Fault tolerant thermal management system for hybrid electric systems

Abstract

A hybrid electric propulsion system includes a gas turbine engine including a high pressure system and a low pressure system, an electric machine coupled to one of the high pressure system or the low pressure system, and a thermal management system coupled to one of the high pressure system and the low pressure system. The thermal management system defines one or more thermal management system flow paths to provide one or more heat exchange fluids to the electric machine. The controller collects one or more signals from one or more sensing nodes connected to at least one of the thermal management system flow path or the electric machine, analyzes the one or more signals to detect a thermal anomaly corresponding to the at least one of the electric machine or the thermal management system, and in response to detecting the thermal anomaly, transmits the thermal anomaly to the controller. At least one of adjusting a flow rate of at least one of the one or more heat exchange fluids or derating the electric machine is performed.

Description

Technical Field

[0001] The present disclosure relates to a fault-tolerant thermal management system for a hybrid electric power system. Background Art

[0002] Conventional commercial aircraft typically include a fuselage, a pair of wings, and a propulsion system that provides thrust. The propulsion system typically includes at least two aircraft engines, such as turbofan jet engines. Each turbofan jet engine is typically mounted to a respective one of the aircraft's wings, such as in a separate, under-wing mounting position from the wings and fuselage.

[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 electric motors, each mechanically coupled to a rotating component of one of the aircraft's engines. The electric motors may each have associated power electronics components electrically connected thereto, including a power converter and a power distribution or management unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0004] A full and enabling disclosure of the present disclosure, including the best mode thereof, to one of ordinary skill in the art is set forth in the specification with reference to the accompanying drawings, in which:

[0005] Figure 1 A schematic top view of an aircraft having a hybrid electric propulsion system 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 hybrid electric propulsion systems of an aircraft.

[0007] Figure 3 is a simplified schematic diagram of a thermal management system for an aircraft electrical power system according to an exemplary aspect of the present disclosure.

[0008] Figure 4 is a simplified schematic diagram of a thermal management system for an aircraft electrical power system according to an exemplary aspect of the present disclosure.

[0009] Figure 5 is a block diagram of a thermal management system for an aircraft electrical power system according to an exemplary aspect of the present disclosure.

[0010] Figure 6 is a block diagram depicting a controller for a thermal management system of an aircraft electrical power system according to an exemplary aspect of the present disclosure.

[0011] Figure 7 Depicted is a lookup table for a thermal management system for an aircraft electrical power system according to an exemplary aspect of the present disclosure.

[0012] Figure 8 Depicted is a lookup table for a thermal management system for an aircraft electrical power system according to an exemplary aspect of the present disclosure.

[0013] Figure 9 is a block diagram depicting a method for thermal management of an aviation power system according to an exemplary aspect of the present disclosure.

[0014] Figure 10 is a block diagram depicting a method for thermal management of an aviation power system according to an exemplary aspect of the present disclosure. DETAILED DESCRIPTION

[0015] Reference will now be made in detail to the present embodiments of the present disclosure, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and letter designations to refer to features in the drawings. Like or similar designations in the drawings and the description have been used to refer to like or similar parts of the disclosure.

[0016] The word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other implementations. Furthermore, unless expressly stated otherwise, all embodiments described herein should be considered exemplary.

[0017] The singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise.

[0018] The term "at least one" in a context such as "at least one of A, B, and C" means only A, only B, only C, or any combination of A, B, and C.

[0019] As used herein, the terms “first,” “second,” and “third” may be used interchangeably to distinguish one component from another and are not intended to indicate the position or importance of each component.

[0020] The terms "fore" and "aft" refer to relative positions within a gas turbine engine or vehicle and refer to the normal operating attitude of the gas turbine engine or vehicle. For example, for a gas turbine engine, the front position refers to the position closer to the engine inlet, while the aft position refers to the position closer to the engine nozzle or exhaust.

[0021] The terms "upstream" and "downstream" refer to the relative directions of flow in a path. For example, with respect to fluid flow, "upstream" refers to the direction from which the fluid is flowing, and "downstream" refers to the direction toward which the fluid is flowing. However, as used herein, the terms "upstream" and "downstream" may also refer to electrical current.

[0022] Integrating electric machines with different power ratings within the confined space of a gas turbine engine (e.g., a low-pressure (LP) electric machine that rotates with the engine's LP system having a higher power rating than a high-pressure (HP) electric machine that rotates with the engine's HP system) can present several challenges. For example, having separate power ratings complicates thermal management because each of the various components associated with the LP and HP electric machines (including power electronics electrically connected to the LP and HP electric machines that convert and distribute electrical power to various components of the gas turbine engine or aircraft) has more customized thermal requirements.

[0023] To address the aforementioned issues, the present disclosure provides a thermal management system tailored to meet the thermal requirements of LP and HP motors and the power distribution components associated with them. The present disclosure provides cooling flow paths for hybrid electric systems and a fault-tolerant control system for detecting and managing thermal aspects of hybrid electric systems. Embedded electric motors typically rely on open-loop variable induction valve (VBV) air cooling via impingement of the stator end windings and open-loop variable induction valve (VBV) air cooling of the rotor via convection cooling. Electric motors can also be cooled via a closed oil circuit with a pump and an air-cooled oil cooler. Electric motors can experience overheating conditions due to insufficient or interrupted cooling air and oil passages (such as due to passage blockage, low flow rate, leaks, etc.), three-phase current imbalance, or thermal sensor failure. If the motor begins to overheat due to insufficient cooling, it can overheat the alternator, potentially damaging and weakening the insulation within the motor. Embodiments of the present disclosure provide enhanced thermal cooling availability even during thermal sensor failures. Embodiments of the present disclosure also enable early detection of thermal anomalies based on thermal and electrical signatures. In addition to power derating of the electric machine, embodiments of the present disclosure improve mitigation actions in response to detection of thermal anomalies by utilizing active coolant control of bypass air flow and interactive air and oil coolant support for the electric machine and connected power electronics components.

[0024] Referring now to the drawings, in which like numerals refer to like elements throughout, Figure 1 A schematic top view of an exemplary aircraft 100 is provided that may incorporate one or more inventive aspects of the present disclosure. Figure 1 As shown, for reference, the aircraft 100 defines a longitudinal direction L1 and a transverse direction L2. The transverse direction L2 is perpendicular to the longitudinal direction L1. The aircraft 100 also defines a longitudinal centerline 114 extending therethrough along the longitudinal direction L1. The aircraft 100 extends, for example, along the longitudinal direction L1 between a front end 116 and a rear end 118.

[0025] As shown, aircraft 100 includes a fuselage 112 that extends longitudinally from a front end 116 of aircraft 100 to a rear end 118 of aircraft 100. Aircraft 100 also includes a tail 119 at rear end 118 of aircraft 100. Furthermore, aircraft 100 includes a wing assembly comprising a first port wing 120 and a second starboard wing 122. The first and second wings 120, 122 each extend laterally outward relative to longitudinal centerline 114. The first wing 120 and a portion of the fuselage 112 together define a first side 124 of aircraft 100, and the second wing 122 and another portion of the fuselage 112 together define a second side 126 of aircraft 100. For the depicted embodiment, the first side 124 of aircraft 100 is configured as the port side of aircraft 100, and the second side 126 of aircraft 100 is configured as the starboard side of aircraft 100.

[0026] Aircraft 100 includes various control surfaces. For 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, the tail 119 of aircraft 100 includes: a vertical stabilizer 132 having a rudder flap (not shown) for yaw control; and a pair of horizontal stabilizers 134, each having an elevator flap 136 for pitch control. Fuselage 112 further includes an outer surface or skin 138. It should be understood that in other exemplary embodiments of the present disclosure, 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.

[0027] Figure 1 The exemplary aircraft 100 also includes a hybrid electric propulsion system 150. For this embodiment, the hybrid electric propulsion system 150 has a first propeller 200A and a second propeller 200B, both of which are operable to generate thrust. The first propeller 200A is mounted to the first wing 120, and the second propeller 200B is mounted to the second wing 122. Moreover, for the depicted embodiment, the first propeller 200A and the second propeller 200B are both configured as underwing mounted configurations. However, in other exemplary embodiments, one or both of the first and second propellers 200A, 200B can be mounted in any other suitable location as in other exemplary embodiments.

[0028] The first thruster 200A includes a gas turbine engine 210A and one or more electric motors, such as an electric motor 300A, mechanically coupled to the gas turbine engine 210A. The electric motor 300A may be a generator, an electric motor, or a combination generator / motor. In this exemplary embodiment, the electric motor 300A is a combination generator / motor. In this manner, when operating as a generator, the electric motor 300A can generate electricity when driven by the gas turbine engine 210A. When operating as an electric motor, the electric motor 300A can drive or start the gas turbine engine 210A.

[0029] Similarly, the second propulsion unit 200B includes a gas turbine engine 210B and one or more electric motors, such as an electric motor 300B mechanically coupled to the gas turbine engine 210B. The electric motor 300B can be a generator, an electric motor, or a combination generator / motor. For this example embodiment, the electric motor 300B is a combination generator / motor. In this manner, when operating as a generator, the electric motor 300B can generate electricity when driven by the gas turbine engine 210B. When operating as an electric motor, the electric motor 300B can drive or start the spool of the gas turbine engine 210B. The electric motor 300B can be constructed and operated in a manner similar to the electric motor 300A described herein.

[0030] The hybrid electric propulsion system 150 also includes an electrical energy storage unit 180, which can be electrically connected to the motors 300A, 300B and, in some embodiments, can be electrically connected to other electrical loads. In some exemplary embodiments, the electrical energy storage unit 180 can include one or more batteries. Additionally or alternatively, the electrical energy storage unit 180 can include one or more supercapacitor arrays, one or more ultracapacitor arrays, or both. For the hybrid electric propulsion system 150 described herein, the electrical energy storage unit 180 is configured to store relatively large amounts of electricity. For example, in certain exemplary embodiments, the electrical energy storage unit 180 can be configured to store at least about fifty kilowatt-hours of electricity, such as about seventy-five kilowatt-hours of electricity, and up to about one thousand kilowatt-hours of electricity.

[0031] The hybrid electric propulsion system 150 also includes a power management system having a controller 182 and a power bus 184 . The electric machines 300A, 300B, the electrical energy storage unit 180 , and the controller 182 may each be electrically connected to one another via one or more wires 186 of the power bus 184 .

[0032] The controller 182 is configured to control the power electronics to distribute power among the various components of the hybrid electric propulsion system 150. For example, the controller 182 can control the power electronics of the power bus 184 to provide power to or draw power from the various components (e.g., the motors 300A, 300B) to operate the hybrid electric propulsion system 150 between various operating modes and to perform various functions. This is schematically depicted as wires 186 of the power bus 184 extending through the controller 182.

[0033] The controller 182 may form part of a 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. Figure 1 As shown, computing system 190 includes controller 182 and other computing devices, such as computing device 192. Computing system 190 may also include other computing devices, such as an engine controller (not shown). The computing devices of computing system 190 may be communicatively coupled to each other via a communication network. For example, computing device 192 is located in the cockpit of aircraft 100 and is communicatively coupled to controller 182 of 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.

[0034] For this embodiment, the computing device 192 is configured to receive and process input and / or other information, such as from a pilot or other crew member. In this manner, as an example, one or more processors of the computing device 192 may receive input indicating a command to change the thrust output of the first and / or second thrusters 200A, 200B, and, in response to the input, may cause the controller 182 to control the power drawn from or delivered to one or both of the motors 300A, 300B to ultimately change the thrust output of one or both of the first and second thrusters 200A, 200B.

[0035] The controller 182 and other computing devices of the computing system 190 of the aircraft 100 may be configured as described below with reference to Figure 5 The exemplary computing device 500 described is constructed in substantially the same manner.

[0036] It should be appreciated that the electric machines 300A, 300B, the electrical energy storage unit 180 , and the power management system (having the controller 182 and the power bus 184 ) may be more specifically configured as part of an aviation power system integrated with the gas turbine engine of the hybrid-electric propulsion system 150 .

[0037] Figure 2 Provided Figure 1Schematic diagram of a first propeller 200A of the hybrid electric propulsion system 150 of the aircraft 100. Although the first propeller 200A is shown, it should be understood that the second propeller 200B can be used in conjunction with the first propeller 200A. Figure 2 The first thruster 200A is constructed in the same or similar manner as depicted in FIG. Figure 2 The exemplary gas turbine engine of is configured as a single non-ducted rotor engine 210A having a single stage of non-ducted rotor blades. In this manner, the rotor assembly may be referred to herein as a "non-ducted fan." Additionally, Figure 2 The gas turbine engine 210A includes a third flow path extending from the compressor section to the rotor assembly above the turbine, as will be explained in greater detail below.

[0038] For reference, the gas turbine engine 210A defines an axial direction A, a radial direction R, and a circumferential direction C. Furthermore, the gas turbine engine 210A defines an axial centerline or longitudinal axis 214 extending along the axial direction A. Generally, the axial direction A extends parallel to the longitudinal axis 214, the radial direction R extends outwardly from and inwardly to the longitudinal axis 214 in a direction perpendicular to the axial direction A, and the circumferential direction extends three hundred and sixty degrees (360°) about the longitudinal axis 214. The gas turbine engine 210A extends, for example, along the axial direction A between a forward end 211 and an aft end 213.

[0039] The gas turbine engine 210A includes a turbine 230 and a rotor assembly 212 (also referred to as a fan section) positioned upstream thereof. Generally, the turbine 230 includes a compressor section, a combustion section, a turbine section, and an exhaust section in a serial flow order. In particular, as Figure 2 As shown, the turbine 230 includes a core shroud 248 defining an annular core inlet 250. The core shroud 248 also at least partially surrounds a low-speed or low-pressure system and a high-speed or high-pressure system. For example, the depicted core shroud 248 at least partially surrounds and supports a supercharger or low-speed or low-pressure compressor 244 for pressurizing air entering the turbine 230 through the core inlet 250. The high-speed or high-pressure multi-stage axial flow compressor 234 receives the pressurized air from the low-pressure compressor 244 and further increases the pressure of the air. The pressurized air flows downstream to the combustor 240 of the combustion section, where fuel is injected into the pressurized air flow and ignited to increase the temperature and energy level of the pressurized air.

[0040] It should be understood that, as used herein, the terms "high / low speed" and "high / low pressure" may be used interchangeably with respect to a high-pressure / high-speed system and a low-pressure / low-speed system. Furthermore, it should be understood that the terms "high" and "low" are used in the same context to distinguish between the two systems and are not meant to imply any absolute speed and / or pressure values.

[0041] The high-energy combustion products flow downstream from the combustor 240 to a high-pressure turbine 236. The high-pressure turbine 236 drives the high-pressure compressor 234 via a high-pressure shaft 238. In this regard, the high-pressure turbine 236 is drivingly coupled to the high-pressure compressor 234. The high-speed compressor 234, high-speed turbine 236, and high-speed shaft 238 may collectively be referred to as a high-speed spool 253 of the gas turbine engine 210A. The high-energy combustion products then flow to a low-pressure turbine 242. The low-pressure turbine 242 drives the low-pressure compressor 244 and components of the rotor assembly 212 via a low-pressure shaft 246. In this regard, the low-pressure turbine 242 is drivingly coupled to the low-pressure compressor 244 and components of the rotor assembly 212. The low-speed compressor 244, low-speed turbine 242, and low-pressure shaft 246 may collectively be referred to as a low-speed spool 255 of the gas turbine engine 210A. In this exemplary embodiment, the low-pressure shaft 246 is coaxial with the high-pressure shaft 238. After driving each of the turbines 236 , 242 , the products of combustion exit the turbine 230 through a turbine exhaust nozzle 252 .

[0042] Thus, the turbine 230 defines a working gas flow path or core duct 241 extending between a core inlet 250 and a turbine exhaust nozzle 252. The core duct 241 is an annular duct positioned generally inwardly of the core shroud 248 along the radial direction R. The core duct 241 (e.g., the working gas flow path through the turbine 230) may be referred to as a secondary flow.

[0043] The rotor assembly 212 includes a fan 215, which in this example embodiment is a primary fan. Figure 2 In the illustrated embodiment, the fan 215 is an open rotor or non-ducted fan 215. In this manner, the gas turbine engine 210A may be referred to as an open rotor engine.

[0044] As depicted, fan 215 includes an array of airfoils, and more specifically, an array of fan blades 216, arranged about longitudinal axis 214 of engine 210A. Figure 2 Only one is shown). Fan blades 216 can rotate, for example, about longitudinal axis 214. As described above, fan 215 is drivingly coupled to low-pressure turbine 242 via low-pressure shaft 246. Figure 2 In the illustrated embodiment, the fan 215 is coupled to the low-pressure shaft 246 via a power or reduction gearbox 256 , such as in an indirect drive or geared configuration.

[0045] In addition, the array of fan blades 216 can be arranged at equal intervals about the longitudinal axis 214. Each fan blade 216 has a proximal end or root 222 and a distal end or tip 224 relative to the longitudinal axis 214, and a span defined therebetween. Each fan blade 216 defines a pitch or central blade axis 260. For this embodiment, each fan blade 216 of the rotor assembly 212 can rotate about its central blade axis 260, for example, in unison with each other. A pitch mechanism 258 in the form of one or more actuators is provided to facilitate such rotation and can therefore be used to change the pitch of the fan blades 216 about their respective central blade axes 260.

[0046] The airfoil array is positioned behind the fan blades 216 and is also disposed about the longitudinal axis 214 and, more specifically, includes a fan guide vane assembly 218 that includes fan guide vanes 220 disposed about the longitudinal axis 214. Figure 2 For this embodiment, the fan guide vanes 220 are not rotatable about the longitudinal axis 214. Each fan guide vane 220 has a proximal end or root 226 and a distal end or tip 228 relative to the longitudinal axis 214, and a span defined therebetween. The fan guide vanes 220 may be configured as follows: Figure 2 It is shown unshielded, or alternatively, may be shielded, for example, by an annular shroud spaced outwardly in the radial direction R from the tip of the fan guide vanes 220 or attached to the fan guide vanes 220 .

[0047] Each fan guide vane 220 defines a central guide vane axis 264. For this embodiment, each fan guide vane 220 of the fan guide vane assembly 218 is rotatable about its respective central guide vane axis 264, for example, in unison with one another. One or more pitch mechanisms 262 in the form of one or more actuators are provided to facilitate such rotation and, thus, can be used to vary the pitch of the fan guide vanes 220 about their respective central guide vane axis 264. However, in other embodiments, each fan guide vane 220 may be fixed or non-pitchable about its central guide vane axis 264. The fan guide vanes 220 are mounted to the fan housing 232.

[0048] like Figure 2As shown, in addition to the non-ducted fan 215, a ducted fan 284 is also included behind the fan 215, so that the gas turbine engine 210A includes ducted and non-ducted fans, both of which are used to generate thrust by moving air without passing through at least a portion of the turbine 230 (e.g., for the depicted embodiment, without passing through the high-pressure compressor 234 and the combustion section). The ducted fan 284 can rotate about the same axis as the fan blades 216 (e.g., the longitudinal axis 214). For the depicted embodiment, the ducted fan 284 is driven by the low-pressure turbine 242 (e.g., coupled to the low-pressure shaft 246). In the described embodiment, as described above, the fan 215 can be referred to as a primary fan, while the ducted fan 284 can be referred to as a secondary fan. It should be understood that these terms "primary" and "secondary" are terms of convenience and do not imply any particular importance, right, etc.

[0049] The ducted fan 284 includes a plurality of fan blades arranged in a single stage (in Figure 2 214 ), so that the ducted fan 284 can be referred to as a single-stage fan. The fan blades of the ducted fan 284 can be arranged at equal intervals about the longitudinal axis 214. Each blade of the ducted fan 284 has a proximal end or root and a distal end or tip, and a span defined therebetween.

[0050] The fan shroud 232 annularly surrounds at least a portion of the core shroud 248 and is positioned generally outboard of at least a portion of the core shroud 248 along the radial direction R. In particular, a downstream section of the fan shroud 232 extends over a forward portion of the core shroud 248 to define a fan duct flow path, or simply, a fan duct 272. According to this embodiment, the fan flow path or fan duct 272 may be understood as forming at least a portion of the tertiary flow of the engine 210A.

[0051] Incoming air may enter through fan duct 272 via fan duct inlet 276 and may be discharged through fan exhaust nozzle 278 to generate propulsive thrust. Fan duct 272 is an annular duct positioned generally outside of core duct 241 along radial direction R. Fan shroud 232 and core shroud 248 are connected together and are supported by a plurality of substantially radially extending, circumferentially spaced stationary struts 274 ( Figure 2The fan duct 272 and the core duct 241 may be supported by the fan duct 272 and the core duct 241. ...

[0052] Gas turbine engine 210A further defines or includes an inlet duct 280. Inlet duct 280 extends between an engine inlet 282 and core inlet 250 and fan duct inlet 276. Engine inlet 282 is generally defined at the forward end of fan shroud 232 and is positioned between fan 215 and fan guide vane assembly 218 along axial direction A. Inlet duct 280 is an annular duct positioned inside fan shroud 232 along radial direction R. Air flowing downstream along inlet duct 280 is divided, not necessarily evenly, into core duct 241 and fan duct 272 by fan duct splitter or leading edge 279 of core shroud 248. In the depicted embodiment, inlet duct 280 is wider along radial direction R than core duct 241. Inlet duct 280 is also wider along radial direction R than fan duct 272.

[0053] It is noteworthy that for the depicted embodiment, engine 210A includes one or more features to increase the third flow thrust Fn 3S The efficiency of the inlet guide vanes 286 is determined by the amount of thrust generated by the airflow through the fan duct 272 exiting through the fan exhaust nozzle 278, the airflow being generated at least in part by the ducted fan 284. Specifically, the engine 210A further includes an array of inlet guide vanes 286 positioned in the inlet duct 280, upstream of the ducted fan 284 and downstream of the core inlet 250. The array of inlet guide vanes 286 is arranged about the longitudinal axis 214. For this embodiment, the inlet guide vanes 286 are non-rotatable about the longitudinal axis 214. Each inlet guide vane 286 defines a central blade axis (not labeled for clarity) and is rotatable about its respective central blade axis, for example, in unison with one another. In this manner, the inlet guide vanes 286 can be considered variable geometry components. One or more actuators 288 are provided to facilitate such rotation and can therefore be used to vary the pitch of the inlet guide vanes 286 about their respective central blade axes. However, in other embodiments, each inlet guide vane 286 can be fixed or non-pitchable about its central blade axis.

[0054] Additionally, downstream of the ducted fan 284 and upstream of the fan duct inlet 276, the gas turbine engine 210A includes an array of outlet guide vanes 290. Like the array of inlet guide vanes 286, the array of outlet guide vanes 290 is not rotatable about the longitudinal axis 214. However, for the depicted embodiment, unlike the array of inlet guide vanes 286, the array of outlet guide vanes 290 is configured as fixed-pitch outlet guide vanes.

[0055] Furthermore, it should be understood that for the depicted embodiment, the fan exhaust nozzle 278 of the fan duct 272 is also configured as a variable geometry exhaust nozzle 278. In this manner, the engine 210A includes one or more actuators 292 for regulating the variable geometry exhaust nozzle 278. For example, the variable geometry exhaust nozzle 278 can be configured to vary the total cross-sectional area (e.g., the area of ​​the nozzle in a plane perpendicular to the longitudinal axis 214) to regulate the amount of thrust generated based on one or more engine operating conditions (e.g., the temperature, pressure, mass flow rate, etc. of the airflow through the fan duct 272). A fixed geometry exhaust nozzle may also be employed.

[0056] In addition, still refer to Figure 2 In an exemplary embodiment, the air passing through fan duct 272 may be relatively cooler (e.g., at a lower temperature) than one or more fluids used in turbine 230. In this manner, one or more heat exchangers 291 may be positioned in thermal communication with fan duct 272. For example, one or more heat exchangers 291 may be disposed within fan duct 272 and used to cool one or more fluids from the core engine, with the air passing through fan duct 272 serving as a source for removing heat from the fluid (e.g., compressor bleed air, oil, or fuel).

[0057] Still refer to Figure 2 As indicated, the first propulsor 200A includes an electric motor 300A operatively coupled to its rotating member. In this regard, the first propulsor 200A is an aviation hybrid electric propulsion machine. In particular, as Figure 2 As shown, the electric motor 300A is mechanically coupled to the low-speed spool 255 of the gas turbine engine 210A, and more specifically, to the low-pressure shaft 246 of the low-speed spool 255. As shown, the electric motor 300A is embedded within the core of the gas turbine engine 210A. Specifically, the electric motor 300A is positioned inboard of the core duct 241 in the radial direction R. Furthermore, for this embodiment, the electric motor 300A is positioned generally at the rear end of the gas turbine engine 210A and at least partially overlaps or is rearward of the low-pressure turbine 242 in the axial direction A.

[0058] However, in other exemplary embodiments, the motor 300A may be positioned at other suitable locations within the gas turbine engine 210A. For example, in some embodiments, the motor 300A may be coupled to the low-speed spool 255 at other suitable locations. For example, in some embodiments, the motor 300A may be positioned in front of the low-pressure compressor 244 in the axial direction A and inboard of the turbomachinery flow path 254 in the radial direction R. In addition, as Figure 2 As shown, electric machine 300A, which is mechanically coupled to low-voltage shaft 246 , is electrically coupled to power bus 184 .

[0059] In addition to or in lieu of the gas turbine engine 210A having the electric motor 300A coupled to the low-speed spool 255, in the depicted embodiment, the gas turbine engine 210A further includes an electric motor 302A mechanically coupled to the high-speed spool 253 of the gas turbine engine 210A, and more specifically, to the high-speed shaft 238 of the high-speed spool 253. Figure 2 As shown, the motor 302A is mechanically coupled to the high speed shaft 238 via a mechanical linkage. The motor 302A is positioned outside the core duct 241 in the radial direction R and forward of the combustion section of the gas turbine engine 210A in the axial direction A.

[0060] However, in other exemplary embodiments, the electric machine 302A may be positioned at other suitable locations within the gas turbine engine 210A (eg, inside the core duct 241 in the radial direction R).

[0061] Like the motor 300A mechanically coupled to the low-speed spool 255, the motor 302A mechanically coupled to the high-speed spool 253 can be an electric motor operable to drive or power the high-speed shaft 238, for example, during startup of the gas turbine engine 210A. In other embodiments, the motor 302A can be a generator operable to convert mechanical energy into electrical energy. In this manner, the electrical power generated by the motor 302A can be directed to various engine and / or aircraft systems. In some embodiments, the motor 302A can be a dual-function motor / generator.

[0062] In addition, if Figure 2 As shown, electric machine 302A, which is mechanically coupled to high-speed shaft 238, is also electrically coupled to power bus 184. More specifically, the aircraft power system may include a power electronics assembly 188 located between electric machines 300A, 302A and power bus 184. Power electronics assembly 188 may include one or more power inverters, power controllers, or other types of electronic components that are electrically coupled to one or more electrical loads (e.g., of an engine or aircraft, or both), a power source, or both.

[0063] Additionally or alternatively, in other exemplary embodiments, any other suitable gas turbine engine may be provided. For example, in other exemplary embodiments, the gas turbine engine may be a turboshaft engine, a turboprop engine, a turbojet engine, etc. Furthermore, for example, while the engine is depicted as a single non-ducted rotor engine, in other embodiments, the engine may include a multi-stage open rotor configuration, and the aspects of the present disclosure described below may be incorporated therein.

[0064] refer to Figure 3 , schematically illustrates a perspective view of a portion of a gas turbine engine 210A and generally depicts a portion of an electrical system 304 and a thermal management system 306. The electrical system 304 includes an electric machine 300A disposed in the aft end 213 of the gas turbine engine 210A. The electric machine 300A converts mechanical energy generated by the gas turbine engine 210A (e.g., from the turbine 230 ( Figure 2 ) is converted into electrical energy, which can be used to power electrical devices of the gas turbine engine 210A or components located elsewhere on the aircraft incorporating the gas turbine engine 210A.

[0065] The electrical system 304 includes a connection assembly 308 that is routed through the thermal management system 306. The connection assembly 308 includes a plurality of electrical connectors 310 (e.g., power cables) that conductively connect the electric machine 300A to a power converter 312. For example, the electric machine 300A can be powered from the rotating low voltage shaft 246 ( Figure 2 ) generates an alternating current ("AC") power signal, which is directed to a power converter 312 (located in the front portion of the engine) via a connection assembly 308. Power converter 312 can generate a DC voltage from the AC power signal for communication with an alternate location on the aircraft (e.g., via an electrical communication bus). The configuration of power converter 312 and connection assembly 308 can vary depending, at least in part, on the configuration and capabilities of motor 300A. For example, in various embodiments, motor 300A can generate an AC power signal having any number of phases (e.g., single-phase, two-phase, three-phase, four-phase, etc.).

[0066] The thermal management system 306 defines a thermal management system flow path 307 that directs cooling air from the air source to the electric machine 300A to cool the electric machine 300A, as the electric machine 300A may be located near the relatively high temperature exhaust gas generated by the turbine 230. The thermal management system 306 may include a valve assembly 314 that partially defines the thermal management system flow path 307 in fluid communication with the air source (see also FIG. Figure 4). In an exemplary embodiment, the valve assembly 314 can be controlled by a controller (e.g., a full authority digital engine control or FADEC controller), or it can be activated for a preset period of time during or after engine shutdown. The blower can alternatively operate for a period of time based on a temperature sensor near the motor 302A or elsewhere within the turbine 230. When the blower is activated (during or after shutdown), the valve assembly 314 opens and cooling air is drawn into the thermal management system 306. The thermal management system 306 can also include a bypass duct 316 that partially defines a thermal management system flow path 307 that can be used to bypass the valve assembly 314. The blower assembly 318 can be controlled via the controller to operate during the period when the valve assembly 314 is closed. The bypass duct 316 and the blower assembly 318 can be used to provide cooling air to the motor 302A regardless of the operating state of the gas turbine engine 210A. The blower assembly 318 can be powered by the aircraft or another power source dedicated to the blower assembly 318.

[0067] The thermal management system flow path 307 can include a plurality of different ducts having structures extending in different directions at various locations within the gas turbine engine 310A. As depicted, the thermal management system flow path 307 includes a main duct 320, a circumferential duct 322, and a plurality of generator cooling ducts 324 that may or may not continuously pass through struts 326. The main duct 320, the circumferential duct 322, and the plurality of generator cooling ducts 324 can be designed to provide sufficient space for directing the connection assembly 308 to the electric machine 300A while reducing the impact on the aerodynamic performance of the gas turbine engine 210A.

[0068] Valve assembly 314 controls airflow through main duct 320. Main duct 320 directs cooling air toward aft end 213, where electric machine 302A is located. Circumferential duct 322 divides the cooling air into circumferential portions and directs the cooling air circumferentially around turbine aft frame 328. In the exemplary embodiment, multiple generator cooling ducts 324 divide each circumferential portion of cooling air into cooling portions, which are provided to electric machine 300A via struts 326 of turbine aft frame 328. In some embodiments, thermal management system 306 includes four generator cooling ducts 324 that provide cooling air to electric machine 300A via four separate struts 326 of turbine aft frame 328. It should be noted that any suitable existing structure of gas turbine engine 310A can be fabricated into cooling ducts configured to direct cooling air to the desired location. In the exemplary embodiment, generator cooling duct 324 extends through strut 326 into a generator coupler in fluid communication with electric machine 302A to cool electric machine 300A.

[0069] refer to Figure 4As discussed above, gas turbine engine 210A includes a thermal management system 306 for removing heat from electric machine 60. Thermal management system 306 includes a valve assembly 314 that controls the flow of cooling air from an air source, such as from the compressor section, fan section, or both, of gas turbine engine 310A.

[0070] In the example shown, the main duct 78 receives cooling air from a location upstream of the gas turbine engine 310A. The thermal management system 306 includes a main duct 320 having one or more inlets (represented by element 330). The main duct 320 also has an outlet (represented by element 332) in fluid communication with a circumferential duct 322, which is connected to a plurality of generator cooling ducts 324 ( Figure 3 ) fluid connected.

[0071] Valve assembly 314 may be incorporated within main duct 320 and include one or more valves operable to control airflow through main duct 320. As an example, valve assembly 314 may include valve 334, which may be a controllable valve including a flow control element movable between an open configuration and a closed configuration. In the open configuration, the flow control element permits airflow through main duct 320, while in the closed configuration, the flow control element inhibits airflow through main duct 320. In some embodiments, valve 334 may have a variable intermediate configuration that allows airflow to be adjusted to a selected airflow rate between predetermined minimum and maximum flow rates. As an example, during normal engine operation, valve 334 may permit up to approximately 100% (such as up to approximately 70%, such as up to approximately 50%, such as up to approximately 25%, such as up to approximately 10%, such as between approximately 10% and approximately 90%, such as between approximately 30% and approximately 70%) of the total cooling air flow rate through main duct 320.

[0072] The bypass conduit 316 can have an inlet 336 that is fluidly connected to the main conduit 320 at a location upstream of the valve assembly 314. The bypass conduit 316 can have an outlet 338 that is fluidly connected to the main conduit 320 at a location downstream of the valve assembly 314. The inlet 336 and outlet 338 of the bypass conduit 316 can be on opposite sides of the valve assembly 314 so that the cooling air flow can bypass the valve assembly 314 when the valve 334 is in the closed configuration.

[0073] Bypass duct 316 includes a blower assembly 318 between inlet 336 and outlet 338. Blower assembly 318 can be any device that can be operated to blow, pump or move the cooling air flow from inlet 336 to outlet 338. The power source for operating blower assembly 318 can be mechanical, hydraulic, pneumatic or electrical. For example, the blower rotor can be coupled to an electric motor. In one example, the electric motor can be an AC induction motor or a DC motor. The electric motor can utilize a power source provided by the aircraft, or it can utilize its own power source, such as a power source inside the cooling blower assembly. In addition, the size of blower assembly 318 can be designed to provide sufficient discharge pressure and flow rate to cool motor 300A, which can depend at least in part on the size of the gas turbine engine. In addition, the speed of blower assembly 318 can be controlled so as to change the air speed automatically and / or in response to user input.

[0074] In the illustrated embodiment, the thermal management system 306 is further defined by a thermal management system flow path 401. The thermal management system flow path 401 is a flow path for the flow of a heat exchange fluid that flows to, through, or to and through the components of the thermal management system 306. The heat exchange fluid can have a suitable temperature for the transfer of thermal energy corresponding to the desired or specific function of the components of the thermal management system 306. In the exemplary embodiment, the fluid comprises oil. However, it should be understood that the fluid flowing through the thermal management system flow path 401 can include any suitable fluid for thermal energy transfer, such as, by way of non-limiting example, ethylene glycol, propylene glycol, a water-ethylene glycol mixture, Dow Corning's Syltherm TM or ExxonMobil's Coolanol TM .

[0075] The motor 300A is thermally coupled to the thermal management system flow path 401. As described above, the motor 300A can rotate with the first rotating component of the engine. For example, in certain exemplary embodiments, the motor 300A can be coupled to a low-voltage spool (e.g., Figure 2 The LP motor rotates together with the low speed spool 255 of the engine 210A.

[0076] Still refer to Figure 4 The exemplary thermal management system 306 depicted also includes a power converter 312 electrically connected to the motor 300A. The power converter 312 is thermally connected to the thermal management system flow path 401 and the motor 300A. The power converter 312 may include a power converter 312 incorporated into the engine 210A, 210B ( Figure 1 and Figure 2), power electronics components 188 in the aircraft 100, or both. The power converter 312 may include one or more converters and one or more power controllers, and more specifically, one or more power distribution and monitoring units (referred to herein as "PDMUs"), electrically connected to the power converter 312 and to one or more electrical loads (e.g., of the engine or the aircraft or both), the power source, or both. In this manner, one or more PDMUs may receive power from the power converter 312 and may distribute the power to one or more electrical loads of the engine and the aircraft, for example, in response to one or more commands or other data inputs. Of course, in other embodiments, the direction of flow of power may be reversed. It should be understood that the PDMU may include a method similar to that described below with reference to Figure 5 The PDMU may be configured in substantially the same manner as the exemplary computing device described for computing controller 182. In this manner, the PDMU may be configured to receive one or more data inputs and to make control decisions (e.g., providing power to an engine and / or one or more loads of an aircraft) in response to the one or more data inputs.

[0077] The depicted exemplary thermal management system 306 also includes a first heat exchanger 410 and a second heat exchanger 412. The first heat exchanger 410 is thermally coupled to the thermal management system flow path 401 and the motor 300A. The second heat exchanger 412 is thermally coupled to the thermal management system flow path 401, the first heat exchanger 410, and the power converter 312. The first heat exchanger 410 and the second heat exchanger 412 may be located in the fan duct 272 ( Figure 2 ) (such as heat exchanger 291 ( Figure 2 )), exposed to the outside air, located in the cover 248 ( Figure 2 ) or gas turbine engine 210A( Figure 1 and Figure 2 ). The first heat exchanger 410 and the second heat exchanger 412 can be gas-to-gas heat exchangers, gas-to-liquid heat exchangers, liquid-to-liquid heat exchangers, or thermoelectric devices. The heat sink fluid associated with the first heat exchanger 410 and the second heat exchanger 412 can be fuel, water, water from the aircraft's lavatory system, refrigerant from the aircraft's environmental control system, or other suitable heat transfer fluid.

[0078] In the illustrated embodiment, electric machine 300A is fluidly connected to first heat exchanger 410 via line 414, flow divider 424, and line 415. Lines 414 and 415, along with flow divider 424, partially define thermal management system flow path 401. Flow divider 424 fluidly connects line 415 to line 414. Based on the flow direction of fluid flowing through thermal management system flow path 401, flow divider 424 is located downstream of first heat exchanger 410 and upstream of second heat exchanger 412. Flow divider 424 is operable to divide or split the flow of fluid flowing through thermal management system flow path 401, such that fluid output from first heat exchanger 410 is divided or split by flow divider 424 into a first portion 425 flowing to second heat exchanger 412 and a second portion 427 flowing to electric machine 300A. In an exemplary embodiment, the flow splitter 424 can include a standard Y-type, T-type fitting, or tee fitting, such that the flow splitter 424 is a passive flow splitter 424. As a passive flow splitter 424, normal operating pressure drops within the thermal management system flow path 401 of the components of the thermal management system 306 cause different volumes or portions of the fluid to be divided between the two different flow paths. However, it should be understood that the flow splitter 424 can also include a flow control device 426 to actively regulate the flow of fluid to the second heat exchanger 412 and the motor 300A. The flow control device 426 can include an electronically controlled valve or other type of device so that the flow of the fluid can be actively regulated based on power or heat demand, as non-limiting examples.

[0079] Based on the flow direction of the fluid flowing through thermal management system flow path 401, first heat exchanger 410 is located downstream of pump 416 via line 418. Line 418 partially defines thermal management system flow path 401. Based on the flow direction of the fluid flowing through thermal management system flow path 401, pump 416 is located downstream of tank 420 via line 422. Line 422 partially defines thermal management system flow path 401.

[0080] Second heat exchanger 412 is fluidically connected to power converter 312 via line 428. Line 428 partially defines thermal management system flow path 401. Based on the flow direction of the fluid flowing through thermal management system flow path 401, power converter 312 is located downstream of second heat exchanger 412. Power converter 312 is fluidically connected to flow junction 429 via line 432. Line 432 and flow junction 429 partially define thermal management system flow path 401. Flow junction 429 fluidically connects line 432 with lines 434 and 436. Lines 434 and 436 partially define thermal management system flow path 401. Based on the flow direction of the fluid flowing through thermal management system flow path 401, flow junction 429 is located downstream of power converter 312 and downstream of electric machine 300A. Flow junction 429 is operable to join, merge, or combine the fluid flows flowing through thermal management system flow path 401, such that fluid output from power converter 312 (e.g., portion 425) joins or combines with fluid output from motor 300A (e.g., portion 427). The joined flows are output from flow junction 329 to tank 420 via line 434. In an exemplary embodiment, flow junction 429 may include a standard Y- or T-fitting or a tee fitting, such that flow junction 429 is a passive flow junction 429. However, it should be understood that flow junction 429 may also include a flow control device 430 to actively regulate the combination of fluid flows from power converter 312 and motor 300A. Flow control device 430 may include an electronically controlled valve or other type of device that allows for active regulation of the flow of fluid based on, as non-limiting examples, power or thermal demand.

[0081] In operation, a heat exchange fluid flows downstream from tank 420 in thermal management system flow path 401 via line 422 to pump 416. Pump 416 pumps the heat exchange fluid to first heat exchanger 410 via line 418. In an exemplary embodiment, first heat exchanger 410 is an air-cooled heat exchanger. In an exemplary embodiment, the heat exchange fluid flowing through thermal management system flow path 401 is oil. In such an embodiment, first heat exchanger 410 may be an air-cooled oil cooler (ACOC). The heat exchange fluid flows downstream and is output from first heat exchanger 410 to line 415. The heat exchange fluid flows downstream in thermal management system flow path 401 via line 415 to splitter 424. Splitter 424 separates, divides, or diverts the flow into a first portion 425 that flows downstream in thermal management system flow path 401 to second heat exchanger 412 and a second portion 427 that flows downstream in thermal management system flow path 401 to motor 300A. In an exemplary embodiment, second heat exchanger 412 is a fuel-cooled heat exchanger. In an exemplary embodiment, the heat exchange fluid is oil. In such an embodiment, second heat exchanger 412 is a fuel-cooled oil cooler (FCOC).

[0082] Portion 425 of the heat exchange fluid flows downstream in thermal management system flow path 401 from second heat exchanger 412 to power converter 312 via line 428. Portion 425 of the heat exchange fluid flows downstream in thermal management system flow path 401 from power converter 312 to tank 420 via line 432, flow junction 429, and line 434. Portion 427 of the heat exchange fluid flows downstream in thermal management system flow path 401 from electric machine 300A to tank 420 via line 436, flow junction 429, and line 434.

[0083] Now refer to Figure 5 and Figure 6 , the operation of the thermal management system 306 according to an exemplary embodiment of the present disclosure will be described. More specifically, Figure 5 and Figure 6 A schematic diagram of a gas turbine engine 210A and a thermal management system 306 is provided according to an embodiment of the present disclosure.

[0084] In short, it should be understood that the gas turbine engine 210A and the thermal management system 306 may include one or more sensing nodes 438 configured to sense data associated with various components or operating parameters or conditions associated with the gas turbine engine 210A, the thermal management system 306, or both. In the exemplary embodiment depicted, the sensing nodes 438 include sensors 440 configured to sense data indicative of an operating parameter of the electric machine 300A (such as, as a non-limiting example, the temperature of the stator coil insulation of the electric machine 300A). The sensing nodes 438 also include sensors 442 configured to sense data indicative of another operating parameter of the electric machine 300A (such as, as a non-limiting example, the current levels at the U, V, and W output channels of the electric machine 300A, the voltage levels at the U, V, and W output channels of the electric machine 300A, or any combination thereof). Sensing node 438 further includes sensor 444 configured to sense data indicative of an operating parameter of pump 416 (such as, by way of non-limiting example, pump speed, pressure of the heat exchange fluid within thermal management system flow path 401, temperature of the heat exchange fluid within thermal management system flow path 401, flow rate of the heat exchange fluid within thermal management system flow path 401, or any combination thereof). Sensing node 438 further includes sensor 446 configured to sense data indicative of an operating parameter of blower assembly 318 (such as, by way of non-limiting example, blower speed, flow rate of the heat exchange fluid within thermal management system flow path 307, temperature of the heat exchange fluid within thermal management system flow path 307, or any combination thereof). Sensing node 438 further includes sensor 448 configured to sense data indicative of an operating parameter of power converter 312 (such as, by way of non-limiting example, temperature of power converter 312). Sensing node 438 also includes a sensor 450 configured to sense data indicative of an environmental condition, such as, by way of non-limiting example, the ambient temperature of an internal or external air flow, or the temperature of the environment in which gas turbine engine 210 operates. Sensing node 438 also includes a sensor 452 configured to sense data indicative of an operating parameter of turbine 230, such as, by way of non-limiting example, a load condition of turbine 230.

[0085] In the illustrated embodiment, the exemplary thermal management system 306 includes a controller 182. The controller 182 is operably connected to various components, sensing nodes, valves, etc. within at least one of the gas turbine engine 210A and the thermal management system 306. More specifically, for the exemplary aspect depicted, the controller 182 is operably connected to the power converter 312, the motor 300A, the pump 416, the blower assembly 318, the valve 334, and the flow control devices 426 and 430. The controller 182 is also operably connected to sensors 440, 442, 444, 446, 448, 450, and 452. As will be understood from the description below, the controller 182 can communicate with these components either wired or wirelessly. In this manner, the controller 182 can receive data from various inputs (including sensors 440, 442, 444, 446, 448, 450, and 452), can make control decisions, and can provide data (e.g., instructions) to various input interfaces of the gas turbine engine 210A and various components of the thermal management system 306 (including the power converter 312, the motor 300A, the pump 416, the blower assembly 318, the valve 334, and the flow control device 426).

[0086] With particular reference to the operation of the controller 182, in at least some embodiments, the controller 182 may include one or more computing devices 500. The computing device 500 may include one or more processors 500A and one or more memory devices 500B. The one or more processors 500A may include any suitable processing device, such as a microprocessor, a microcontroller, an integrated circuit, a logic device, and / or other suitable processing device. The one or more memory devices 500B may include one or more computer-readable media, including but not limited to non-transitory computer-readable media, RAM, ROM, a hard drive, a flash drive, and / or other memory devices.

[0087] The one or more memory devices 500B may store information accessible by the one or more processors 500A, including computer-readable instructions 500C executable by the one or more processors 500A. The instructions 500C may be any set of instructions that, when executed by the one or more processors 500A, cause the one or more processors 500A to perform operations. In some embodiments, the instructions 500C may be executed by the one or more processors 500A to cause the one or more processors 500A to perform operations such as any of the operations and functions for which the controller 182 and / or computing device 500 is configured, operations for operating a propulsion system as described herein (e.g., as described below in conjunction with the corresponding Figure 9 and Figure 101000), and / or any other operations or functions of one or more computing devices 500. Instructions 500C may be software written in any suitable programming language or may be implemented in hardware. Additionally and / or alternatively, instructions 500C may be executed in logically and / or virtually separate threads on processor 500A. Memory device 500B may further store data 500D accessible by processor 500A. For example, data 500D may include models, lookup tables, databases, etc.

[0088] The computing device 500 also includes a network interface 500E that is configured to communicate, for example, with the gas turbine engine 210A and other components of the thermal management system 306 (such as the power converter 312, the motor 300A, the pump 416, the blower assembly 318, the valve 334, the flow control devices 426 and 430, the sensors 440, 442, 444, 446, 448, 450, and 452). The network interface 500E may include any suitable components for interfacing with one or more networks, including, for example, transmitters, receivers, ports, controllers, antennas, and / or other suitable components. In this manner, it should be understood that the network interface 500E may utilize any suitable combination of wired and wireless communication networks.

[0089] The technology discussed herein refers to computer-based systems, actions taken by computer-based systems, information sent to computer-based systems, and information from computer-based systems. It should be understood that the inherent flexibility of computer-based systems allows for a variety of possible configurations, combinations, and divisions of tasks and functions between and within components. For example, the processing discussed herein can be implemented using a single computing device or multiple computing devices working in combination. Databases, memories, instructions, and applications can be implemented on a single system or distributed across multiple systems. Distributed components can operate sequentially or in parallel.

[0090] Specific reference Figure 6, the controller 182 receives input from one or more of the sensing nodes 438 and, based on an analysis of the input received from the one or more sensing nodes 438, performs one or more mitigating actions at the one or more actuator nodes 454. As non-limiting examples, the one or more actuator nodes 454 may include the flow control devices 426 and 430, the motor 300A, the blower assembly 318, and the pump 416. In the illustrated embodiment, the controller 182 includes an event detection module 600, a temperature sensor quality monitoring module 602, a temperature sensor-based decision module 604, an electrical parameter-based decision module 606, a clock time-based decision module 608, and a decision fusion module 610. The event detection module 600, the temperature sensor quality monitoring module 602, the temperature sensor-based decision module 604, the electrical parameter-based decision module 606, the clock time-based decision module 608, and the decision fusion module 610 may each include instructions 500C ( Figure 5 ), the instruction 500C may be executed by one or more processors 500A ( Figure 5 ) executes to analyze inputs from one or more sensing nodes 438 and issue one or more commands to perform one or more mitigation actions or operations associated with the gas turbine engine 210A and the thermal management system 306.

[0091] In an exemplary embodiment, the event detection module 600 analyzes one or more signals from one or more of the sensing nodes 438 to determine or detect a thermal anomaly in at least one of the gas turbine engine 210A and the thermal management system 306. A "thermal anomaly" can be a deviation from a standard operating characteristic based on the environment of the monitored object, the thermal data of the monitored object, and a thermal parameter corresponding to the monitored object, or any combination of the foregoing. For example, the detection module 600 can detect a thermal anomaly relative to a predefined threshold based on a rate of change of an operating parameter, or a deviation from an expected or normal rate of change of an operating parameter. The predefined threshold can be stored in the memory 500B as data 500D ( Figure 5 In an exemplary embodiment, the detection module 600 may detect a thermal anomaly based on, as non-limiting examples, the following: a signal from the sensor 446 indicating a pressure drop exceeding a known or expected value coupled to the blower assembly 318 ( Figure 5 ) associated cooling air blower pressure drop; a significant drop in pressure or flow rate of the heat exchange fluid corresponding to the thermal management system flow path 401 based on sensor 444 detecting a pressure or flow rate below a normal or expected value; the motor 300A of the gas turbine engine 210A and the gas turbine engine 210B ( Figure 1) is outside of or exceeds a normal or expected value; a temperature of the motor 300A (e.g., stator coil insulation temperature) detected by sensor 440 is outside of a normal or expected value; or a lack of a temperature reading, or an abnormal temperature reading (e.g., too high or too low based on a normal or expected value) of the motor 300A (e.g., stator coil insulation temperature) based on sensor 440. One or more of the foregoing indications may indicate a loss of cooling of the motor 300A or a loss of monitoring information corresponding to the motor 300A.

[0092] In response to the detection module 600 detecting a thermal anomaly, in an exemplary embodiment, at least one of the temperature sensor-based decision module 604, the electrical parameter-based decision module 606, and the clock time-based decision module 608 is used to analyze the thermal anomaly and identify or determine a mitigation action corresponding to the detected thermal anomaly. For example, in an exemplary embodiment, the temperature sensor-based decision module 604 may access and evaluate a lookup table (e.g., stored as data 500D in the memory 500B) based on the temperature indicated by the sensor 440. Figure 5 )) to determine whether to derate the motor 300A (i.e., reduce the output or operating parameters of the motor 300A to below the rated output or operating parameters) or disconnect the motor 300A from the downstream load. In an exemplary embodiment, the decision module 606 based on the electrical parameter values ​​indicated by the sensor 442 (e.g., the current levels at the U, V, and W output channels of the motor 300A, the voltage levels at the U, V, and W output channels of the motor 300A) can evaluate the transient model (e.g., stored as data 500D in the memory 500B ( Figure 5 )) to determine whether the motor 300A requires immediate de-rating or a time period after which the motor 300A should be de-rated. The clock time-based decision module 608 may evaluate a predefined transient transfer function model (e.g., stored in the memory 500B as data 500D ( Figure 5)) to determine a time period for performing mitigation actions based on one or more values ​​received from the sensing node 438. For example, the predefined transient transfer function model may indicate that based on offline testing, a hot spot associated with the gas turbine engine 210A and a component of the thermal management system 306 (as a non-limiting example, a component of the power converter 312 or the motor 300A) may reach its maximum design limit (e.g., 250° C.) in only 100 seconds. Based on the predefined transient transfer function model, the controller 182 may monitor the time period and perform mitigation actions when the time period expires. For example, in the case of the motor 300A, the clock time-based decision module 608 may indicate a time period for de-rating the motor 300A, and the controller 182 may de-rating the motor 300A when the time period expires.

[0093] The temperature sensor quality monitoring module 602 can monitor the condition of the temperature sensors at the sensing nodes 438 and identify mitigation actions based on the quality assessment of such temperature sensors. For example, the temperature sensor quality monitoring module 602 can evaluate the readings received from sensors 440 and 448 to determine whether such readings are abnormal based on expected or historical temperature readings of the corresponding motor 300A and power converter 312. As non-limiting examples, the temperature sensor quality monitoring module 602 can evaluate or assess deviations from a temperature model or historical temperature data, deviations from an electrical parameter model (such as a pre-established function of the measured resistance of the copper or coil of the motor 300A), or deviations from temperature sensors on the same motor at another or different gas turbine engine. The temperature sensor quality monitoring module 602 can also evaluate whether temperature readings have been lost or whether there are non-responsive sensors (e.g., due to a failure of sensor 440 or 448). Based on the quality assessment of the temperature sensor values, or the lack of values ​​received from one or more of the temperature sensors 440 or 448, the temperature sensor quality monitoring module 602 can identify mitigation actions. In an exemplary embodiment, the temperature sensor quality monitoring module 602 may evaluate a predefined transient transfer function model (eg, stored in the memory 500B as data 500D). Figure 5 )) to identify mitigating actions. For example, in the event of a faulty sensor 440 or an abnormal value received from sensor 440 corresponding to a temperature value of motor 300A, temperature sensor quality monitoring module 602 can determine a time period for taking mitigating action, and controller 182 can take such mitigating action upon expiration of the time period, such as, as a non-limiting example, de-rating motor 300A.

[0094] The decision fusion module 610 fuses the decisions from the temperature sensor-based decision module 604, the electrical parameter-based decision module 606, and the clock time-based decision module 608. For example, the decision fusion module 610 can evaluate the determinations from the temperature sensor-based decision module 604, the electrical parameter-based decision module 606, and the clock time-based decision module 608 to determine whether or when a mitigation action should be performed. In an exemplary embodiment, the decision fusion module 610 can identify a mitigation action or cause a mitigation action to be performed based on indications received from only one, at least two, or all three of the temperature sensor-based decision module 604, the electrical parameter-based decision module 606, and the clock time-based decision module 608. In an exemplary embodiment, the decision fusion module 610 can prioritize mitigation actions based on which of the temperature sensor-based decision module 604, the electrical parameter-based decision module 606, and the clock time-based decision module 608 indicates a mitigation action. In an exemplary embodiment, the decision fusion module 610 may select the clock time based indication from the clock time based decision module 608 only when there is an indication of an abnormal sensor signal or a loss of sensor signal as indicated by the temperature sensor quality monitoring module 602 .

[0095] refer to Figure 7 , depicts an exemplary lookup table 700, which may be formed by Figure 6 The lookup table 700 may be accessed and used by one or more of the event detection module 600, the temperature sensor quality monitoring module 602, the temperature sensor-based decision module 604, the electrical parameter-based decision module 606, the clock time-based decision module 608, and the decision fusion module 610 depicted in FIG. The lookup table 700 may be stored as data 500D in the memory 500B ( Figure 5 ).

[0096] In the depicted exemplary lookup table 700, the motors 300A ( Figure 1-5 However, it should be understood that additional lookup tables corresponding to the gas turbine engine 210A (or another gas turbine engine) and other components of the thermal management system 306 may be defined.

[0097] In the depicted lookup table, the motor listed is 300A ( Figure 1-5 ) components include stator coil insulation 702, stator laminations 704, stator wedges 706, stator end ring insulation 708, rotor composite sleeve 710, rotor magnets 712, and rotor laminations 714. One or more sensing nodes 438 ( Figure 6 ), such as, as a non-limiting example, one or more sensors 440, may be configured to sense or detect motor 300A ( Figure 1-5 ) component corresponding to the temperature reading or value. The lookup table 700 also defines a number of classification areas based on the temperature reading of the corresponding component. Figure 7 denoted as red zone 720A, yellow zone 720B, and green zone 720C. In the exemplary lookup table 700, temperature values ​​are defined as X1-X9 and Y1-Y9, and may be defined to have different values ​​based on the specific components listed in the lookup table 700. The designations X1-X9 and Y1-Y9 are not intended to indicate specific temperature values.

[0098] The lookup table 700 further defines one or more mitigation actions 722 based on the temperature value detected for the corresponding component and whether such temperature value indicates a red zone 720A action, a yellow zone 720B action, or a green zone 720C action. For example, if the temperature value of the stator coil insulation 702 is greater than the temperature value X1, indicating a red zone 720A classification, then the corresponding mitigation action 722 is to unload the motor 300A ( Figure 1-5 ), stop the rotating motor 300A ( Figure 1-5 ) and does not turn off or stop the motor 300A ( Figure 1-5 ) cooling. Thus, in operation, the lookup table 700 can be accessed and used by one or more of the event detection module 600, the temperature sensor quality monitoring module 602, the temperature sensor-based decision module 604, the electrical parameter-based decision module 606, and the clock time-based decision module 608 to determine the cooling of the sensing node 438 ( Figure 6 ) collected temperature values ​​or readings to identify a mitigation action 722, and the decision fusion module 610 can issue one or more commands corresponding to the indicated mitigation action 722.

[0099] refer to Figure 8 , depicts an exemplary lookup table 800 that may be used by the controller 182 ( Figure 5 and Figure 6 ) to access and use the gas turbine engine 210A or the thermal management system 306 ( Figure 1-6 ) associated with one or more dynamic cooling operations. The lookup table 800 may be stored as data 500D in the memory 500B ( Figure 5 and Figure 6 ).

[0100] In an exemplary embodiment, such as, by way of non-limiting example, to increase the cooling load to address the power converter 312 ( Figure 3-5 ) or an overheat condition in the blower assembly 318 ( Figure 3-5 ) During restart or testing, the thermal management system 306 can be controlled by the controller 182 ( Figure 5 and Figure 6) control to shut down or unload the flow of heat to the motor 300A ( Figure 1-6 ) of cooling air or cooling oil.

[0101] In the depicted lookup table 800, various flight conditions 810 are depicted. An oil off time 812 and an air off time 814 may be defined for each flight condition 810. The oil off time 812 may indicate that the fuel may be shut down (such as via the flow control device 426 ( Figure 5 )) to motor 300A( Figure 1-6 ) of the heat exchange fluid (oil in this example) without causing the motor 300A ( Figure 1-6 ) of the overheat condition. The air shut-off time 814 may indicate the amount of time that the blower assembly 318 ( Figure 5 )) to motor 300A( Figure 1-6 ) of the heat exchange fluid (in this example, air) without causing the motor 300A ( Figure 1-6 ) in a similar manner to the amount of time that an overheat condition may occur. In the lookup table 800, the labels T1-T12 represent different time period values. The labels T1-T12 are not intended to indicate specific time period values.

[0102] refer to Figure 9 , a block diagram depicting a method 900 for thermal management of a hybrid electric system is shown. The method 900 may be applicable to a gas turbine engine 210A ( Figure 1-5 ) or aircraft 100( Figure 1 ) of any other gas turbine engine. The method 900 begins at 902, where the controller 182 injects a direct current (DC) or alternating current (Ac) frequency signal through the motor drive of the motor 300A by modifying at least one electromagnetic signal command (such as current, voltage, torque, flux, etc.). At 904, the controller 182 performs signal processing by collecting at least one electrical signal from the motor 300A (such as, as a non-limiting example, current, voltage, and pulse width modulation (PWM) duty cycle for a given time period) and extracting the relevant DC or AC component. At 906, the controller 182 estimates the resistance based on the collected electrical characteristics collected at 904. At 908, the controller 182 accesses a thermal resistance model corresponding to the motor 300A, which may be stored as data 500D in the memory 500B ( Figure 5 At 910 , the controller 182 estimates a corresponding temperature or thermal condition of the motor 300A using the estimated thermal resistance characteristic determined at 906 using the thermal resistance model accessed at 908 .

[0103] At 912, the controller 182 accesses a thermal model corresponding to the motor 300A, which may be stored as data 500D in the memory 500B ( Figure 5 ). At 914, the controller 182 thermally monitors the motor 300A by combining the thermal model of the motor 300A accessed at 912 with the estimated temperature of the motor 300A derived at 910. At 916, for a particular position of the motor 300A, the controller 182 makes a determination, such as based on the thermal model accessed at 912, whether the estimated temperature derived at 910 is greater than the temperature limit of the motor 300A. If not, the method returns to 902. If the determination at 916 is affirmative, the method proceeds to 918, where the controller 182 may issue an overtemperature alarm and take mitigating action. Such mitigating action may be to command the motor 300A to be derated or shut down.

[0104] refer to Figure 10 , a block diagram depicting another method 1000 for thermal management of a hybrid electric system is shown. The method 1000 may be applicable to a gas turbine engine 210A ( Figure 1-5 ) or aircraft 100( Figure 1 ) of any other gas turbine engine. Method 1000 begins at 1002, where controller 182 receives a request or determines that power converter 312 requires additional cooling support. Such a request or determination may be based on the controller 182 receiving a request or determination from sensing node 438 ( Figure 5 and Figure 6 ) received by one or more of the one or more signals. At 1004, the controller 182 activates or controls the flow control device 426 ( Figure 4 ) or pump 416( Figure 4 ) to reduce the flow of heat exchange fluid (such as oil in this example) to the motor 300A. At 1006, the controller 182 optionally increases the flow of heat exchange fluid (such as oil) to the motor 300A via the blower assembly 318 ( Figure 4 ) or bypass valve assembly 314 to the flow of heat exchange fluid (such as air in this example) to motor 300A. At 1008, controller 182 measures or calculates the time period since the flow of heat exchange fluid to motor 300A has been reduced.

[0105] At 1010, the controller 182 may access a lookup table (such as lookup table 800 ( Figure 8)) to determine the amount of time for a particular flight condition during which the flow of heat exchange fluid to motor 300A can be reduced or stopped before an overheating condition may occur relative to motor 300A. If the amount of time that has elapsed since the cooling condition for motor 300A has decreased does not exceed the time period indicated by the lookup table, the method proceeds to 1012, where controller 182 determines whether continued additional cooling support from power converter 312 is no longer required. If the determination at 1012 is negative, the method returns to 1004. If the determination at 1012 is positive, the method proceeds from 1012 to 1016, where controller 182 may restore the distribution of heat exchange fluid to power converter 312 and motor 300A to its original or nominal state.

[0106] If, at 1010, the amount of time that has elapsed since the cooling condition of electric machine 300A degraded has exceeded the time period indicated by the lookup table, the method proceeds from 1010 to 1014, where controller 182 determines whether continued additional cooling support from power converter 312 is no longer required. If the determination at 1014 is affirmative, the method proceeds from 1014 to 1016, where controller 182 may restore the distribution of heat exchange fluid to power converter 312 and electric machine 300A to its original or nominal state. If the determination at 1014 is negative, the method proceeds from 1014 to 1018, where controller 182 may unload the electrical output of power converter 312.

[0107] Therefore, according to an exemplary embodiment of the present disclosure, controller 182 is configured to extract or calculate thermal signatures to determine the health of motor 300A and thermal management system 306 based on at least one or more residual errors between thermal sensors, electrical sensors, and redundant sensors. Controller 182 issues commands or otherwise controls various components of thermal management system 306 to remediate or take mitigating actions in response to various thermal events, anomalies, or conditions. When a temperature sensor fails, the action taken by controller 182 may include dynamic or delayed thermal derating of motor 300A based on the estimated temperature. Controller 182 may also initiate active thermal mitigation or management schemes with respect to thermal management system flow paths 307 and 401 (such as, by way of non-limiting example, heat exchange fluid temperature, heat exchange fluid flow rate, and use of bypass air flow). Controller 182 may also shut down or reduce cooling of motor 300A for a certain period of time to mitigate an overheating condition in power converter 312, increase or decrease air cooling during oil cooling adjustments, increase or decrease oil cooling during air cooling adjustments, or adjust cooling settings based on ambient flight and load conditions. For example, controller 182 can reduce cooling of power converter 312 to avoid overcooling of power converter 312, particularly under light load conditions in cold ambient mode, such as during descent. Controller 182 can also take pre-processing actions, such as adjusting or redirecting cooling of power converter 312 or motor 300A for anticipated or predicted events, such as takeoff or high load events, to minimize temperature excursions and thermal cycling of components.

[0108] In an exemplary embodiment, controller 182 may also change the regulation method of power converter 312 to reduce losses in the bridge of power converter 312. As described above, controller 182 may estimate the rotor temperature of motor 300A using voltage or current measurements corresponding to motor 300A.

[0109] Further aspects are provided by the subject matter of the following clauses:

[0110] A hybrid electric propulsion system comprises: a gas turbine engine, the gas turbine engine including a high-pressure system and a low-pressure system; an electric motor, the electric motor being coupled to one of the high-pressure system or the low-pressure system; a thermal management system, the thermal management system defining one or more thermal management system flow paths and being operable to provide one or more heat exchange fluids to the electric motor through the corresponding one or more thermal management system flow paths; one or more sensing nodes, the one or more sensing nodes being coupled to at least one of the one or more thermal management system flow paths or the electric motor; and a controller configured to: collect one or more signals from the one or more sensing nodes; analyze the one or more signals to detect a thermal anomaly corresponding to at least one of the electric motor or the thermal management system; and in response to detecting the thermal anomaly, perform at least one of the following: adjust the flow rate of at least one of the one or more heat exchange fluids; or derate the electric motor.

[0111] The hybrid electric propulsion system of the preceding clause, wherein the one or more signals include at least one of: a temperature value corresponding to a stator coil of the electric machine; or an electrical parameter corresponding to the electric machine.

[0112] A hybrid electric propulsion system according to any preceding clause, wherein the one or more thermal management system flow paths include a first thermal management system flow path and a second thermal management system flow path, and wherein the controller is configured to increase the flow rate of the at least one heat exchange fluid flowing through the second thermal management system flow path in response to detecting the thermal anomaly corresponding to the first thermal management system flow path.

[0113] A hybrid electric propulsion system according to any preceding clause, wherein a first sensing node of the one or more sensing nodes indicates a temperature value corresponding to the electric motor, and in response to a non-responsive condition of the first sensing node, the controller is configured to derate the electric motor immediately or after a predetermined time period.

[0114] A hybrid electric propulsion system as described in any preceding clause, wherein the controller is configured to determine a time period over which the thermal anomaly reaches a maximum value, and wherein the controller is configured to derate the electric machine in response to expiration of the time period.

[0115] A hybrid electric propulsion system according to any preceding clause, wherein a first sensing node of the one or more sensing nodes indicates a temperature value corresponding to the motor, and in response to a non-responsive condition of the first sensing node, the controller is configured to estimate a thermal condition of the motor based on at least one electrical parameter of the motor.

[0116] The hybrid electric propulsion system of any preceding clause, further comprising a power converter electrically connected to the motor, and wherein at least one of the one or more sensing nodes is connected to the power converter, and in response to detecting the thermal anomaly corresponding to the power converter based on the at least one sensing node connected to the power converter, the controller is configured to adjust the flow of the at least one heat exchange fluid to the motor.

[0117] A hybrid electric propulsion system according to any preceding clause, wherein at least one of the one or more sensing nodes is configured to determine at least one of an ambient thermal condition or a load condition of the gas turbine engine, and wherein the controller is configured to adjust the flow of the at least one heat exchange fluid to the electric machine based on at least one of the ambient condition or the load condition.

[0118] A hybrid-electric propulsion system as described in any preceding clause, wherein the controller is configured to pre-condition the thermal management system before a prediction of the ambient thermal condition or the load condition occurs.

[0119] A hybrid electric propulsion system as described in any preceding clause, wherein the controller is configured to inject one or more frequency signals into the electric machine to generate the one or more signals collected by the controller.

[0120] A method for thermal management of a hybrid electric propulsion system for an aircraft, the hybrid electric propulsion system comprising a gas turbine engine having a high pressure system, a low pressure system, and an electric motor coupled to one of the high pressure system or the low pressure system, the method comprising: causing one or more heat exchange fluids to flow to the electric motor via a thermal management system defining one or more thermal management system flow paths; collecting, by a controller, one or more signals from one or more sensing nodes coupled to the one or more thermal management system flow paths or at least one of the electric motors; analyzing, by the controller, the one or more signals to detect a thermal anomaly corresponding to at least one of the electric motor or the thermal management system; and, in response to detecting the thermal anomaly, performing, by the controller, at least one of the following: adjusting the flow rate of at least one of the one or more heat exchange fluids; or derating the electric motor.

[0121] The method of the preceding clause, further comprising detecting, by the controller, the thermal anomaly based on at least one of: a temperature value corresponding to a stator coil of the motor; or an electrical parameter corresponding to the motor.

[0122] A method as described in any preceding clause, wherein the one or more thermal management system flow paths include a first thermal management system flow path and a second thermal management system flow path, and wherein, in response to detecting the thermal anomaly corresponding to the first thermal management system flow path, the flow rate of the at least one heat exchange fluid flowing through the second thermal management system flow path is increased by the controller.

[0123] The method of any preceding clause, wherein a first sensing node of the one or more sensing nodes indicates a temperature value corresponding to the motor, and wherein the motor is derated by the controller in response to a non-responsive condition of the first sensing node.

[0124] A method as defined in any preceding clause, further comprising determining, by the controller, a time period over which the thermal anomaly reaches a maximum value, and further comprising de-rating, by the controller, the motor in response to expiration of the time period.

[0125] A method as described in any preceding clause, wherein a first sensing node of the one or more sensing nodes indicates a temperature value corresponding to the motor, and in response to a non-responsive condition of the first sensing node, the controller estimates a thermal condition of the motor based on at least one electrical parameter of the motor.

[0126] A method as in any preceding clause, further comprising injecting, by the controller, one or more frequency signals into the motor to generate the one or more signals collected by the controller.

[0127] A non-transitory computer-readable medium comprising computer-executable instructions that, when executed by a processor associated with an electronic controller, cause the electronic controller to perform a method for thermal management of a hybrid electric propulsion system for an aircraft, the hybrid electric propulsion system comprising a gas turbine engine having a high-pressure system, a low-pressure system, and an electric machine coupled to one of the high-pressure system or the low-pressure system, the method comprising: flowing one or more heat exchange fluids to the electric machine via a thermal management system defining one or more thermal management system flow paths, the electric machine being operable to provide power to the gas turbine engine; collecting one or more signals from one or more sensing nodes coupled to at least one of the one or more thermal management system flow paths or the electric machine; analyzing the one or more signals to detect a thermal anomaly corresponding to at least one of the electric machine or the thermal management system; and, in response to detecting the thermal anomaly, at least one of: adjusting a flow rate of at least one of the one or more heat exchange fluids; or derating the electric machine.

[0128] The non-transitory computer-readable medium according to the preceding clause comprises further computer-executable instructions, which, when executed by the processor, cause the electronic controller to further perform the method of detecting the thermal anomaly based on at least one of: a temperature value corresponding to the stator coil of the motor; or an electrical parameter corresponding to the motor.

[0129] A non-transitory computer-readable medium according to any preceding clause, comprising further computer-executable instructions that, when executed by the processor, cause the electronic controller to further perform a method of injecting one or more frequency signals into the motor to generate the one or more signals collected by the electronic controller.

[0130] This written description uses examples to disclose the present disclosure, including the best mode, and also to enable any person skilled in the art to practice the present disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the present disclosure is defined by the claims and may include other examples that occur to those skilled in the art. If such other examples include structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims, such other examples are intended to fall within the scope of the claims.

Claims

1. A hybrid electric propulsion system, characterized in that include: a gas turbine engine comprising a high pressure system and a low pressure system; an electric motor coupled to one of the high-voltage system or the low-voltage system; a thermal management system defining one or more thermal management system flow paths and operable to provide one or more heat exchange fluids to the electric machine through the corresponding one or more thermal management system flow paths; one or more sensing nodes connected to at least one of the one or more thermal management system flow paths or the electric machine; as well as A controller, the controller being configured to: collecting one or more signals from the one or more sensing nodes; analyzing the one or more signals to detect a thermal anomaly corresponding to at least one of the electric machine or the thermal management system; and In response to detecting the thermal anomaly, at least one of the following is performed: adjusting the flow rate of at least one of the one or more heat exchange fluids; or The motor is derated.

2. The hybrid electric propulsion system according to claim 1, characterized in that in, The one or more signals include at least one of the following: a temperature value corresponding to a stator coil of the motor; or Electrical parameters corresponding to the motor.

3. The hybrid electric propulsion system according to claim 1, wherein: in, The one or more thermal management system flow paths include a first thermal management system flow path and a second thermal management system flow path, and wherein the controller is configured to increase the flow rate of the at least one heat exchange fluid flowing through the second thermal management system flow path in response to detecting the thermal anomaly corresponding to the first thermal management system flow path.

4. The hybrid electric propulsion system according to claim 1, wherein: in, A first sensing node of the one or more sensing nodes indicates a temperature value corresponding to the motor, and in response to a non-responsive condition of the first sensing node, the controller is configured to derate the motor immediately or after a predetermined period of time.

5. The hybrid electric propulsion system according to claim 1, wherein: in, The controller is configured to determine a time period during which the thermal anomaly reaches a maximum value, and wherein the controller is configured to derate the electric machine in response to expiration of the time period.

6. The hybrid electric propulsion system according to claim 1, wherein: in, A first sensing node of the one or more sensing nodes indicates a temperature value corresponding to the motor, and in response to a non-responsive condition of the first sensing node, the controller is configured to estimate a thermal condition of the motor based on at least one electrical parameter of the motor.

7. The hybrid electric propulsion system according to claim 1, wherein: further comprising a power converter electrically connected to the motor, and wherein at least one of the one or more sensing nodes is connected to the power converter, and in response to detecting the thermal anomaly corresponding to the power converter based on the at least one sensing node connected to the power converter, the controller is configured to adjust the flow rate of the at least one heat exchange fluid to the motor.

8. The hybrid electric propulsion system according to claim 1, wherein: in, At least one of the one or more sensing nodes is configured to determine at least one of an ambient thermal condition or a load condition of the gas turbine engine, and wherein the controller is configured to adjust the flow of the at least one heat exchange fluid to the electric machine based on at least one of the ambient condition or the load condition.

9. The hybrid electric propulsion system according to claim 8, characterized in that in, The controller is configured to pre-condition the thermal management system before a prediction of the ambient thermal condition or the load condition occurs.

10. The hybrid electric propulsion system according to claim 1, wherein: in, The controller is configured to inject one or more frequency signals into the electric machine to generate the one or more signals collected by the controller.

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