine 172. The first thruster 160 is mounted to the first wing 120 and the second thruster 170 is mounted to the second wing 122, for example, as... Figure 1 As shown.

[0071] In such an embodiment, upon receiving a power command 310 instructing at least one of the first multi-axis gas turbine engine 162 and the second multi-axis gas turbine engine 172 to operate under idling conditions, one or more processors of the computing system 190 are configured to cause the second multi-axis gas turbine engine 172 to drive a second motor 174, such that the second motor 174 generates electricity. In this regard, the second motor 174 is controlled to operate in generator mode. Further, one or more processors of the computing system 190 are configured to provide the electricity generated by the second motor 174 to the first motor 164, such that the first motor 164 applies torque to the spool of the first multi-axis gas turbine engine 162 to which the first motor 164 is connected. In some embodiments, the spool to which torque is applied may be a low-voltage spool of the first multi-axis gas turbine engine 162. In other embodiments, the spool to which torque is applied may be a high-voltage spool of the first multi-axis gas turbine engine 162, for example, to maintain ready idling conditions at the core.

[0072] One or more processors of the computing system 190 can also be configured to reduce the fuel supplied to the first multi-axis gas turbine engine 162, for example, by controlling its fuel delivery system 280. Operating the aircraft 100 with such a control scheme can result in more efficient operation of the fuel combustion engines (e.g., the second multi-axis gas turbine engine 172 from the example above), while maintaining more symmetrical power output between the two multi-axis gas turbine engines 162, 172. Furthermore, taking into account the power assistance provided by the first electric motor 164, the net fuel consumption used by the two multi-axis gas turbine engines 162, 172 can be reduced.

[0073] In some embodiments, electricity generated by the first motor 164 of the first thruster 160 can be directed to the second motor 174 of the second thruster 170 to provide power assistance to the second multi-axis gas turbine engine 172. Specifically, in some embodiments, upon receiving a power command 310 instructing at least one of the first multi-axis gas turbine engine 162 and the second multi-axis gas turbine engine 172 to operate under idling conditions, one or more processors of the computing system 190 are configured to cause the first multi-axis gas turbine engine 162 to drive the first motor 164, causing the first motor 164 to generate electricity. In this regard, the first motor 164 is controlled to operate in generator mode. Further, one or more processors of the computing system 190 are configured to provide electricity generated by the first motor 164 to the second motor 174, causing the second motor 174 to apply torque to the spool of the second multi-axis gas turbine engine 172 to which it is coupled. One or more processors of the computing system 190 may also be configured to reduce the fuel supplied to the second multi-axis gas turbine engine 172, for example, by controlling its fuel delivery system 210.

[0074] Figure 5 A schematic diagram of a hybrid electric propulsion system 150 for an aircraft 100 according to an example embodiment of this disclosure is provided. For Figure 5 In the depicted embodiment, the hybrid electric propulsion system 150 of the aircraft 100 includes a first thruster 160 and a third thruster 160A. Both the first thruster 160 and the third thruster 160A are mounted to a first wing 120, for example, in an underwing configuration. The first thruster 160 may be positioned laterally relative to the fuselage outside the third thruster 160A. The hybrid electric propulsion system 150 of the aircraft 100 also includes a second thruster 170 and a fourth thruster 170A. Both the second thruster 170 and the fourth thruster 170A are mounted to a second wing 122, for example, in an underwing configuration. The first wing 120 and the second wing 122 may extend laterally outward from the fuselage of the aircraft 100 in opposite directions, for example, as... Figure 1 As shown. The second thruster 170 can be positioned laterally relative to the fuselage outside the fourth thruster 170A.

[0075] The first thruster 160 includes a first multi-axis gas turbine engine 162 and a first electric motor 164 mechanically coupled thereto. For example, the first electric motor 164 may be embedded within the engine core of the first multi-axis gas turbine engine 162 and may be coupled to a low-voltage or high-voltage spool of the first multi-axis gas turbine engine 162. Similarly, the third thruster 160A includes a third multi-axis gas turbine engine 162A and a third electric motor 164A mechanically coupled thereto. The third electric motor 164A may be embedded within the engine core of the third multi-axis gas turbine engine 162A and may be coupled to a low-voltage or high-voltage spool of the third multi-axis gas turbine engine 162A.

[0076] The second thruster 170 includes a second multi-axis gas turbine engine 172 and a second electric motor 174 mechanically coupled thereto. For example, the second electric motor 174 may be embedded within the engine core of the second multi-axis gas turbine engine 172 and may be coupled to the low-voltage or high-voltage spool of the second multi-axis gas turbine engine 172. Similarly, the fourth thruster 170A includes a fourth multi-axis gas turbine engine 172A and a fourth electric motor 174A mechanically coupled thereto. The fourth electric motor 174A may be embedded within the engine core of the fourth multi-axis gas turbine engine 172A and may be coupled to the low-voltage or high-voltage spool of the fourth multi-axis gas turbine engine 172A.

[0077] In such an embodiment, upon receiving a power command 310 instructing the multi-axis gas turbine engines 162, 172, 162A, and 172A to operate under idling conditions, one or more processors of the computing system 190 are configured to cause the third multi-axis gas turbine engine 162A to drive the third motor 164A, causing the third motor 164A to generate electricity. In this regard, the third motor 164A is controlled to operate in generator mode. Further, one or more processors of the computing system 190 are configured to provide the electricity generated by the third motor 164A of the third thruster 160A to the first motor 164 of the first thruster 160, causing the first motor 164 to apply torque to the spool of the first multi-axis gas turbine engine 162 to which the first motor 164 is connected. Figure 5 As depicted, the electricity, indicated by arrow EP, is transferred from the third motor 164A to the power converter 188A and guided through one or more wires 186 to the power converter 188. The electricity is then guided to the first motor 164. One or more processors of the computing system 190 may also be configured to reduce the fuel supplied to the first multi-axis gas turbine engine 162, for example, by controlling its fuel delivery system 280.

[0078] Furthermore, upon receiving a power command 310 instructing the multi-axis gas turbine engines 162, 172, 162A, and 172A to operate under idling conditions, one or more processors of the computing system 190 are configured to cause the fourth multi-axis gas turbine engine 172A to drive the fourth motor 174A, thereby generating electricity. In this manner, the fourth motor 174A is controlled to operate in generator mode. Additionally, one or more processors of the computing system 190 are configured to provide the electricity generated by the fourth motor 174A of the fourth thruster 170A to the second motor 174 of the second thruster 170, causing the second motor 174 to apply torque to the spool of the second multi-axis gas turbine engine 172 to which it is connected. Figure 5 As shown, the power, indicated by arrow EP, is transferred from the fourth motor 174A to the power converter 189A and guided through one or more wires 186 to the power converter 189. The power is then directed to the second motor 174. One or more processors of the computing system 190 may also be configured to reduce the fuel supplied to the second multi-axis gas turbine engine 172, for example, by controlling its fuel delivery system 281.

[0079] It is worth noting that under this control scheme, the power supplied to the motor by another motor can be transferred only within a single wing. That is, the power may not be transferred above or through the fuselage to the other wing of the aircraft 100. For example, the power generated by the third motor 164A of the third thruster 160A can be supplied to the first motor 164 of the first thruster 160, both of which are mounted on the first wing 120. Similarly, the power generated by the fourth motor 174A of the fourth thruster 170A can be supplied to the second motor 174 of the second thruster 170, both of which are mounted on the second wing 122. Because the power is transferred between motors mounted on the same wing, the length or number of wires required for power distribution can be reduced. This can advantageously reduce the weight of the aircraft 100. Furthermore, operating the aircraft 100 in this manner can prevent asymmetric thrust problems and reduce fuel consumption.

[0080] Furthermore, for the aforementioned control scheme, the two external multiaxial gas turbine engines 162 and 172 are powered by their respective first motors 164 and second motors 174. However, in other exemplary embodiments, it will be understood that the two internal multiaxial gas turbine engines 162A and 172A can be powered by their respective third motors 164A and fourth motors 174A. The third motor 164A can receive electricity generated by the first motor 164, and the fourth motor 174A can receive electricity generated by the second motor 174. In such an embodiment, the fuel supplied to the third multiaxial gas turbine engine 162A can be reduced by controlling the fuel delivery system 280A of the third thruster 160A, and the fuel supplied to the fourth multiaxial gas turbine engine 172A can be reduced by controlling the fuel delivery system 281A of the fourth thruster 170A. In some embodiments, one internal multiaxial gas turbine engine and one external multiaxial gas turbine engine can be powered by their respective motors.

[0081] Figure 6 A flowchart is provided of an exemplary method (400) for operating an aircraft having a hybrid electric propulsion system according to an example embodiment of the present disclosure. For example, the exemplary method (400) can be used to operate... Figure 1 The aircraft 100, or some other aircraft with a hybrid electric propulsion system. It should be understood that the method (400) discussed herein is to describe exemplary aspects of the subject matter and is not intended to be limiting.

[0082] At (402), optionally, method (400) includes, via one or more processors of the aircraft's computing system, causing an electric heater to heat oil associated with the gas turbine engine of the propulsion unit before or during startup operation or while operating under idling conditions. For example, electricity can be supplied to the electric heater, causing it to emit heat. The electric heater can be positioned to exchange heat with the amount of oil in the gas turbine engine. Thus, the electric heater can heat the oil. Preheating the oil associated with the gas turbine engine can reduce engine wear during startup and improve start-up operability. Electricity can be supplied to the electric heater from any suitable source, such as a battery pack, a motor mechanically coupled to another gas turbine engine of the aircraft, a motor mechanically coupled to the APU, or some other power source.

[0083] At (404), optionally, method (400) includes, by means of one or more processors, causing an electrically driven lubrication pump to lubricate one or more components of the gas turbine engine before or during startup operation or while operating under idling conditions. Pre-lubrication of one or more components of the gas turbine engine, particularly with oil heated at (402), can reduce engine wear during startup and can improve start-up operability. Any suitable type and number of components can be pre-lubricated, such as bearings and other components that intersect or contact with other components. The electrically driven lubrication pump can be mechanically disconnected from the engine spool. Therefore, it is not necessary to rotate the engine to pre-lubricate engine components. Electricity can be supplied to the electrically driven lubrication pump from any suitable source, such as a battery pack, a motor mechanically coupled to another gas turbine engine of the aircraft, a motor mechanically coupled to the APU, or some other power source.

[0084] At (406), method (400) includes starting the gas turbine engine. For example, one or more processors of the computing system can start the gas turbine engine, for example, by air start or some other suitable technique. In some embodiments, a motor mechanically coupled to the spool of the gas turbine engine can provide power assistance to the spool during engine startup. Specifically, electricity can be supplied to the motor from any suitable source, such as a battery pack, a gas turbine engine motor mechanically coupled to another thruster of the aircraft, a motor mechanically coupled to the APU, or some other power source. In other embodiments, the motor is not controlled to provide power assistance to the spool of the gas turbine engine during startup.

[0085] At (408), method (400) includes receiving, via one or more processors, a power command indicating that the gas turbine engine of the thruster will operate under idling conditions. For example, the power command may be generated at least in part based on input provided by a pilot or autopilot system. For example, the pilot may adjust or otherwise manipulate the thrust lever, and based on TLA, a power command indicating that the gas turbine engine of the thruster will operate under idling conditions may be generated. As another example, an automatic thrust function generated by the aircraft's automatic flight system may generate a power command indicating that the gas turbine engine of the thruster will operate under idling conditions. The generated power command may be directed to and received by one or more processors.

[0086] At (410), method (400) includes, in response to a power command, causing one or more processors to apply torque to a motor mechanically coupled to the low-voltage spool of the gas turbine engine, thereby enabling the gas turbine engine to operate under idling conditions. In this manner, the motor can provide power assistance to the gas turbine engine to facilitate fulfilling the commanded power. Electricity can be supplied to the motor from any suitable source, such as a battery pack, a motor of the gas turbine engine mechanically coupled to another propulsion unit of the aircraft, a motor mechanically coupled to the APU, or some other power source.

[0087] At (412), optionally, method (400) includes, in response to a power command, reducing the amount of fuel supplied to the combustor of the gas turbine engine by one or more processors as the electric motor applies torque to the low-voltage spool. In this way, fuel consumption can be reduced, and the gas turbine engine can still meet the required power, especially considering the power assistance provided by the electric motor.

[0088] In some embodiments, the method (400) includes receiving data via one or more processors indicating one or more operating conditions associated with the aircraft. In such embodiments, the method (400) additionally includes determining, at least in part, based on the data, whether the gas turbine engine is operating in a ground idling mode or a flight idling mode. Furthermore, the method (400) further includes, at least in part, based on whether the gas turbine engine is operating in a ground idling mode or a flight idling mode, supplying a certain amount of fuel to the combustor of the gas turbine engine and a certain percentage of electricity to the motor. Operating conditions can be sensed, calculated, or provided values. Generally, any suitable logical method can be used to determine whether the gas turbine engine is operating in a ground idling mode or a flight idling mode in any suitable manner.

[0089] For example, when one or more processors determine that the gas turbine engine is operating in flight idle mode, one or more processors in the computing system can supply a certain amount of fuel to the gas turbine engine's combustor and a certain ratio of electricity to the motor to meet the commanded power, while ensuring a predetermined margin between the motor's current torque output and its maximum rated torque output. In this way, in subsequent power commands that command increased power, an increased ratio of electricity can be supplied to the motor to almost instantaneously increase the torque applied to the spool, thus increasing the gas turbine engine's power output almost instantaneously. This can be advantageous during flight, especially during go-arounds or when evasive maneuvers are required.

[0090] When one or more processors of the computing system determine that the gas turbine engine is operating in ground idling mode, the processors can supply a certain amount of fuel to the gas turbine engine's combustor and a certain ratio of electricity to the motor, such that the commanded power is met and the ratio of electricity supplied to the motor allows the motor to operate at its maximum rated torque output. This minimizes fuel consumption. However, in other embodiments, the one or more processors of the computing system can supply a certain amount of fuel to the gas turbine engine's combustor and a certain ratio of electricity to the motor, such that the commanded power is met for ground idling mode, and such that there is a predetermined ground margin between the motor's current torque output and its maximum rated torque output. The predetermined ground margin may be smaller than the predetermined margin associated with flight idling mode.

[0091] In some embodiments, the thruster is a first thruster, the gas turbine engine is a first multi-axis gas turbine engine, and the motor is a first motor. The aircraft further includes a second thruster having a second multi-axis gas turbine engine and a second motor mechanically coupled to a low-pressure spool of the second multi-axis gas turbine engine. The method further includes causing the second multi-axis gas turbine engine to drive the second motor via one or more processors, such that the second motor generates electricity. In such embodiments, the electricity generated by the second motor is provided to the first motor, causing the first motor to apply torque to the low-pressure spool associated with the first multi-axis gas turbine engine. Further, in such embodiments, one or more processors can reduce the amount of fuel supplied to the combustor of the first multi-axis gas turbine engine, such that the first and second multi-axis gas turbine engines produce the same thrust output. This can advantageously produce thrust symmetry. Furthermore, in such embodiments, the amount of fuel supplied to the combustor of the first multi-axis gas turbine engine can be adjusted in real time, such that the first and second multi-axis gas turbine engines produce the same thrust output, for example, during taxiing operations.

[0092] Furthermore, in some embodiments, the aircraft includes a fuselage, a first wing extending outward from the fuselage, and a second wing extending outward from the fuselage opposite to the first wing, for example, as... Figure 1 As shown. In such an embodiment, the first thruster is mounted to the first wing and the second thruster is mounted to the second wing, for example, as... Figure 1 As depicted. In other embodiments, both the first and second thrusters are mounted to the same wing, such as the first wing or the second wing. Figure 5 An example embodiment is provided in which the wing includes two propellers mounted thereon.

[0093] In another implementation, the engine control logic can alternate which engine receives electric motor power assistance during idling operation at each startup. In this way, wear on the engine and motor can occur more evenly across the thrusters. That is, the direction of power delivery can alternate between flights or some other interval to balance wear and operating time between thrusters.

[0094] Specifically, in one embodiment, the thruster is a first thruster, the gas turbine engine is a first multi-axis gas turbine engine, and the motor is a first motor. The aircraft may further include a second thruster having a second multi-axis gas turbine engine and a second motor mechanically coupled to the spools of the second multi-axis gas turbine engine. In such an embodiment, the method (400) may include implementing a first control scheme, wherein implementing the first control scheme includes causing the second multi-axis gas turbine engine to drive the second motor via one or more processors, such that the second motor generates electricity, and providing the electricity generated by the second motor to the first motor, such that the first motor applies torque to the spool associated with the first multi-axis gas turbine engine to operate the first multi-axis gas turbine engine under idling conditions.

[0095] Then, when predetermined conditions are met (e.g., when the first and second multi-axis gas turbine engines subsequently start), the method (400) may include implementing a second control scheme, wherein implementing the second control scheme includes receiving, via one or more processors, a second power command instructing the second multi-axis gas turbine engine of the second propeller to operate under idling conditions, and in response to the second power command, causing the second motor to mechanically apply torque to the spool of the second multi-axis gas turbine engine via the one or more processors, causing the second multi-axis gas turbine engine to operate under idling conditions, and causing the first multi-axis gas turbine engine to drive the first motor via the one or more processors, causing the first motor to generate electricity, and providing the electricity generated by the first motor to the second motor, causing the second motor to apply torque to the spool associated with the second multi-axis gas turbine engine to operate the second multi-axis gas turbine engine under idling conditions.

[0096] Furthermore, the method (400) may include alternating between a first control scheme and a second control scheme in each subsequent instance where predetermined conditions are met (e.g., at each subsequent start-up of the first and second multi-axis gas turbine engines). In this way, as described above, wear and operating time can be distributed more evenly to the propulsion unit. Predetermined conditions may be, for example, but not limited to, subsequent starts of the first and second multi-axis gas turbine engines, predetermined operating cycles, one or more wear or health indicators associated with the engine or motor, or subsequent flights or missions. In this regard, the system may alternate between the first and second control schemes, for example, at each subsequent start-up of the multi-axis gas turbine engine, when a predetermined operating cycle has elapsed, at an indication of wear or health imbalance, or in each subsequent flight.

[0097] Figure 7 An example computing system 500 according to an exemplary embodiment of the present disclosure is provided. The computing system 190 described herein may include various components and, for example, perform various functions of the computing system 500 described below.

[0098] like Figure 7 As shown, computing system 500 may include one or more computing devices 510. Computing device 510 may include one or more processors 510A and one or more memory devices 510B. The one or more processors 510A may include any suitable processing device, such as a microprocessor, microcontroller, integrated circuit, logic device, and / or other suitable processing device. The one or more memory devices 510B may include one or more computer-readable media, including but not limited to non-transitory computer-readable media, RAM, ROM, hard disk drives, flash drives, and / or other memory devices.

[0099] One or more memory devices 510B may store information accessible by one or more processors 510A, including computer-readable instructions 510C executable by one or more processors 510A. Instructions 510C may be any set of instructions that, when executed by one or more processors 510A, cause one or more processors 510A to perform operations. In some embodiments, instructions 510C may be executable by one or more processors 510A to cause one or more processors 510A to perform operations, such as configuring any operations and functions targeted by computing system 500 and / or computing device 510, such as controlling the idling operation of an aircraft thruster. Instructions 510C may be software written in any suitable programming language or may be implemented in hardware. Additionally and / or alternatively, instructions 510C may be executed in logically and / or virtually decoupled threads on processor 510A. Memory device 510B may further store data 510D accessible by processor 510A. For example, data 510D may include models, lookup tables, databases, etc.

[0100] The computing device 510 may also include a network interface 510E for communicating, for example, with other components of the system 500 (e.g., via a communication network). The network interface 510E may include any suitable components for interfacing with one or more network interfaces, including, for example, a transmitter, receiver, port, controller, antenna, and / or other suitable components. One or more devices may be configured to receive one or more commands from or provide one or more commands to the computing device 510.

[0101] The techniques discussed herein refer to computer-based systems and the actions taken by and sent to and from computer-based systems. Those skilled in the art will recognize that the inherent flexibility of computer-based systems allows for a wide variety of possible configurations, combinations, and divisions of tasks and functions between and within components. For example, the processes discussed herein can be implemented using a single computing device or multiple computing devices working in combination. Databases, memory, instructions, and applications can be implemented on a single system or distributed across multiple systems. Distributed components can operate sequentially or in parallel.

[0102] While specific features of various embodiments may be shown in some figures but not in others, this is merely for convenience. Any feature of the figures may be referenced and / or claimed in accordance with the principles of this disclosure, in conjunction with any feature of any other figure.

[0103] This written description uses examples to disclose the invention, including the best mode, and also enables any person skilled in the art to practice the invention, including making and using any device or system and performing any combination of methods. The patentable scope of the invention is defined by the claims, but may include other examples that would occur to a person skilled in the art. These other examples are intended to fall within the scope of the claims if they include structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

[0104] Further aspects of the invention are provided by the subject matter of the following clauses:

[0105] 1. A hybrid electric propulsion system for an aircraft, comprising: a thruster having a gas turbine engine and an electric motor mechanically coupled to a spool of the gas turbine engine; and a computing system having one or more processors configured to: receive a power command instructing the gas turbine engine to operate under idling conditions; and, in response to the power command, provide electrical power to the electric motor to cause the electric motor to apply torque to the spool.

[0106] 2. The hybrid electric propulsion system according to any one of the preceding clauses, wherein the one or more processors are further configured to: reduce the amount of fuel supplied to the combustor of the gas turbine engine in response to the power command.

[0107] 3. The hybrid electric propulsion system according to any one of the preceding clauses, wherein the one or more processors are further configured to: receive data indicating one or more operating conditions associated with the aircraft or the hybrid electric propulsion system; determine, at least in part based on the data, whether the gas turbine engine is operating in a ground idling mode or a flight idling mode; and, at least in part based on whether the gas turbine engine is operating in the ground idling mode or the flight idling mode, supply a certain amount of fuel to the combustor of the gas turbine engine and a certain percentage of electricity to the electric motor.

[0108] 4. The hybrid electric propulsion system according to any one of the preceding clauses, wherein the gas turbine engine has an electrically driven lubrication pump, and wherein the one or more processors are further configured to: cause the electrically driven lubrication pump to lubricate one or more components of the gas turbine engine before or during startup operation or while operating under the idling conditions.

[0109] 5. The hybrid electric propulsion system according to any one of the preceding clauses, wherein the gas turbine engine has an electric heater, and wherein the one or more processors are further configured to: cause the electric heater to heat the oil associated with the gas turbine engine before or during startup operation or when operating under the idling conditions.

[0110] 6. A hybrid electric propulsion system according to any one of the preceding clauses, wherein the thruster is a first thruster, the gas turbine engine is a first multi-axis gas turbine engine, and the motor is a first motor, and wherein the hybrid electric propulsion system further comprises: a second thruster having a second multi-axis gas turbine engine and a second motor mechanically coupled to a spool of the second multi-axis gas turbine engine, and wherein the one or more processors are further configured to: cause the second multi-axis gas turbine engine to drive the second motor, such that the second motor generates electricity; and to provide the electricity generated by the second motor to the first motor, such that the first motor applies torque to the spool associated with the first multi-axis gas turbine engine.

[0111] 7. The hybrid electric propulsion system according to any one of the preceding clauses, wherein the aircraft includes a fuselage, a first wing extending outward from the fuselage and a second wing extending outward from the fuselage opposite to the first wing, and wherein the first propeller is mounted to the first wing and the second propeller is mounted to the second wing.

[0112] 8. The hybrid electric propulsion system according to any one of the preceding clauses, wherein the aircraft includes a fuselage, a first wing extending outward from the fuselage and a second wing extending outward from the fuselage opposite to the first wing, and wherein the first propeller and the second propeller are mounted to the first wing.

[0113] 9. The hybrid electric propulsion system according to any one of the preceding clauses, further comprising: one or more energy storage units, and wherein, when power is supplied to the motor causing the motor to apply torque to the spool, the one or more processors are further configured to: supply power from the one or more energy storage units to the motor causing the motor to apply torque to the spool.

[0114] 10. A non-transitory computer-readable medium comprising computer-executable instructions, which, when executed by one or more processors of a computing system for an aircraft, cause the one or more processors to: receive a power command instructing a gas turbine engine of a propulsion unit to operate under idle conditions; and, in response to the power command, cause a motor mechanically coupled to a spool of the gas turbine engine to apply torque to the spool to cause the gas turbine engine to operate under the idle conditions.

[0115] 11. The non-transitory computer-readable medium according to any one of the preceding clauses, wherein, when the computer-executable instructions are executed by the one or more processors, the one or more processors: in response to the power command, reduce the amount of fuel supplied to the combustor of the gas turbine engine as the motor applies torque to the spool.

[0116] 12. The non-transitory computer-readable medium according to any one of the preceding clauses, wherein, when the computer-executable instructions are executed by the one or more processors, the one or more processors cause the one or more processors to: receive data indicating one or more operating conditions associated with the aircraft; determine, at least in part based on the data, whether the gas turbine engine is operating in a ground idling mode or a flight idling mode; and, at least in part based on whether the gas turbine engine is operating in the ground idling mode or the flight idling mode, to supply a certain amount of fuel to the combustor of the gas turbine engine and a certain percentage of electricity to the motor.

[0117] 13. A non-transitory computer-readable medium according to any one of the preceding clauses, wherein the gas turbine engine has an electrically driven lubrication pump, and wherein, when the computer-executable instructions are executed by the one or more processors, the one or more processors cause the electrically driven lubrication pump to lubricate one or more components of the gas turbine engine before or during startup operation or while operating under the idling conditions.

[0118] 14. A non-transitory computer-readable medium according to any one of the preceding clauses, wherein the gas turbine engine has an electric heater, and wherein, when the computer-executable instructions are executed by the one or more processors, the one or more processors cause the electric heater to heat the oil associated with the gas turbine engine before or during startup operation or while operating under the idling conditions.

[0119] 15. A non-transitory computer-readable medium according to any one of the preceding clauses, wherein the thruster is a first thruster, the gas turbine engine is a first multi-axis gas turbine engine, and the motor is a first motor, and wherein the aircraft further includes a second thruster having a second multi-axis gas turbine engine and a second motor mechanically coupled to a spool of the second multi-axis gas turbine engine, and wherein, when the computer-executable instructions are executed by the one or more processors, the one or more processors are caused to: cause the second multi-axis gas turbine engine to drive the second motor to generate electricity, and wherein the electricity generated by the second motor is provided to the first motor to cause the first motor to apply torque to the spool associated with the first multi-axis gas turbine engine.

[0120] 16. The non-transitory computer-readable medium according to any one of the preceding clauses, wherein when the computer-executable instructions are executed by the one or more processors, the one or more processors cause the one or more processors to: reduce the amount of fuel supplied to the combustor of the first multi-axis gas turbine engine, such that the first multi-axis gas turbine engine and the second multi-axis gas turbine engine produce the same thrust output.

[0121] 17. The non-transitory computer-readable medium according to any one of the preceding clauses, wherein the aircraft includes a fuselage, a first wing extending outward from the fuselage and a second wing extending outward from the fuselage opposite to the first wing, and wherein the first thruster is mounted to the first wing and the second thruster is mounted to the second wing.

[0122] 18. A non-transitory computer-readable medium according to any one of the preceding clauses, wherein the thruster is a first thruster, the gas turbine engine is a first multi-axis gas turbine engine, and the motor is a first motor, and wherein the aircraft further includes a second thruster having a second multi-axis gas turbine engine and a second motor mechanically coupled to a spool of the second multi-axis gas turbine engine, and wherein, when the computer-executable instructions are executed by the one or more processors, the one or more processors are caused to: implement a first control scheme, wherein, when implementing the first control scheme, the one or more processors cause the second multi-axis gas turbine engine to drive the second motor to generate electricity from the second motor, and cause the electricity generated by the second motor to be supplied to the first motor to cause the first motor to apply torque to the spool associated with the first multi-axis gas turbine engine to operate the first multi-axis gas turbine engine under the idle condition; and in the first multi-axis gas turbine... When the first multi-axis gas turbine engine and the second multi-axis gas turbine engine subsequently start, a second control scheme is implemented, wherein when the second control scheme is implemented, the one or more processors receive a second power command instructing the second multi-axis gas turbine engine of the second propeller to operate under idling conditions, and in response to the second power command, cause the second motor to apply torque to the spool of the second multi-axis gas turbine engine to operate the second multi-axis gas turbine engine under idling conditions, and cause the first multi-axis gas turbine engine to drive the first motor to generate electricity, and cause the electricity generated by the first motor to provide power to the second motor to apply torque to the spool associated with the second multi-axis gas turbine engine to operate the second multi-axis gas turbine engine under idling conditions, and alternate between the first control scheme and the second control scheme at each subsequent start of the first multi-axis gas turbine engine and the second multi-axis gas turbine engine.

[0123] 19. An aircraft comprising: a fuselage; a first wing extending outwardly from the fuselage; a second wing extending outwardly from the fuselage opposite to the first wing; a first thruster having a first multi-axis gas turbine engine and a first electric motor mechanically coupled to a spool of the first multi-axis gas turbine engine; a second thruster having a second multi-axis gas turbine engine and a second electric motor mechanically coupled to a spool of the second multi-axis gas turbine engine, the first thruster and the second thruster being respectively mounted on one of the first wing and the second wing; and one or more processors configured to: cause the second multi-axis gas turbine engine to drive the second electric motor to generate electricity; and to provide the electricity generated by the second electric motor to the first electric motor to cause the first electric motor to apply torque to the spool of the first multi-axis gas turbine engine.

[0124] 20. The aircraft according to any one of the preceding clauses, wherein the first thruster is mounted to the first wing and the second thruster is mounted to the second wing, or both the first thruster and the second thruster are mounted to the first wing.

[0125] 21. A method of operating a hybrid electric propulsion system of an aircraft, the method comprising: receiving, via one or more processors, a power command instructing a gas turbine engine of the propulsion system to operate under idling conditions; and, in response to the power command, via the one or more processors, applying torque to a spool mechanically coupled to the spool of the gas turbine engine to cause the gas turbine engine to operate under the idling conditions.

[0126] 22. The method according to any one of the preceding clauses, further comprising: in response to the power command, reducing the amount of fuel supplied to the combustor of the gas turbine engine by means of the one or more processors as the motor applies torque to the spool.

[0127] 23. The method according to any one of the preceding clauses, further comprising: receiving, via the one or more processors, data indicating one or more operating conditions associated with the aircraft; determining, via the one or more processors, whether the gas turbine engine is operating in a ground idling mode or a flight idling mode; and, based at least in part on whether the gas turbine engine is operating in the ground idling mode or the flight idling mode, supplying a certain amount of fuel to the combustor of the gas turbine engine and a certain percentage of electricity to the electric motor.

[0128] 24. The method according to any one of the preceding clauses, wherein the gas turbine engine has an electrically driven lubrication pump, and wherein the method further comprises: causing the electrically driven lubrication pump to lubricate one or more components of the gas turbine engine before or during startup operation or while operating under the idling conditions via the one or more processors.

[0129] 25. The method according to any one of the preceding clauses, wherein the gas turbine engine has an electric heater, and wherein the method further comprises: causing the electric heater to heat oil associated with the gas turbine engine before or during startup operation or while operating under the idling conditions via the one or more processors.

[0130] 26. The method according to any one of the preceding clauses, wherein the thruster is a first thruster, the gas turbine engine is a first multi-axis gas turbine engine, and the motor is a first motor, and wherein the aircraft further includes a second thruster having a second multi-axis gas turbine engine and a second motor mechanically coupled to a spool of the second multi-axis gas turbine engine, and wherein the method further includes: causing the second multi-axis gas turbine engine to drive the second motor via the one or more processors to cause the second motor to generate electricity, and wherein the electricity generated by the second motor is provided to the first motor to cause the first motor to apply torque to the spool associated with the first multi-axis gas turbine engine.

[0131] 27. The method according to any one of the preceding clauses further comprises: reducing the amount of fuel supplied to the combustor of the first multi-axis gas turbine engine by means of the one or more processors, such that the first multi-axis gas turbine engine and the second multi-axis gas turbine engine produce the same thrust output.

[0132] 28. The method according to any one of the preceding clauses, wherein the aircraft includes a fuselage, a first wing extending outward from the fuselage and a second wing extending outward from the fuselage opposite to the first wing, and wherein the first thruster is mounted to the first wing and the second thruster is mounted to the second wing.

[0133] 29. The method according to any one of the preceding clauses, wherein the thruster is a first thruster, the gas turbine engine is a first multi-axis gas turbine engine, and the motor is a first motor, and wherein the aircraft further includes a second thruster having a second multi-axis gas turbine engine and a second motor mechanically coupled to a spool of the second multi-axis gas turbine engine, and wherein the method further includes: implementing a first control scheme, wherein implementing the first control scheme includes causing the second multi-axis gas turbine engine to drive the second motor via the one or more processors to generate electricity from the second motor, and providing the electricity generated by the second motor to the first motor to cause the first motor to apply torque to the spool associated with the first multi-axis gas turbine engine to operate the first multi-axis gas turbine engine under the idle condition; and implementing a second control scheme when the first multi-axis gas turbine engine and the second multi-axis gas turbine engine subsequently start. The control scheme includes receiving a second power command via the one or more processors, indicating that the second multi-axis gas turbine engine of the second propeller will operate under idling conditions; and in response to the second power command, causing the one or more processors to cause the second motor to apply torque to the spool of the second multi-axis gas turbine engine to operate the second multi-axis gas turbine engine under idling conditions; and causing the one or more processors to cause the first multi-axis gas turbine engine to drive the first motor to generate electricity; and causing the electricity generated by the first motor to be provided to the second motor to cause the second motor to apply torque to the spool associated with the second multi-axis gas turbine engine to operate the second multi-axis gas turbine engine under idling conditions; and alternating between the first control scheme and the second control scheme at each subsequent start of the first multi-axis gas turbine engine and the second multi-axis gas turbine engine.

Claims

1. A hybrid electric propulsion system for an aircraft, characterized in that, include: A propulsion unit having a gas turbine engine and an electric motor mechanically connected to a spool of the gas turbine engine; and A computing system having one or more processors, the one or more processors being configured to: Receive a power command instructing the gas turbine engine to operate under idling conditions; and In response to the power command, power is supplied to the motor so that the motor applies torque to the spool; Receive data indicating one or more operating conditions associated with the aircraft or the hybrid electric propulsion system; Based at least in part on the data, it is determined whether the gas turbine engine is operating in ground idling mode or flight idling mode; and Based at least in part on whether the gas turbine engine is operating in the ground idling mode or the flight idling mode, a certain amount of fuel is supplied to the combustor of the gas turbine engine and a certain percentage of electricity is supplied to the motor, such that there is a predetermined margin between the torque applied to the spool by the motor and the maximum rated torque output of the motor.

2. The hybrid electric propulsion system according to claim 1, characterized in that, in, The one or more processors are further configured to: In response to the power command, the amount of fuel supplied to the combustor of the gas turbine engine is reduced.

3. The hybrid electric propulsion system according to claim 1, characterized in that, in, The gas turbine engine has a separate electrically driven lubrication pump, and wherein the one or more processors are further configured to: The electrically driven lubrication pump lubricates one or more components of the gas turbine engine before or during startup, or while operating under idle conditions.

4. The hybrid electric propulsion system according to claim 1, characterized in that, in, The gas turbine engine has an electric heater, and wherein the one or more processors are further configured to: The electric heater heats the oil associated with the gas turbine engine before or during startup or while operating under the idling conditions.

5. The hybrid electric propulsion system according to claim 1, characterized in that, in, The thruster is a first thruster, the gas turbine engine is a first multi-axis gas turbine engine, and the electric motor is a first electric motor, wherein the hybrid electric propulsion system further includes: The second propulsion unit has a second multi-axis gas turbine engine and a second electric motor mechanically connected to the spools of the second multi-axis gas turbine engine, and Wherein, the one or more processors are further configured to: The second multi-axis gas turbine engine drives the second electric motor, causing the second electric motor to generate electricity; and The power generated by the second motor is supplied to the first motor, so that the first motor applies torque to the spool associated with the first multi-spool gas turbine engine.

6. The hybrid electric propulsion system according to claim 5, characterized in that, in, The aircraft includes a fuselage, a first wing extending outward from the fuselage, and a second wing extending outward from the fuselage opposite to the first wing, wherein the first thruster is mounted to the first wing, and the second thruster is mounted to the second wing.

7. The hybrid electric propulsion system according to claim 5, characterized in that, in, The aircraft includes a fuselage, a first wing extending outward from the fuselage, and a second wing extending outward from the fuselage opposite to the first wing, wherein the first propeller and the second propeller are mounted to the first wing.

8. The hybrid electric propulsion system according to claim 1, characterized in that, Further includes: One or more energy storage units, and Wherein, when power is supplied to the motor so that the motor applies torque to the spool, the one or more processors are further configured to: Power from the one or more energy storage units is supplied to the motor, causing the motor to apply torque to the spool.

9. A non-transitory computer-readable medium comprising computer-executable instructions, characterized in that, When the computer-executable instructions are executed by one or more processors of a computing system for an aircraft, the one or more processors: Receives a power command instructing the gas turbine engine of the propulsion unit to operate under idling conditions; and In response to the power command, a motor mechanically connected to the spool of the gas turbine engine applies torque to the spool to enable the gas turbine engine to operate under the idle conditions. Receive data indicating one or more operating conditions associated with the aircraft; Based at least in part on the data, it is determined whether the gas turbine engine is operating in ground idling mode or flight idling mode; and Based at least in part on whether the gas turbine engine is operating in the ground idling mode or the flight idling mode, a certain amount of fuel is supplied to the combustor of the gas turbine engine and a certain percentage of electricity is supplied to the motor, such that there is a predetermined margin between the torque applied to the spool by the motor and the maximum rated torque output of the motor.

10. The non-transitory computer-readable medium according to claim 9, characterized in that, in, When the computer-executable instructions are executed by the one or more processors, the one or more processors cause the processors to: In response to the power command, the amount of fuel supplied to the combustor of the gas turbine engine is reduced as the motor applies torque to the spool.

11. The non-transitory computer-readable medium according to claim 9, characterized in that, in, The gas turbine engine has a separate electrically driven lubrication pump, and wherein, when the computer-executable instructions are executed by the one or more processors, the one or more processors cause the one or more processors to: The electrically driven lubrication pump lubricates one or more components of the gas turbine engine before or during startup, or while operating under the idling conditions.

12. The non-transitory computer-readable medium according to claim 9, characterized in that, in, The gas turbine engine has an electric heater, and wherein, when the computer-executable instructions are executed by the one or more processors, the one or more processors cause the one or more processors to: The electric heater heats the oil associated with the gas turbine engine before or during startup, or when operating under the idling conditions.

13. The non-transitory computer-readable medium according to claim 9, characterized in that, in, The thruster is a first thruster, the gas turbine engine is a first multi-axis gas turbine engine, and the motor is a first motor, wherein the aircraft further includes a second thruster having a second multi-axis gas turbine engine and a second motor mechanically coupled to the spools of the second multi-axis gas turbine engine, and wherein, when the computer-executable instructions are executed by the one or more processors, the one or more processors: The second multi-axis gas turbine engine drives the second electric motor, so that the second electric motor generates electricity, and The power generated by the second motor is supplied to the first motor to cause the first motor to apply torque to the spool associated with the first multi-spool gas turbine engine.

14. The non-transitory computer-readable medium according to claim 13, characterized in that, in, When the computer-executable instructions are executed by the one or more processors, the one or more processors cause the processors to: The amount of fuel supplied to the burner of the first multi-axis gas turbine engine is reduced, so that the first multi-axis gas turbine engine and the second multi-axis gas turbine engine produce the same thrust output.

15. The non-transitory computer-readable medium according to claim 13, characterized in that, in, The aircraft includes a fuselage, a first wing extending outward from the fuselage, and a second wing extending outward from the fuselage opposite to the first wing, wherein the first thruster is mounted to the first wing, and the second thruster is mounted to the second wing.

16. The non-transitory computer-readable medium according to claim 9, characterized in that, in, The thruster is a first thruster, the gas turbine engine is a first multi-axis gas turbine engine, and the motor is a first motor, wherein the aircraft further includes a second thruster having a second multi-axis gas turbine engine and a second motor mechanically coupled to the spools of the second multi-axis gas turbine engine, and wherein, when the computer-executable instructions are executed by the one or more processors, the one or more processors: Implementing a first control scheme, wherein, when implementing the first control scheme, the one or more processors cause the second multi-axis gas turbine engine to drive the second motor to generate electricity, and cause the electricity generated by the second motor to be supplied to the first motor to cause the first motor to apply torque to the spool associated with the first multi-axis gas turbine engine to operate the first multi-axis gas turbine engine under the idle condition; and When the first and second multi-axis gas turbine engines subsequently start, a second control scheme is implemented, wherein, when the second control scheme is implemented, the one or more processors receive a second power command instructing the second multi-axis gas turbine engine of the second propeller to operate under idle conditions, and in response to the second power command, cause the second motor to apply torque to the spool of the second multi-axis gas turbine engine to operate the second multi-axis gas turbine engine under idle conditions, and cause the first multi-axis gas turbine engine to drive the first motor to generate electricity, and cause the electricity generated by the first motor to be provided to the second motor to cause the second motor to apply torque to the spool associated with the second multi-axis gas turbine engine to operate the second multi-axis gas turbine engine under idle conditions. During each subsequent start-up of the first multi-axis gas turbine engine and the second multi-axis gas turbine engine, the control scheme alternates between the first control scheme and the second control scheme.

17. An aircraft, characterized in that, include: body; A first wing extends outward from the fuselage; A second wing extends outward from the fuselage opposite to the first wing. A first propulsion unit, the first propulsion unit having a first multi-axis gas turbine engine and a first motor mechanically connected to the axis of the first multi-axis gas turbine engine; The second propulsion unit has a second multi-axis gas turbine engine and a second motor mechanically connected to the axis of the second multi-axis gas turbine engine, and the first propulsion unit and the second propulsion unit are each mounted on one of the first wing and the second wing; and One or more processors, said one or more processors being configured to: The second multi-axis gas turbine engine drives the second electric motor to generate electricity; and Under the idling condition of the first thruster, the power generated by the second motor is supplied to the first motor so that the first motor applies torque to the spool of the first multi-axis gas turbine engine, such that there is a predetermined margin between the torque applied by the first motor to the spool and the maximum rated torque output of the first motor.

18. The aircraft according to claim 17, characterized in that, in, The first thruster is mounted on the first wing and the second thruster is mounted on the second wing, or both the first thruster and the second thruster are mounted on the first wing.

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