Electrical power system for a vehicle

Abstract

An electrical power system for a vehicle includes at least one electric machine, one or more power rectifiers, and a plurality of DC channels. The at least one electric machine comprises a plurality of substantially magnetically decoupled multi-phase windings wound in a tooth shape, and the at least one electric machine is mechanically balanced even if one of the plurality of windings is de-energized. The one or more power rectifiers are configured to generate rectified power from power generated by the at least one electric machine. A plurality of DC channels are formed after the at least one power rectifier and configured to provide DC power to one or more loads within the vehicle.

Description

Technical Field

[0001] This topic generally relates to vehicle electrical systems, and more particularly to vehicle electrical power systems having at least one motor and multiple DC channels for supplying power to vehicle loads. Background Technology

[0002] A typical commercial aircraft usually consists of 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 mounted to a corresponding wing of the aircraft, for example in a suspended position under the wing, separate from the wing and fuselage.

[0003] Recently, hybrid electric propulsion systems have been proposed. Using these systems, a power source can supply electrical power to a fan. An electric power system capable of providing this power while maintaining design robustness and redundancy would be beneficial. Summary of the Invention

[0004] Aspects and advantages of the invention will be set forth in part in the description which follows, or may be apparent from the description, or may be learned by practice of the invention.

[0005] In one exemplary embodiment of this disclosure, a vehicle electrical power system includes at least first and second motors, a first electrical channel, and a second electrical channel. Each motor includes a plurality of multiphase windings, which are substantially magnetically decoupled. Each motor is mechanically balanced even if one of the windings is de-energized. The first electrical channel couples the first motor to a first electrical bus and to a second electrical bus. The second electrical channel couples the second motor to the first electrical bus and to the second electrical bus. The plurality of DC channels for the vehicle electrical power system are at least partially formed by the first and second electrical buses.

[0006] In another exemplary embodiment of this disclosure, the vehicle electric power system includes a gas turbine engine, an LP motor, and an HP motor. The gas turbine engine includes a low-pressure turbine and a low-pressure compressor rotatable relative to each other via a low-pressure shaft, and a high-pressure turbine and a high-pressure compressor rotatable relative to each other via a high-pressure shaft. The LP motor is rotatable with the low-pressure shaft and includes a passive rectifier assembly for providing a first power flow. The HP motor is rotatable with the high-pressure shaft and coupled to an active rectifier assembly for providing a second power flow.

[0007] Another exemplary embodiment of this disclosure relates to a method for generating electrical power for a vehicle. The method includes generating a first power flow at a first motor. The method also includes passively rectifying the first power flow generated by the first motor. The method further includes generating a second power flow at a second motor. The method also includes actively rectifying the second power flow generated by the second motor. The method further includes coupling the first power flow from the passively rectified first motor to at least first and second DC channels. The method further includes coupling the second power flow from the actively rectified second motor to at least first and second DC channels. The method further includes using a DC voltage provided by the first and second DC channels to power one or more loads within the vehicle.

[0008] In another exemplary embodiment of this disclosure, the vehicle electrical power system includes at least one motor, one or more power rectifiers, and multiple power buses. The at least one motor includes multiple substantially magnetically decoupled tooth-wound multiphase windings, wherein the at least one motor is mechanically balanced even if one of the windings is de-energized. One or more power rectifiers are used to generate rectified power from the power generated by the at least one motor. Multiple power buses are formed after the at least one power rectifier and configured to provide DC power to one or more loads within the vehicle.

[0009] The present invention provides a set of technical solutions, as follows.

[0010] Technical Solution 1. An electric power system for a vehicle, comprising: At least first and second motors, each motor comprising a plurality of multiphase windings that are substantially magnetically decoupled, and wherein each motor is mechanically balanced even if one of the plurality of windings is de-energized; A first electrical channel couples the first motor to a first power bus and to a second power bus; and The second electrical channel couples the second motor to the first power bus and to the second power bus; The plurality of DC channels for the electric power system of the vehicle are at least partially formed by the first electric power bus and the second electric power bus.

[0011] Technical Solution 2. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein the plurality of multiphase windings are wound in a toothed shape and spatially distributed around each motor.

[0012] Technical Solution 3. The electric power system for a vehicle according to any of the foregoing technical solutions further includes: A switch, positioned between and electrically coupling the first power bus and the second power bus, wherein the switch is configured to operate in a first position during normal steady-state operation of the vehicle's power system, and wherein the switch is configured to operate in a second position during fault operation of the vehicle's power system.

[0013] Technical Solution 4. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein: The at least first and second motors each include first and second multiphase winding sections, each multiphase winding section including terminals for multiphase power; The first electrical channel includes first and second parallel connections to the terminals of the first multiphase winding segment; and The second electrical channel includes third and fourth parallel connections to the terminals of the second multiphase winding segment.

[0014] Technical Solution 5. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein: The at least first and second motors each include a plurality of coupled multiphase winding pairs and terminals for delivering multiphase electrical power from the plurality of coupled multiphase winding pairs; The first electrical channel includes first and second parallel connections to the terminals of the plurality of coupled multiphase winding pairs; and The second electrical channel includes third and fourth parallel connections to the terminals of the plurality of coupled multiphase winding pairs.

[0015] Technical Solution 6. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein: The at least first and second motors each include a first, second, third and fourth multiphase winding segment, each multiphase winding segment including terminals for multiphase power; The first electrical channel includes a first connection to the terminal of the first multiphase winding segment and a second connection to the terminal of the second multiphase winding segment; The second electrical channel includes a third connection to the terminal of the third multiphase winding segment and a fourth connection to the terminal of the fourth multiphase winding segment.

[0016] Technical Solution 7. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein at least one of the first, second, third and fourth multiphase winding segments is Y-connected, and at least another of the first, second, third and fourth multiphase winding segments is delta-connected.

[0017] Technical Solution 8. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein: The first electrical channel includes a first converter that couples the first motor to the first power bus and to the second power bus; The second electrical channel includes a second converter that couples the second motor to the first power bus and to the second power bus; and The vehicle electrical power system includes one or more switches configured to operate in a first position during normal steady-state operation of the vehicle electrical power system and in a second position during fault operation of the vehicle electrical power system.

[0018] Technical Solution 9. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein the first converter, the second converter, and the one or more switches are co-located in a power distribution unit.

[0019] Technical Solution 10. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein: The first and second motors are configured for use in a gas turbine engine, the gas turbine engine including a low-pressure turbine and a low-pressure compressor rotatable from each other via a low-pressure shaft and a high-pressure turbine and a high-pressure compressor rotatable from each other via a high-pressure shaft. The first motor is rotatable along the low-voltage (LP) shaft; and The second motor is rotatable along the high voltage (HP) shaft.

[0020] Technical Solution 11. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein the first motor comprises: Multiple diode-rectifiers configured to rectify the power supplied from the first motor to the first and second power buses; and A plurality of AC capacitors at the terminals of the first motor, the AC capacitors being configured to provide reactive power to the first motor; and The diode-rectifier and the plurality of AC capacitors are physically integrated with the first motor.

[0021] Technical Solution 12. The vehicle electric power system according to any of the foregoing technical solutions, wherein the plurality of DC channels are configured to carry electric power having a bipolar voltage between approximately + / - 270 volts and approximately + / - 2400 volts or a unipolar voltage between approximately 270 volts and approximately 4800 volts.

[0022] Technical Solution 13. An electric power system for a vehicle, comprising: A gas turbine engine comprising a low-pressure turbine and a low-pressure compressor rotatable from each other via a low-pressure shaft, and a high-pressure turbine and a high-pressure compressor rotatable from each other via a high-pressure shaft. An LP motor, which is rotatable with the low-voltage shaft, wherein the LP motor includes a passive rectifier assembly for providing a first power flow; An HP motor, which is rotatable with the high-voltage shaft, is coupled to an active rectifier assembly for providing a second power flow.

[0023] Technical Solution 14. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein the passive rectifier assembly comprises: Multiple diode-rectifiers configured to rectify the power supplied from the LP motor; and A plurality of AC capacitors at the terminals of the LP motor, the AC capacitors being configured to provide reactive power to the LP motor; and The diode-rectifier and the plurality of AC capacitors are physically integrated with the LP motor.

[0024] Technical Solution 15. A vehicle electric power system according to any of the foregoing technical solutions, wherein each of the LP motor and the HP motor includes a plurality of multiphase windings, the plurality of multiphase windings being substantially magnetically decoupled, and wherein even if one of the plurality of windings is de-energized, each motor is mechanically balanced.

[0025] Technical Solution 16. The electric power system for a vehicle according to any of the foregoing technical solutions, comprising: A first electrical channel couples the first power flow from the LP motor to a first power bus and to a second power bus; and A second electrical channel couples the second power flow from the HP motor to the first power bus and to the second power bus; and The plurality of DC channels for the electric power system of the vehicle are at least partially formed by the first electric power bus and the second electric power bus.

[0026] Technical Solution 17. A method for generating electrical power for a vehicle, comprising: A first power flow is generated at the first motor; The passive rectification is the first power flow generated by the first motor; A second power flow is generated at the second motor; The second power flow generated at the second motor is actively rectified; The first power from the passive rectified first motor is coupled to at least the first and second DC channels; Couple the second power from the active rectified second motor to the at least first and second DC channels; and The DC voltage provided by the first and second DC channels is used to power one or more loads within the vehicle.

[0027] Technical Solution 18. An electric power system for a vehicle, comprising: At least one motor comprising a plurality of multiphase windings wound in a toothed configuration that are substantially magnetically decoupled, wherein the at least one motor is mechanically balanced even if one of the plurality of windings is de-energized. One or more power rectifiers for generating rectified power from the power generated by the at least one motor; Multiple power buses are formed after the at least one power rectifier, and the multiple power buses are configured to provide DC power to one or more loads within the vehicle.

[0028] Technical Solution 19. A vehicle electric power system according to any of the foregoing technical solutions, wherein the plurality of toothed multiphase windings include a first plurality of windings configured to generate power associated with a first current and a second plurality of windings configured to generate power associated with a second current, wherein the first current and the second current are different.

[0029] Technical Solution 20. The electric power system for a vehicle according to any of the foregoing technical solutions, wherein: The one or more power rectifiers include active power rectifiers and passive power rectifiers; The plurality of toothed multiphase windings include a first plurality of windings coupled to the active power rectifier and a second plurality of windings coupled to the passive power rectifier.

[0030] These and other features, aspects, and advantages of the invention will become more readily understood with reference to the following description and the appended claims. Embodiments of the invention are illustrated in the accompanying drawings, which are incorporated in and form a part of this specification, and together with the description, serve to illustrate the principles of the invention. Attached Figure Description

[0031] The complete and enabling disclosure of the invention, including its best mode, for those skilled in the art, is set forth in the description with reference to the accompanying drawings, in which: Figure 1 This is a top view of an aircraft according to various exemplary embodiments of this disclosure.

[0032] Figure 2It was installed to Figure 1 A schematic cross-sectional view of the gas turbine engine of the demonstration aircraft.

[0033] Figure 3 This is a schematic cross-sectional view of an electric fan assembly according to an exemplary embodiment of the present disclosure.

[0034] Figure 4 This is a schematic diagram of a propulsion system including an electric power system according to another exemplary embodiment of the present disclosure.

[0035] Figure 5 A first example motor connection configuration according to an exemplary embodiment of this disclosure is depicted.

[0036] Figure 6 This is a use according to exemplary embodiments of the present disclosure. Figure 5 A schematic representation of the first generator and converter assembly in the first example motor connection configuration.

[0037] Figure 7 A second example motor connection configuration according to an exemplary embodiment of this disclosure is depicted.

[0038] Figure 8 This is a use according to exemplary embodiments of the present disclosure. Figure 7 A schematic representation of the second generator and converter assembly in the second example motor connection configuration.

[0039] Figure 9 A third example motor connection configuration according to an exemplary embodiment of this disclosure is depicted.

[0040] Figure 10 This is a use according to exemplary embodiments of the present disclosure. Figure 9 A schematic representation of a third generator and converter assembly in a third example motor connection configuration.

[0041] Figure 11 This is a first system-level representation of an electric power system according to an exemplary embodiment of the present disclosure.

[0042] Figure 12 This is a second system-level representation of an electric power system according to an exemplary embodiment of this disclosure.

[0043] Figure 13 This is a third system-level representation of an electric power system according to an exemplary embodiment of this disclosure.

[0044] Figure 14 This is a fourth system-level representation of an electric power system according to an exemplary embodiment of this disclosure.

[0045] Figure 15 This is a flowchart of a method for generating electrical power for an aircraft according to an exemplary embodiment of the present disclosure. Detailed Implementation

[0046] Referring now to embodiments of the invention, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numbers and letters to denote features in the drawings. Similar or analogous reference numerals in the drawings and description have been used to denote similar or analogous parts of the invention.

[0047] As used herein, the terms “first,” “second,” and “third” are used interchangeably to distinguish components, rather than to indicate the position or importance of individual components.

[0048] The terms "front" and "rear" refer to relative positions within a gas turbine engine or vehicle, and indicate the normal operating posture of the gas turbine engine or vehicle. For example, in the context of a gas turbine engine, "front" refers to the position closer to the engine inlet, while "rear" refers to the position closer to the engine nozzle or exhaust pipe.

[0049] The terms “upstream” and “downstream” refer to the relative directions of flow in a path. For example, for fluid flow, “upstream” indicates the direction in which the fluid flows out, while “downstream” indicates the direction in which the fluid flows in. However, as used herein, the terms “upstream” and “downstream” can also refer to electrical flow.

[0050] The singular forms “a,” “one,” and “the” include plural references unless the context clearly indicates otherwise.

[0051] As used throughout this specification and claims, approximate language is appropriate to modify any quantitative representation that may be altered without causing a change in the essential function associated with it. Accordingly, values ​​modified by one or more terms such as “about,” “approximately,” and “substantially” are not limited to the specified precise value. In at least some instances, approximate language may correspond to the precision of the instrument used to measure the value or the precision of the method or machine used to constitute or manufacture the component and / or system. For example, approximate language may indicate that the value is within + / - 1, 2, 4, 10, 15, or 20% margin at the endpoints of a single value, a range(s) of values, and / or a range(s) of defined values.

[0052] Throughout this specification and claims, scope limitations are combined and interchanged; such scopes are identified and include all subscopes contained herein, unless the context or language otherwise indicates. For example, all scopes disclosed herein include endpoints, and endpoints are individually composable with each other.

[0053] This subject matter typically addresses various architectures for electric power systems, such as those configured to supply power in an aircraft. For example, power can be reliably generated and supplied during normal steady-state operation and under fault conditions to generate thrust in the aircraft's propulsion assembly. Power generation can employ two motors (e.g., an LP generator and an HP generator) to power the engine and aircraft loads, one rotatable with the LP spool and the other with the HP spool. Various configurations can be adapted to provide high power density packaging within the aircraft engine at different DC bus voltage levels (e.g., ±270 V, ±1200 V, or other high voltage levels, e.g., in a bipolar voltage range of approximately + / - 270 to approximately + / - 2400 volts or a unipolar voltage range of approximately 270 volts to 4800 volts) to optimize overall system weight, size, efficiency, and reliability. In some embodiments, the voltage level for the DC bus can be a unipolar or bipolar voltage, and is between 270 and 800, below 270, between 600 and 1200, approximately 800, approximately 1200, between 800 and 1600, between 1200 and 2400, approximately 1600, approximately 2600, approximately 3000, between 2400 and 3000, approximately 4800, between 3000 and 4800, and / or above 4800, in order to optimize the overall system weight, size, efficiency, and reliability.

[0054] For applications including, but not limited to, narrow-body aircraft engines, the ability to advantageously balance power density and performance with weight, size, efficiency, and reliability can be particularly advantageous. It is worth noting that, as used herein, the terms “LP generator” and “HP generator” simply refer to components of the engine to which the generator is associated, and do not necessarily imply any specific characteristics of the motor.

[0055] The electric power system described herein can include first and second motors and a power distribution unit (PDU) configured as a dual-bus system, comprising first and second separate electric power buses. Each electric power bus can electrically connect to and supply a separate DC power source to an independent aircraft engine or other load (e.g., an electric propulsion assembly). The dual-bus system is designed to add a level of redundancy to the electric power system. If a fault occurs within the motor connection, inside the motor, in the cable, in the power converter, or elsewhere, one of the electric power buses (or an inverter channel associated with a single bus) can go offline, while the other inverter channels or (one or more) of the electric power buses continue to operate. This type of electric power system configuration provides the ability to operate the aircraft at full load even when one of the inverter channels or electric power buses is offline. Therefore, power flow can be advantageously managed within the electric power system without causing system interruption.

[0056] In addition to providing two separate electrical channels, the channels are configured to be magnetically balanced to avoid mechanical forces that would otherwise occur under unbalanced magnetic pull, caused by magnetic flux generated in only a portion of the motor. Magnetic balance can be achieved by providing first and second separate inverter channels within each electrical channel of the power system, along with a specific configuration within the motor winding-inverter connection. These features allow the electrical channels within the power system to be designed to remain magnetically balanced and mechanically stable.

[0057] In some embodiments, additional improvements can be made to the size, weight, and efficiency of the power system. One option for achieving such additional improvements is to co-locate the converter with the distribution unit. For example, providing the LP converter, HP converter, and first and second power buses within the same PDU assembly can significantly reduce or eliminate the amount and quantity of cabling and DC common-mode filtering that would otherwise be required within the power system. Another option for achieving such additional improvements is to eliminate the LP converter by including a diode-rectifier configuration at the LP generator. A capacitor configuration can also be included at the LP generator for generating reactive power. Eliminating the LP converter by including a capacitor-diode rectifier at the LP generator is possible when power flow occurs only from the LP generator to the HP generator, rather than from the HP generator to the LP generator. This option helps provide high power quality, low stress on the insulation of the LP generator, and reduced / eliminated need for common-mode filtering of the DC cables(s) from the LP generator(s) without increasing the machine size.

[0058] Now refer to the accompanying drawings, where the same numbers throughout the drawings represent the same elements. Figure 1 A top view of an exemplary aircraft 10, which may be incorporated into various embodiments of this disclosure, is provided. Figure 1 As shown, the aircraft 10 defines a longitudinal centerline 14, a lateral direction L, a front end 16, and a rear end 18 extending therethrough. Furthermore, the aircraft 10 includes: a fuselage 12 extending longitudinally from the front end 16 to the rear end 18; and a wing assembly including a port side and a starboard side. More specifically, the port side of the wing assembly is a first port wing 20, and the starboard side of the wing assembly is a second starboard wing 22. The first and second wings 20, 22 each extend laterally outward relative to the longitudinal centerline 14. The first wing 20 and a portion of the fuselage 12 together define a first side 24 of the aircraft 10, and the second wing 22 and another portion of the fuselage 12 together define a second side 26 of the aircraft 10. For the depicted embodiment, the first side 24 of the aircraft 10 is configured as the port side of the aircraft 10, and the second side 26 of the aircraft 10 is configured as the starboard side of the aircraft 10.

[0059] Each of the wings 20, 22 used in the illustrated exemplary embodiment includes one or more leading-edge flaps 28 and one or more trailing-edge flaps 30. The aircraft 10 further includes: a vertical stabilizer 32 having rudder flaps (not shown) for yaw control; and a pair of horizontal stabilizers 34, each having elliptical flaps 36 for pitch control. The fuselage 12 also includes an outer surface or skin 38. However, it should be understood that in other exemplary embodiments of this disclosure, additionally or alternatively, the aircraft 10 may include any other suitable configuration. For example, in other embodiments, the aircraft 10 may include any other configuration of stabilizers.

[0060] Now referencing Figure 2 and Figure 3 , Figure 1 The demonstration aircraft 10 also includes a propulsion system 50 having a first thruster assembly 52 and a second thruster assembly 54. Figure 2 Provides a schematic cross-sectional view of the first thruster assembly 52, and Figure 3 A schematic cross-sectional view of the second thruster assembly 54 is provided. As depicted, each of the first thruster assembly 52 and the second thruster assembly 54 is configured to be mounted under the wing.

[0061] Special reference Figure 1 and Figure 2 The first thruster assembly 52 is mounted or configured to be mounted to the first side 24 of the aircraft 10, or more specifically to the first wing 20 of the aircraft 10. The first thruster assembly 52 typically includes a turbine 102 and a primary fan (see reference). Figure 2 Simply referred to as "fan 104"). More specifically, for the depicted embodiment, the first thruster assembly 52 is configured as a turbofan engine 100 (i.e., turbine 102 and fan 104 are configured as components of turbofan engine 100).

[0062] like Figure 2 As shown, the turbofan engine 100 defines an axial direction A1 (extending parallel to the longitudinal centerline 101 provided for reference), a radial direction R1, and a circumferential direction C (extending around the axial direction A1). Figure 2 (Not shown in the image). Typically, the turbofan engine 100 includes a fan section 102 and a core turbo engine 104 located downstream of the fan section 102.

[0063] The depicted exemplary core turbine engine 104 typically includes a generally tubular housing 106 defining an annular inlet 108. The housing 106 encloses, in a sequential flow relationship: a compressor section comprising a turbocharger or low-pressure (LP) compressor 110 and a high-pressure (HP) compressor 112; a combustion section 114; a turbine section comprising a high-pressure (HP) turbine 116 and a low-pressure (LP) turbine 118; and an exhaust nozzle section 120. The compressor section, combustion section 114, and turbine section collectively define a core airflow path 121 extending from the annular inlet 108 through the LP compressor 110, HP compressor 112, combustion section 114, HP turbine section 116, LP turbine section 118, and exhaust nozzle section 120. A high-pressure (HP) shaft or spool 122 drives the HP turbine 116 to the HP compressor 112. A low-pressure (LP) shaft or spool 124 drives the LP turbine 118 to the LP compressor 110.

[0064] In the depicted embodiment, fan segment 102 may include a fixed or variable pitch fan 126 having a plurality of fan blades 128 coupled to disk 130 in a spaced-apart manner. As depicted, the fan blades 128 generally extend outward from disk 130 in a radial direction R. In the variable pitch fan embodiment, each fan blade 128 is rotatable about a pitch axis P1 relative to disk 130 by means of operatively coupling the fan blades 128 to a suitable actuating member 132 configured to collectively change the pitch of the fan blades 128. The fan blades 128, disk 130, and actuating member 132 are collectively rotatable about a longitudinal axis 12 via axis LP 124.

[0065] Still refer to Figure 2 In an exemplary embodiment, the disc 130 is covered by a rotatable front hub 136, which is aerodynamically shaped to facilitate airflow over multiple fan blades 128. Additionally, the exemplary fan section 102 includes an annular fan shroud or nacelle 138 that circumferentially surrounds at least a portion of the fan 126 and / or the core turbine engine 104. The nacelle 138 is supported relative to the core turbine engine 104 by multiple circumferentially spaced outlet guide vanes 140. A downstream section 142 of the nacelle 138 extends across the outer portion of the core turbine engine 104 to define a bypass airflow passage 144 between them.

[0066] Additionally, the illustrated exemplary turbofan engine 100 includes a first motor and a second motor. In the illustrated embodiment, the first motor is rotatable with respect to the LP shaft 124 and the fan 126, and the second motor is rotatable with respect to the HP shaft 122. Accordingly, it will be understood that, in the illustrated embodiment, the first motor is the LP motor 146, and the second motor is the HP motor 145.

[0067] Specifically, in the illustrated embodiment, the LP motor 146 is configured as a generator, which is coaxially mounted to and rotatable with the LP shaft 124. As used herein, "coaxial" means that the axes are aligned. Furthermore, in the illustrated embodiment, the LP motor 146 is positioned within or behind the turbine section of the turbofan engine 100 within the core airflow path 121, and can therefore be referred to as an embedded motor.

[0068] Similarly, in the depicted embodiment, the HP motor 145 is configured as a generator, which is coaxially mounted to the HP shaft 122 and is rotatable with the HP shaft 122. The HP motor 145 is also located within the core airflow path 121, but within the compressor section of the turbofan engine 100, and therefore can also be referred to as an embedded motor.

[0069] LP motor 146 and HP motor 145 each include a rotor 148 and a stator 150. LP motor 146 and HP motor 145 can be configured as one or more of the exemplary motors described below.

[0070] However, it should be understood that in other embodiments, the axes of the LP motor 146 and / or the HP motor 145 may be radially offset from the axes of the LP shaft 124 and the HP shaft 122, respectively, and the LP motor 146 and / or the HP motor 145 may also be tilted relative to the axes of the LP shaft 124 and the HP shaft 122, respectively. Furthermore, in one or more exemplary embodiments, the LP motor 146 and / or the HP motor 145 may be located outside the core airflow path 121, for example, within the housing 106 of the turbofan engine 100 or the nacelle 138. Additionally, although the LP motor 146 and the HP motor 145 are described above as generators, in some exemplary embodiments, one or both of the LP motor 146 and the HP motor 145 may be configured as electric motors, or may be switchable between generator mode and motor mode.

[0071] In addition, it should be understood that Figure 2The exemplary turbofan engine 100 depicted herein is provided as an example only, and in other exemplary embodiments, the turbofan engine 100 may have any other suitable configuration. For example, in other exemplary embodiments, the turbofan engine 100 may be configured as a turboprop engine, a turbojet engine, a turbofan engine with a different configuration, an unducted turbofan engine (e.g., without nacelle 138, but including fixed outlet guide vanes 140), or any other suitable gas turbine engine. For example, the gas turbine engine may be a geared gas turbine engine (e.g., having a reduction gearbox between LP shaft 124 and fan 128), may have any other suitable number or configuration of shafts / spindles (e.g., may include intermediate speed shaft / turbine / compressor), etc.

[0072] Still refer to Figure 1 and Figure 2 ,Although Figure 2 Not shown in the illustration, but the depicted propulsion system 50 also includes an electrical power connection assembly 58 for allowing electrical communication between the LP and HP motors 146, 145 and one or more other components of the propulsion system 50 and / or the aircraft 10. In the depicted embodiment, the electrical power connection assembly 58 includes one or more cables or lines 60 connected to the LP and HP motors 146, 145 and extending from the LP and HP motors 146, 145 through one or more exit guide vanes 140. As will be discussed in more detail below, the electrical power bus is typically configured as a high-voltage electrical power bus, allowing the propulsion system 50 to operate at a generally higher voltage.

[0073] Additionally, the depicted propulsion system 50 further includes one or more energy storage devices 55 (e.g., one or more batteries or other electrical energy storage devices) electrically connected to an electrical power connection assembly 58 for, for example, providing electrical power to a second thruster assembly 54 and / or receiving electrical power from a generator. The inclusion of one or more energy storage devices 55 can provide performance gains and increase the propulsion capability of the propulsion system 50, for example, during transient operations. More specifically, a propulsion system 50 including one or more energy storage devices 55 can be more quickly responsive to speed change demands.

[0074] Now, especially referencing Figure 1 and Figure 3 The demonstration propulsion system 50 also includes a second thruster assembly 54, which is positioned or configured to be located at a position spaced apart from the first thruster assembly 52.

[0075] Still refer to Figure 1 and Figure 3In an exemplary embodiment, the second thruster assembly 54 is mounted to the second side 26 of the aircraft 10, specifically to the second wing 22 of the aircraft 10. See also... Figure 3 The second propulsion assembly 54 is typically configured as an electric propulsion assembly, including an electric motor and a propeller. More specifically, for the depicted embodiment, the electric propulsion assembly 200 includes an electric motor 206 and a propeller / fan 204. The electric propulsion assembly 200 defines an axial direction A2 extending along a longitudinal centerline axis 202 (through which for reference), and a radial direction R2. For the depicted embodiment, the fan 204 is rotatable about the centerline axis 202 via the electric motor 206.

[0076] Fan 204 includes a plurality of fan blades 208 and a fan shaft 210. The plurality of fan blades 208 are attached to / rotatable with the fan shaft 210 and are generally spaced apart along the circumferential direction of the fan (not shown). In some exemplary embodiments, the plurality of fan blades 208 may be fixedly attached to the fan shaft 210, or alternatively, the plurality of fan blades 208 may be rotatable relative to the fan shaft 210, as in the depicted embodiment. For example, each of the plurality of fan blades 208 defines a corresponding pitch axis P2, and in the depicted embodiment, is attached to the fan shaft 210 such that the pitch of each of the plurality of blades 208 can be uniformly changed by a pitch-changing mechanism, for example. Changing the pitch of the plurality of fan blades 208 can increase the efficiency of the second thruster assembly 54 and / or allow the second thruster assembly 54 to achieve a desired thrust distribution. With this exemplary embodiment, fan 204 may be referred to as a variable-pitch fan.

[0077] Furthermore, in the depicted embodiment, the depicted electric propulsion assembly 200 also includes a fan shroud or outer nacelle 212, which is attached to the core 214 of the fan 204 via one or more struts or outlet guide vanes 216. In the depicted embodiment, the outer nacelle 212 substantially completely surrounds the fan 204 and, in particular, the plurality of fan blades 208. Accordingly, in the depicted embodiment, the fan 204 may be referred to as a ducted electric fan.

[0078] Still refer to Figure 3 The fan shaft 210 is mechanically coupled to an electric motor 206 within the core 214, such that the electric motor 206 drives the fan 204 via the fan shaft 210. The fan shaft 210 is supported by one or more bearings 218 (e.g., one or more roller bearings, ball bearings, or any other suitable bearing). Alternatively, the electric motor 206 may be an inrunner electric motor (i.e., including a rotor radially positioned inside the stator), or alternatively, an external rotor electric motor (i.e., including a stator radially positioned inside the rotor).

[0079] As summarized above, a power source (i.e., one or more generators for the first thruster assembly 52 of the depicted embodiment) is electrically connected to the electric propulsion assembly (i.e., the electric motor 206 and fan 204 for the electric propulsion assembly 200 of the depicted embodiment) to provide electrical power to the electric propulsion assembly. More specifically, the electric motor 206 of the electric propulsion assembly 200 is in electrical communication with the electric power system via an electric power connection assembly 58 (and more particularly via one or more cables or lines 60 extending between them). Again, as will be discussed in more detail below, the electric power connection assembly 58 is configured to provide higher voltage electrical power to the electric propulsion assembly for driving the electric propulsion assembly.

[0080] One or more of the propulsion systems according to the above embodiments may be referred to as gas-electric or hybrid electric propulsion systems, assuming that the first propulsion assembly is configured as a gas turbine engine and the second propulsion assembly is configured as an electric-driven fan.

[0081] However, it should be understood that in other exemplary embodiments, the exemplary propulsion system may have any other suitable configuration and may be integrated into the aircraft 10 in any other suitable manner. For example, in other exemplary embodiments, the hybrid electric propulsion system may have any suitable number of gas turbine engines (e.g., one, two, three, four, etc.) distributed in any suitable manner (e.g., along the port wing, starboard wing, fuselage, rear position, etc.) and mounted in any suitable manner (e.g., underwing mounting, wing mounting, integrated into the wing, mounted to the fuselage, mounted to the engine stabilizer, mounted as a boundary layer intake engine at the rear, etc.). Similarly, a hybrid electric propulsion system can have any suitable number of electric propulsion engines (e.g., one, two, three, four, etc.) distributed in any suitable manner (e.g., along the port wing, starboard wing, fuselage, aft position, etc.) and mounted in any suitable manner (e.g., under-wing, wing-mounted, integrated into the wing, mounted to the fuselage, mounted to the engine stabilizer, mounted as a boundary layer intake engine at the aft end, etc.). In cases where multiple gas turbine engines provide motors to generate electric power, each can be connected to a single electric propulsion engine or a group of electric propulsion engines, or each can be electrically communicated with a common electrical bus to provide power to (one or more) the electric propulsion engines.

[0082] Furthermore, it will be appreciated that although the propulsion system described herein is depicted as being integrated into aircraft 10, in other exemplary embodiments, additionally or alternatively, the propulsion system may be integrated into any other suitable vehicle. For example, in other exemplary embodiments, the propulsion system may be integrated into a marine vehicle (e.g., a ship or submarine) utilizing one or more turbine engines, or a locomotive vehicle utilizing one or more turbine engines.

[0083] Now, a brief reference. Figure 4 This provides a schematic diagram of a hybrid electric propulsion system according to this disclosure. An exemplary hybrid electric propulsion system can be described in conjunction with the above references. Figures 1 to 3 Aspects of the system. For example, an exemplary hybrid electric propulsion system 300 may include a gas turbine engine 100 having an HP motor 145 rotatable along an HP shaft 122 and an LP motor 146 rotatable along an LP shaft 124. The HP motor 145 and LP motor 146 may be components of an electric power system 61 that also includes a power distribution unit (PDU) 62. The PDU 62 may provide multiple DC voltages generated by the electric power system 61. These multiple DC voltages may be provided at the same and / or different values, at fixed and / or varying levels, and configured as regulated and / or unregulated voltages. In some implementations, for example when the LP motor 146 is a generator and the HP motor is a starter-generator, the power generated by the electric power system 61 may include electric power flowing between the LP and HP shafts (e.g., from the LP generator to the HP starter-generator) for the purpose of improving specific fuel consumption.

[0084] The exemplary hybrid electric propulsion system 300 further includes an electric propulsion assembly 200 having a fan / thruster 204 and an electric motor 206. The exemplary hybrid electric propulsion system 300 also includes an electric power connection assembly 58 that electrically couples a gas turbine engine (specifically, HP and LP motors 145, 146) to the electric propulsion assembly 200 (specifically, the electric motor 206).

[0085] Figure 4The system described herein may also include an aircraft load 65 coupled to a PDU 62 and powered by multiple DC channels. In some implementations, the aircraft load 65 may correspond to one or more engine electrical loads, such as, but not limited to, one or more fuel pumps, one or more cooling pumps, and engine anti-icing. In some implementations, the aircraft load 65 may correspond to one or more environmental control systems (e.g., but not limited to systems for cabin pressurization, cabin air conditioning, etc.), flight control electrification actuators, avionics, wing anti-icing, and other systems within the aircraft that require DC power.

[0086] Notably, the power connection assembly 58 is configured as a dual-bus system, thereby PDU 62 includes first and second separate power buses. The first power bus is electrically connected and supplies a first DC power source from the power system 61 to the electric propulsion assembly 200 and / or to the aircraft load 65. For example, a first set of one or more cables or connectors 64 can be provided to transfer power from the first power bus of PDU 62 to the electric propulsion assembly 200 (specifically, the electric motor 206) and / or to the aircraft load 65. The second power bus is electrically connected and supplies a second DC power source from the power system 61 to the electric propulsion assembly 200 and / or to the aircraft load 65. For example, a second set of one or more cables or connectors 66 can be provided to transfer power from the second power bus of PDU 62 to the electric propulsion assembly 200 (specifically, the electric motor 206) and / or to the aircraft load 65. The second power bus of PDU 61 is configured to be electrically independent of the first power bus. Although... Figure 4 The first and second sets of cables / connectors 64, 66 are shown and discussed with reference to the first and second power buses of PDU 62, but it should be understood that additional redundancy layers (e.g., multiple power buses including first, second, third or more power buses) are possible.

[0087] Still refer to Figure 4The electric power system 61 can be configured as a high-voltage electric power system, and the propulsion system 300 can be configured as a high-voltage propulsion system. Therefore, the power generated by the HP motor 145 and LP motor 146 and ultimately delivered by the PDU 62 to the electric propulsion assembly 200 and / or to the aircraft load 65 can be configured to provide electrical power at a voltage exceeding 800 volts (“V”). For example, in some exemplary embodiments, the power bus within the PDU 62 can be configured to deliver the electrical power received from the HP motor 145 and LP motor 146 to the electric propulsion assembly 200 and / or to the aircraft load 65 at a bipolar voltage level between approximately + / - 270 V and approximately + / - 2400 V, or more particularly between approximately + / - 270 V and approximately + / - 1200 V. In other embodiments, the power buses within PDU 62 can be configured to transfer electrical power received from the HP motor 145 and LP motor 146 to the electric propulsion assembly 200 and / or the aircraft load 65 at bipolar or unipolar voltage levels between 270 and 800, below 270, between 600 and 1200, approximately 800, approximately 1200, between 800 and 1600, between 1200 and 2400, approximately 1600, approximately 2600, approximately 3000, between 2400 and 3000, approximately 4800, between 3000 and 4800, and / or above 4800. By transferring electrical power from the electric power system 61 to the electric propulsion assembly 200 and / or the aircraft load 65 at higher voltages (via the first and second separate power buses), electrical power can be delivered with lower current while still delivering the desired amount of power. This configuration allows for reduced thickness or diameter of cables (e.g., cables 64, 66), which saves weight in the aircraft (including the demonstration propulsion system 300). Because long distances are often required for the transmission cables, the reduced thickness or diameter of such cables can advantageously save significant dimensions and weight within the aircraft.

[0088] For example, in some exemplary embodiments, PDU 62 may be configured to deliver electrical power to the electric propulsion assembly 200 and / or the aircraft load at a current between approximately 30 amperes (“A”) and approximately 1200 A (e.g., between approximately 100 A and approximately 1000 A). With this exemplary embodiment, PDU 62 may be configured to deliver at least approximately 750 kilowatts of electrical power to the electric propulsion assembly 200 and a total of approximately twelve (12) megawatts of electrical power. For example, in some exemplary embodiments, PDU 62 may be configured to deliver at least approximately one (1) megawatt of electrical power to the electric propulsion assembly 200 and / or the aircraft load 65, for example, between approximately one (1) megawatt and approximately two (2) megawatts of electrical power.

[0089] Figure 5-14Additional details of the dual-bus system within PDU 62 and other aspects of the power system 61, which includes multiple motors (e.g., HP motor 145 and LP motor 146), are typically provided. The dual-bus system is designed to add a level of redundancy to the power system 61. In essence, if a fault occurs in various locations (e.g., within a motor connection, inside a motor, in a cable, in a power converter, etc.), one of the power buses can go offline while the other(one or more) power buses continue to operate.

[0090] Now refer to Figure 5-10 This illustrates additional aspects of the motor connection within the electric power system 61. Figure 5 , Figure 7 and Figure 9 An example connection configuration of the windings and terminals within the motor is depicted, while Figure 6 , Figure 8 and Figure 10 supply Figure 5 , Figure 7 and Figure 9 The diagram illustrates how the connection configuration can couple to subsequent components within the electric power system. It should be understood that... Figure 5-10 The connection configuration and corresponding diagram only show a single motor. However, the configuration can also be applied across multiple motors (e.g., a first motor such as LP motor (LP generator) 146 and a second motor such as HP motor (HP generator 145). When multiple motors are included in an electric power system embodiment, the machine can include the same or different configurations and can be designed to deliver the same or different voltage / power levels across multiple DC channels. In some instances, a given motor can include windings designed to carry different currents within the same motor. Additionally, Figure 5 , Figure 7 and Figure 9 The winding configuration depicts a specific number of winding segments. It should be understood that each configuration with multiple windings can be modified to include a different number of windings. For example, a configuration with four (4) windings can be modified to include a larger number of windings, and still fall within the spirit and scope of the disclosed art.

[0091] Figure 5 This is a schematic representation of a first example motor connection configuration 310 according to an exemplary embodiment of the present disclosure. The motor connection configuration 310 can be implemented as part of a motor. In some examples, the motor connection configuration 310 can be implemented as part of a first motor (e.g., LP motor 146) and / or as part of a second motor (e.g., HP motor 145).

[0092] According to the motor connection configuration 310, the motor can include first, second, third, and fourth winding segments 311-314. These multiple winding segments 311-314 can be multiphase and / or substantially magnetically decoupled. The winding segments 311-314 can be provided in a configuration such that the motor including the motor connection configuration 310 is mechanically balanced even if one of the windings is de-energized. In some implementations, the multiple windings can be toothed and / or spatially distributed. However, it should be understood that other coil winding configurations can be used. For example, alternatively or additionally, distributed winding configurations and / or concentrated winding configurations can be utilized. Furthermore, the winding configuration can be designed such that magnetic flux travels in different ways in the motor(s), for example, thereby producing radial flux mechanisms and / or axial flux mechanisms.

[0093] Accordingly, it will be understood that, as used herein, the term "substantially magnetically decoupled" for multiple winding segments refers to the nominal level of magnetic coupling between and within the various winding segments. More specifically, while it may be difficult to ensure complete magnetic decoupling between winding segments, "substantially magnetically decoupled" winding segments can correspond to winding segments where the magnetic coupling is minimal, below the nominal threshold, and / or as close to zero as possible. Magnetic decoupling can generally be achieved, at least in part, through the manner in which the winding segments are wound within the motor and / or through appropriate adjustment of the phase angle between the sets of winding segments. Magnetic decoupling between a set of windings allows the remaining windings in that set to continue operating even when at least one winding in the set is not functioning properly. An example would be when a winding has an insulation fault, in which case it is desirable for the winding to be de-energized or operated according to an insulation fault migration scheme.

[0094] Furthermore, it will be understood that, as used herein, the term "mechanical balance" refers to the active balancing of multiple windings in a motor. Multiple windings can be individually excited (e.g., magnetized and loaded) in such a way that the combined mechanical forces perpendicular to the air gap of the motor generated by the multiple windings are fully balanced. Even if at least one of the multiple windings is de-energized or in restricted operation, the excitation of the remaining windings can be adjusted to maintain mechanical balance or reduce the imbalance to a manageable level. For example, a set of windings (e.g., Figure 5 The pair of windings 311 and 313 in the embodiments depicted herein can be configured to operate in a mutually balanced manner, while another set of windings (e.g., the pair of windings 312 and 314) can also be configured to operate in a mutually balanced manner. Furthermore, it will be appreciated that the term "multiphase" as used herein should encompass various configurations in which more than one phase supplies electrical power.

[0095] Still refer to Figure 5Each of the first winding segment 311, the second winding segment 312, the third winding segment 313, and the fourth winding segment 314 can spatially span approximately one-quarter of the length of its associated motor. Each winding segment 311-314 includes three terminals for three-phase (3ph) electrical power. The three-phase power terminals associated with the first winding segment 311 can collectively form a first Y-configuration or star configuration connection 315. The three-phase power terminals associated with the second winding segment 312 can collectively form a second Y-configuration or star configuration connection 316. The three-phase power terminals associated with the third winding segment 313 can collectively form a third Y-configuration or star configuration connection 317. The three-phase power terminals associated with the fourth winding segment 314 can collectively form a fourth Y-configuration or star configuration connection 318. In some embodiments, the AC power generated at the first and third connections 315, 317 can be diametrically offset by 180 degrees from the AC power generated at the second and fourth connections 316, 318.

[0096] Although Figure 5 While the accompanying drawings depict or describe Y-shaped or star-shaped connections, it will be understood that other suitable connection configurations can be employed. As an example, one or more of delta, parallel, series, open, and other connections can be used to configure the power terminals associated with the respective winding segments. In some instances, different connection configurations can be used. For example, at least one winding segment in the motor can have a first connection configuration (e.g., a Y-shaped connection), while at least another winding segment can have a second connection configuration (e.g., a delta connection), which is different from the first connection configuration.

[0097] Figure 6 Is using Figure 5 A schematic representation of a first generator and converter assembly 320 in a first example motor connection configuration 310. More specifically, the motor 321 is capable of including Figure 5The diagram depicts a first star configuration connection 315, a second star configuration connection 316, a third star configuration connection 317, and a fourth star configuration connection 318. A first set of AC cables 322 electrically couples a first connection 315 of the motor (generator) 321 to the converter 326. A second set of AC cables 323 electrically couples a second connection 316 of the motor (generator) 321 to the converter 326. A third set of AC cables 324 electrically couples a third connection 317 of the motor (generator) 321 to the converter 326. A fourth set of AC cables 325 electrically couples a fourth connection 318 of the motor (generator) 321 to the converter 326. In some examples, the converter 326 can be an active power rectifier assembly that includes, for example, one or more common-mode filters 327, one or more AC / DC converter circuit elements 328, and one or more DC common-mode (DCCM) filters 329. In other examples, converter 326 can be a passive power rectifier assembly, including, for example, a plurality of diode rectifiers and AC capacitors provided at the terminals of motor 321. In some embodiments, a first set of terminals within motor 321 can be coupled to an active power rectifier, while a second set of terminals within motor 321 can be coupled to a passive power rectifier.

[0098] Figure 7 This is a schematic representation of a second example motor connection configuration 330 according to an exemplary embodiment of the present disclosure. The motor connection configuration 330 can be implemented as part of a motor. In some examples, the motor connection configuration 330 can be implemented as part of a first motor (e.g., LP motor 146) and / or as part of a second motor (e.g., HP motor 145).

[0099] According to motor connection configuration 330, the motor can include multiple self-balancing windings, such as first and second winding segments 331, 332. These multiple winding segments 331-332 can be multiphase and / or substantially magnetically decoupled. The winding segments 331-332 can be provided in a configuration such that the motor including motor connection configuration 320 is mechanically balanced even if one of the multiple windings is de-energized. In some implementations, the multiple windings can be toothed and / or spatially distributed.

[0100] Figure 7Each of the multiple windings in the circuit is arranged to be self-mechanically balanced. For example, using a four (4) winding segment arrangement, diametrically opposite pairs of windings can be combined (e.g., in series or in parallel) to form a single multiphase winding. Thus, each of the first and second winding segments 331, 332 corresponds to a multiphase winding formed by combining the correspondingly combined diametrically opposite pairs of windings. It should be understood that additional or alternative configurations can be achieved using a number of winding segments different from the number shown. For example, if there are six (6) winding segments spaced 60 degrees apart, a first group of three windings spaced 120 degrees apart can be combined to form a first multiphase winding, and a second group of three windings spaced 120 degrees apart can be combined to form a second multiphase winding. Alternatively or additionally, such a six-winding embodiment can be configured to include three (3) self-balancing windings by connecting (e.g., in series or in parallel) each diametrically opposite pair spaced 180 degrees apart into a single winding. In this arrangement, mechanical balance can be maintained even if one winding is energized (magnetized and loaded) in a different way than the other winding.

[0101] Still refer to Figure 7 Each winding segment 331, 332 includes three terminals for three-phase (3ph) power. The three-phase power terminals associated with the first winding segment 331 can collectively form a first Y-configuration or star configuration connection 334. The three-phase power terminals associated with the second winding segment 332 can collectively form a second Y-configuration or star configuration connection 335.

[0102] Figure 8 Is using Figure 7 A schematic representation of a second generator and converter assembly 340 in a second example motor connection configuration 330. More specifically, the motor 341 is capable of including Figure 7The diagram depicts two instances 334a and 334b ​​of a first star configuration connection 334 and two instances 335a and 335b of a second star configuration connection 335. A first set of AC cables 342 electrically couples two instances 334a and 334b ​​of the first connection 334 of the motor (generator) 341 to the converter 346. A second set of AC cables 343 electrically couples two instances 335a and 335b of the second connection 335 of the motor (generator) 341 to the converter 346. In some examples, the converter 346 can be an active power rectifier assembly, including, for example, one or more common-mode filters 347, one or more AC / DC converter circuit elements 348, and one or more DC common-mode (DCCM) filters 349. In some examples, the converter 346 can be a passive power rectifier assembly, including, for example, multiple diode rectifiers and AC capacitors provided at the terminals of the motor 341. In some embodiments, a first set of terminals within the motor 341 can be coupled to an active power rectifier, while a second set of terminals within the motor 341 can be coupled to a passive power rectifier. Figure 6 Compared to the 320 assembly, Figure 8 The 340 assembly requires only half the number of AC cables, thus providing an increase in volumetric efficiency and a reduction in cable cost, size, and weight.

[0103] Figure 9 This is a schematic representation of a third example motor connection configuration 350 according to an exemplary embodiment of the present disclosure. The motor connection configuration 350 can be implemented as part of a motor. In some examples, the motor connection configuration 350 can be implemented as part of a first motor (e.g., LP motor 146) and / or as part of a second motor (e.g., HP motor 145).

[0104] According to the motor connection configuration 350, the motor can include a winding segment 351. The winding segment 351 can include multiple coupled winding pairs (e.g., four coupled winding pairs). Such multiple windings (e.g., multiple coupled winding pairs in the winding segment 351) can be multiphase and / or substantially magnetically decoupled. The windings can be provided in such a configuration that the motor including the motor connection configuration 350 is mechanically balanced even if one of the multiple windings is de-energized. In some implementations, the multiple windings can be toothed and / or spatially distributed.

[0105] Still refer to Figure 9The winding segment 351 is capable of spatially spanning the full length of its associated motor and can include six terminals for six-phase (6ph) power. The six-phase power terminals associated with the winding segment 351 can collectively form a double-Y configuration or a double-star configuration connection 352. In some examples, the six-phase power terminals associated with the winding segment 351 are configured such that each of the first and second phase power terminals, the third and fourth phase power terminals, and the fifth and sixth phase power terminals is offset by thirty (30) degrees from each other, while the first, third, and fifth power terminals are offset by 120 degrees from each other, and the second, fourth, and sixth power terminals are offset by 120 degrees from each other. Figure 9 The six-phase power configuration helps reduce harmonics, thereby reducing the likelihood of torque ripple within the motor and achieving better power quality.

[0106] Figure 10 Is using Figure 9 A schematic representation of a third generator and converter assembly 360 in a third example motor connection configuration 350. More specifically, motor 361 is capable of including Figure 9 The double-star configuration depicted in the diagram connects four instances 352a, 352b, 352c, and 352d of connection 352. A first set of AC cables 362 electrically couples the four instances 352a, 352b, 352c, and 352d of connection 352 of motor (generator) 361 to converter 366. A second set of AC cables 363 electrically couples the four instances 352a, 352b, 352c, and 352d of connection 352 of motor (generator) 361 to converter 366. In some examples, converter 366 can be an active power rectifier assembly, which includes, for example, one or more common-mode filters 367, one or more AC / DC converter circuit elements 368, and one or more DC common-mode (DCCM) filters 369. In some examples, converter 366 can be a passive power rectifier assembly, which includes, for example, multiple diode rectifiers and AC capacitors provided at the terminals of motor 361. In some embodiments, a first set of terminals within the motor 361 can be coupled to an active power rectifier, while a second set of terminals within the motor 361 can be coupled to a passive power rectifier.

[0107] Now refer to Figure 11-14 The additional system-level aspects of the electric power system according to the disclosed technology are described. Figure 11-14 Describing things such as possible to achieve Figure 4 The components of the electric power system 61 depicted herein are similar to those of a corresponding electric power system. It should be understood that... Figure 11-14 An aspect of a power system can be combined with aspects of other power systems from such figures to create additional embodiments beyond those specifically depicted.

[0108] Figure 11 A first electric power system 400 according to an exemplary embodiment of the present disclosure is depicted. The electric power system 400 may include at least one motor. As depicted, the electric power system 400 includes multiple motors, which may include at least a first motor 410 and a second motor 420. In some embodiments, the first motor 410 is an LP motor or LP generator (e.g., LP motor 146), and the second motor 420 is an HP motor or HP generator (e.g., HP motor 145). The first electric power system 400 also includes first and second electrical channels 411 and 421 that are electrically independent of each other.

[0109] The first electrical channel 411 electrically couples the first motor 410 to the first power bus 412 and to the second power bus 422. The first electrical channel 411 may also include a first converter 415 (e.g., an LP converter) positioned between the first motor 410 (e.g., an LP generator) and the first and second power buses 412, 422. The first electrical channel 411 may include a first plurality of AC cables 413 that couple corresponding first Y-connection instances of the first motor 410 to the first converter 415 (e.g., the LP converter). The first electrical channel 411 may also include a second plurality of AC cables 414 that couple corresponding second Y-connection instances of the first motor 410 to the first converter 415 (e.g., the LP converter). Multiple instances of Y-connections within the first motor 410, such as those coupled to a first plurality of AC cables 413 and a second plurality of AC cables 414, provide first and second separate inverter channels, which are magnetically balanced within the first electrical channel 411. In some examples, the first converter 415 may include one or more common-mode filters 416, one or more AC / DC converter circuit elements 417, and one or more DC common-mode (DCCM) filters 418.

[0110] The second electrical channel 421 electrically couples the second motor 420 to the first power bus 412 and to the second power bus 422. The second electrical channel 421 may also include a second converter 425 (e.g., an HP converter) positioned between the second motor 420 (e.g., an HP generator) and the first and second power buses 412, 422. The second electrical channel 421 may include a first plurality of AC cables 423 that couple corresponding first Y-connection instances of the second motor 420 to the second converter 425 (e.g., the HP converter). The second electrical channel 421 may also include a second plurality of AC cables 424 that couple corresponding second Y-connection instances of the motor 420 to the second converter 425 (e.g., the HP converter). Multiple instances of Y-connections within the second motor 420, such as those coupled to a first plurality of AC cables 423 and a second plurality of AC cables 424, provide first and second separate inverter channels, which are magnetically balanced within the second electrical channel 421. In some examples, the second converter 425 may include one or more common-mode filters 426, one or more AC / DC converter circuit elements 427, and one or more DC common-mode (DCCM) filters 428.

[0111] As will be appreciated from the description herein, although the various AC cables within the first and second motors are described as using a “Y-connection,” in other exemplary embodiments, one or more of these AC cables may alternatively use any other suitable connection configuration. As an example, in some exemplary embodiments, one or more of these AC cables may use one of a delta connection, a parallel connection, a series connection, an open connection, etc.

[0112] The power system 400 may also include a power distribution unit (PDU) 401. PDU 401 may include a first power bus 412, a second power bus 422, and various switches 402-406. The first switch 402 is located between the DC cable from the first converter 415 and the first power bus 412. The second switch 403 is located between the DC cable from the second converter 425 and the first power bus 412. The third switch 404 is located between the DC cable from the first converter 415 and the second power bus 422. The fourth switch is located between the DC cable from the second converter 425 and the second power bus 422. Switches 406 (e.g., disconnect switches) are located between the first power bus 412 and the second power bus 422 and electrically couple them. Switches 402-406 can switch between first and second positions in various ways depending on whether a fault is detected within the power system 400. For example, switch 406 can be configured to operate in a first position (e.g., open position) during normal steady-state operation of the power system 400. Switch 406 can also be configured to operate in a second position (e.g., closed position) during fault operation of the power system 400. Thus, power can be supplied to both power buses 412 and 422 even in the event of a fault in one of the motors 410 and 420. Fault operation can correspond to the operation of the power system during the time frame in which the fault is detected. Faults that would affect the operation of one of the power buses 412 and 422 may include, but are not limited to, faults in the connections to the motors 410 and 420, faults within the motors 410 and 420, faults in the cables that form part of the first and second electrical channels 411 and 421, faults in the power converters 415 and 425, etc.

[0113] Figure 12 A second electric power system 450 according to an exemplary embodiment of the present disclosure is depicted. The electric power system 450 includes a plurality of motors. The plurality of motors may include at least a first motor 460 and a second motor 470. In some embodiments, the first motor 460 is an LP motor or LP generator (e.g., LP motor 146), and the second motor 470 is an HP motor or HP generator (e.g., HP motor 145). The second electric power system 450 also includes first and second electrically independent electrical channels 461 and 471.

[0114] The first electrical channel 461 electrically couples the first motor 460 to the first power bus 462 and to the second power bus 472. The first electrical channel 461 may also include a first converter 465 (e.g., an LP converter) positioned between the first motor 460 (e.g., an LP generator) and the first and second power buses 462 and 472. The first electrical channel 461 may include a first plurality of AC cables 463 that couple corresponding first Y-connection instances of the first motor 460 to the first converter 465 (e.g., an LP converter). The first electrical channel 461 may also include a second plurality of AC cables 464 that couple corresponding second Y-connection instances of the first motor 460 to the first converter 465 (e.g., an LP converter). Multiple instances of Y-connections within the first motor 460, such as those coupled to a first plurality of AC cables 463 and a second plurality of AC cables 464, provide first and second separate inverter channels, which are magnetically balanced within the first electrical channel 461. In some examples, the first converter 465 may include one or more common-mode filters 466 and one or more AC / DC converter circuit elements 467.

[0115] The second electrical channel 471 electrically couples the second motor 470 to the first power bus 462 and to the second power bus 472. The second electrical channel 471 may also include a second converter 475 (e.g., an HP converter) positioned between the second motor 470 (e.g., an HP generator) and the first and second power buses 462, 472. The second electrical channel 471 may include a first plurality of AC cables 473 coupling corresponding first Y-connection instances of the second motor 470 to the second converter 475 (e.g., the HP converter). The second electrical channel 471 may also include a second plurality of AC cables 474 coupling corresponding second Y-connection instances of the motor 470 to the second converter 475 (e.g., the HP converter). Multiple instances of Y-connections within the second motor 470, such as those coupled to a first plurality of AC cables 473 and a second plurality of AC cables 474, provide first and second separate inverter channels, which are magnetically balanced within the second electrical channel 471. In some examples, the second converter 475 may include one or more common-mode filters 476 and one or more AC / DC converter circuit elements 477.

[0116] The power system 450 may also include a power distribution unit (PDU) 451. The PDU 451 may include a first converter 465, a second converter 475, a first power bus 462, a second power bus 472, and various switches 452-456. Notably, the first converter 465 (e.g., an LP converter), the second converter 475 (e.g., an HP converter), the first power bus 462, and the second power bus 472 are all housed within the PDU 451. For example, the first converter 465 (e.g., an LP converter), the second converter 475 (e.g., an HP converter), the first power bus 462, and the second power bus 472 may all be mechanically positioned within the same structural housing defining the PDU 451.

[0117] Will Figure 12 The second electric power system 450 and Figure 11 Compared to the first electric power system 400, the co-location of some components within PDU 451 enables the elimination or reduction of other components. This component reduction advantageously reduces the size and weight of the power system, which is particularly desirable for aircraft applications. For example, in Figure 12 The second electric power system 450 can remove Figure 11 In the first power system 400, a first converter 415 is connected to the first and second power buses 412, 422, and a second converter 425 is connected to the DC cable of the first and second power buses 412, 422. A busbar is instead used to connect the first converter 465 to the first and second power buses 462, 472, and the second converter 475 to the first and second power buses 462, 472. Figure 12 The second power system 450 can also remove the DCCM filters 418 and 428 from the first and second converters 415 and 425 of the first power system 400. The elimination and / or reduction of DC cables and DCCM filters can also advantageously reduce the DC capacitance within the second power system 450, provide a common terminal interface within the PDU 451, and increase the overall volumetric power density within the second power system 450.

[0118] Still refer to Figure 12A first switch 452 can be positioned on a busbar associated with a first power bus 462 and coupled to a first converter 465; a second switch 453 can be positioned on a busbar associated with a first power bus 462 and coupled to a second converter 475; a third switch 454 can be positioned on a busbar associated with a second power bus 472 and coupled to a first converter 465; and a fourth switch 455 can be positioned on a busbar associated with a second power bus 472 and coupled to a second converter 475. A switch 456 (e.g., an isolating switch) can be positioned between the first power bus 462 and the second power bus 472 and electrically coupled them. Switches 452-456 can switch between a first and a second position in various ways depending on whether a fault is detected within the power system 450. For example, switch 456 can be configured to operate in a first position (e.g., the open position) during normal steady-state operation of the power system 450. Switch 456 can be configured to operate in a second position (e.g., closed position) during fault operation of the power system 450. Thus, power can be supplied to both power buses 462 and 472 even in the event of a fault in one of the motors 460 and 470. The fault operation can correspond to the operation of the power system during the time frame in which the fault is detected. Faults that will affect the operation of one of the power buses 462 and 472 may include, but are not limited to, faults in the connections to the motors 460 and 470, faults within the motors 460 and 470, faults in the cables that form part of the first and second electrical channels 461 and 471, faults in the power converters 465 and 475, etc.

[0119] Figure 11-12 Depicting Figure 7 The second example motor connection configuration 330 and Figure 8 The second generator and converter assembly 340. However, it should be understood that other example motor connection configurations (e.g., but not limited to) Figure 5 The first example motor connection configuration 310 and Figure 9 The third example motor connection configuration 350) and other example generator and converter assemblies (e.g., but not limited to) Figure 6 First generator and converter assembly 320 and Figure 10 The third generator and converter assembly 360 can be used to replace Figure 11-12 The motor connection configuration and generator and converter assembly are depicted in the document.

[0120] Figure 13A third power system 500 according to an exemplary embodiment of the present disclosure is depicted. The power system 500 includes a plurality of motors. The plurality of motors may include at least a first motor 510 and a second motor 520. In some embodiments, the first motor 510 is an LP motor or LP generator (e.g., LP motor 146), and the second motor 520 is an HP motor or HP generator (e.g., HP motor 145). In some examples, the first motor 510 includes a plurality of diode-rectifiers 508 (e.g., four diode-rectifiers 508), one diode-rectifier 508 being positioned at a terminal connection configuration associated with each winding segment of the first motor 510. The plurality of diode-rectifiers are configured to rectify the power supplied from the first motor 510 to the first and second power buses 512, 522. In some examples, the first motor 510 includes a plurality of AC capacitors 509 (e.g., four AC capacitors 509), one AC capacitor 509 being positioned at a terminal connection configuration associated with each winding segment of the first motor 510. Multiple AC capacitors 509 are configured to provide reactive power to the first motor 510. In some examples, the diode-rectifier 508 and capacitors 509 are directly integrated within the first motor 510, thus providing a passive rectifier assembly for the first motor 510.

[0121] As will be understood, the term “integration” for converters / rectifiers and motors, as used herein, can mean that two components are housed in a common housing, are hermetically sealed together (or at least their components are hermetically sealed together), utilize a shared thermal management system or feature, etc.

[0122] The third power system 500 also includes first and second electrically independent electrical channels 511 and 521. The first electrical channel 511 electrically couples the first motor 510 to a first power bus 512 and to a second power bus 522. The first electrical channel 511 may include a variable DC bus 513 that couples various Y-connection configurations of the first motor 510 to a first DC / DC converter 541. Multiple instances of Y-connections within the first motor 510, such as those coupled to the variable DC bus 513, provide first and second separate inverter channels, which are magnetically balanced within the first electrical channel 511.

[0123] The second electrical channel 521 electrically couples the second motor 520 to the first power bus 512 and to the second power bus 522. The second electrical channel 521 may also include a converter 525 (e.g., an HP converter) positioned between the second motor 520 (e.g., an HP generator) and the first and second power buses 512, 522, thus providing an active rectifier assembly for the second motor 520. In some examples, the converter 525 may be integrated with the second motor 520. The second electrical channel 521 may include a first plurality of AC cables 523 coupling a corresponding first Y-connection instance of the second motor 520 to the converter 525, a second plurality of AC cables 524 coupling a corresponding second Y-connection instance of the second motor 520 to the converter 525, a third plurality of AC cables 526 coupling a corresponding third Y-connection instance of the second motor 520 to the converter 525, and a fourth plurality of AC cables 527 coupling a corresponding fourth Y-connection instance of the second motor 520 to the converter 525. Multiple instances of Y-connections within the second motor 520, such as those coupled to a first plurality of AC cables 523, a second plurality of AC cables 524, a third plurality of AC cables 526, and a fourth plurality of AC cables 527, help provide first and second separate inverter channels, which are magnetically balanced within the second electrical channel 521. In some examples, the converter 525 may include one or more common-mode filters 528, one or more AC / DC converter circuit elements 529, and one or more DC common-mode (DCCM) filters 530. The second electrical channel 521 may include a variable DC bus 533 that couples the converter 525 to a second DC / DC converter 542.

[0124] The power system 500 may also include a power distribution unit (PDU) 540. The PDU 540 may include a first power bus 512, a second power bus 522, a first DC / DC converter 541, a second DC / DC converter 542, and various switches 543-545. The first DC / DC converter 541 and the second DC / DC converter 542 are typically characterized as high-density, low-loss devices that provide high-frequency isolation and allow optimal aircraft DC voltage levels to be supplied to the first and second power buses 512 and 522, respectively. In some implementations, the first DC / DC converter 541 and / or the second DC / DC converter 542 may be isolated DC / DC converters with two or more respective DC terminals. In some implementations, additionally or alternatively, one or more of the DC / DC converters 541, 542 may be configured to operate as fast-acting DC circuit breakers.

[0125] A first switch 543 is positioned between the output of the first DC / DC converter 541 and the first power bus 512. A second switch 544 is positioned between the output of the second DC / DC converter 542 and the second power bus 522. A switch 545 (e.g., an isolating switch) is positioned between the first power bus 512 and the second power bus 522 and electrically couples them. Switches 543-545 can switch between the first and second positions in various ways depending on whether a fault is detected within the power system 500. For example, switch 545 can be configured to operate in the first position (e.g., the open position) during normal steady-state operation of the power system 500. Switch 545 can be configured to operate in the second position (e.g., the closed position) during fault operation of the power system 500. Fault operation can correspond to the operation of the power system during the time frame in which the fault is detected. In this way, power can be supplied to both power buses 512 and 522 even in the event of a fault in one of the motors 510 and 520. Faults that could affect the operation of one of the power buses 512 and 522 may include, but are not limited to, faults in the connection to motors 510 and 520, faults inside motors 510 and 520, faults in the cables that are part of the first and second electrical channels 511 and 521, faults in the power converter 525, etc.

[0126] Figure 14 A fourth power system 550 according to an exemplary embodiment of the present disclosure is depicted. The power system 550 includes a plurality of motors. The plurality of motors may include at least a first motor 560 and a second motor 570. In some embodiments, the first motor 560 is an LP motor or LP generator (e.g., LP motor 146), and the second motor 570 is an HP motor or HP generator (e.g., HP motor 145). In some examples, the first motor 560 includes a plurality of diode-rectifiers 558 (e.g., four diode-rectifiers 558), one diode-rectifier 558 being positioned at a terminal connection configuration associated with each winding segment of the first motor 560. The plurality of diode-rectifiers are configured to rectify the power supplied from the first motor 560 to the first and second power buses 562, 572. In some examples, the first motor 560 includes a plurality of AC capacitors 559 (e.g., four AC capacitors 559), one AC capacitor 559 being positioned at a terminal connection configuration associated with each winding segment of the first motor 560. Multiple AC capacitors 559 are configured to provide reactive power to the first motor 560. In some examples, the diode-rectifier 558 and capacitors 559 are directly integrated within the first motor 560, thus providing a passive rectifier assembly for the first motor 560.

[0127] The fourth power system 550 also includes first and second electrically independent electrical channels 561 and 571. The first electrical channel 561 electrically couples the first motor 560 to a first power bus 562 and to a second power bus 572. The first electrical channel 561 may include a variable DC bus 563 that couples various Y-connection configurations of the first motor 560 to a first DC / DC converter 581 and a second DC / DC converter 582. Multiple instances of Y-connections within the first motor 560, such as those coupled to the variable DC bus 563, provide first and second separate inverter channels, which are magnetically balanced within the first electrical channel 561.

[0128] The second electrical channel 571 electrically couples the second motor 570 to the first power bus 562 and to the second power bus 572. The second electrical channel 571 may also include a converter 575 (e.g., an HP converter) positioned between the second motor 570 (e.g., an HP generator) and the first and second power buses 562 and 572. The converter 575 can effectively provide an active power rectifier assembly for the second motor 570. The second electrical channel 571 may include a first plurality of AC cables 573 coupling a corresponding first Y-connection instance of the second motor 570 to the converter 575, a second plurality of AC cables 574 coupling a corresponding second Y-connection instance of the second motor 570 to the converter 575, a third plurality of AC cables 576 coupling a corresponding third Y-connection instance of the second motor 570 to the second converter 575, and a fourth plurality of AC cables 577 coupling a corresponding fourth Y-connection instance of the second motor 570 to the converter 575. Multiple instances of Y-connections within the second motor 570, such as those coupled to a first plurality of AC cables 573, a second plurality of AC cables 574, a third plurality of AC cables 576, and a fourth plurality of AC cables 577, help provide first and second separate inverter channels, which are magnetically balanced within the second electrical channel 571. In some examples, the converter 575 may include one or more common-mode filters 578 and one or more AC / DC converter circuit elements 579. The second electrical channel 571 may also include a DC bus 590 that couples the converter 575 to a first DC / DC converter 581 and a second DC / DC converter 582.

[0129] The power system 550 may also include a power distribution unit (PDU) 580. The PDU 580 may include a converter 575, a first power bus 562, a second power bus 572, a first DC / DC converter 581, a second DC / DC converter 582, and various switches 593-595. Notably, the converter 575, the first power bus 562, the second power bus 572, the first DC / DC converter 581, the second DC / DC converter 582, and the various switches 593-595 are all housed within the PDU 580. For example, the converter 575, the first power bus 562, the second power bus 572, the first DC / DC converter 581, the second DC / DC converter 582, and the various switches 593-595 can all be mechanically positioned within the same structural housing defining the PDU 580.

[0130] The first DC / DC converter 581 and the second DC / DC converter 582 are typically characterized as high-density, low-loss devices that provide high-frequency isolation and allow optimal aircraft DC voltage levels to be supplied to the first and second power buses 562 and 572, respectively. In some implementations, the first DC / DC converter 581 and / or the second DC / DC converter 582 can be isolated DC / DC converters with two or more respective DC terminals. In some implementations, additionally or alternatively, one or more of the DC / DC converters 581, 582 can be configured to operate as fast-acting DC circuit breakers.

[0131] Will Figure 14 The fourth electric power system 550 and Figure 13 Compared to the third electric power system 500, the co-location of components within the PDU 580 enables the elimination or reduction of some components (such as connector cables). This component reduction advantageously reduces the size and weight of the power system, which is particularly desirable for aircraft applications. For example, in Figure 14 The second electric power system 550 can reduce Figure 13 In the third power system 500, the first motor 510 is connected to the variable DC bus lines of the first and second power buses 512 and 522. Figure 14 The fourth power system 550 can also remove the DCCM filter 530 in the converter 525 of the third power system 500. The elimination and / or reduction of DC cables and DCCM filters can also advantageously reduce the DC capacitance in the second power system 550, provide a common terminal interface in the PDU 580, and increase the overall volumetric power density in the second power system 550.

[0132] Still refer to Figure 14A first switch 593 is positioned between the output of the first DC / DC converter 581 and the first power bus 562. A second switch 594 is positioned between the output of the second DC / DC converter 582 and the second power bus 572. A switch 595 (e.g., an isolating switch) is positioned between the first power bus 562 and the second power bus 572 and electrically couples them. Switches 593-595 can switch between a first and a second position in various ways depending on whether a fault is detected within the power system 550. For example, switch 595 can be configured to operate in the first position (e.g., the open position) during normal steady-state operation of the power system 550. Switch 595 can be configured to operate in the second position (e.g., the closed position) during fault operation of the power system 550. Fault operation can correspond to the operation of the power system during the time frame in which the fault is detected. Faults that could affect the operation of one of the power buses 562 and 572 may include, but are not limited to, faults in the connection to motors 560 and 570, faults inside motors 560 and 570, faults in the cables that are part of the first and second electrical channels 561 and 571, faults in the power converter 575, etc.

[0133] Will Figure 13-14 Electric power systems 500, 550 and Figure 11-12 The comparison of power systems 400 and 450 demonstrates the elimination of a converter within one of the power channels. For example, the first power channel 511 of power system 500 and the first power channel 561 of power system 550 can respectively eliminate the converter (e.g., Figure 11 The first converter 415 of the first power system 400 or Figure 12 The second electric power system 450 has a first converter 465. The elimination of this LP converter utilizes the dynamics of some engine configuration, whereby the LP generator pushes power but does not absorb power. Consistent with this operating configuration, power is always transferred from the LP generator to the HP generator. Therefore, at any given time, the LP never absorbs power but always pushes it out. This contrasts with the HP generator, which is typically configured to operate in motor / generator mode. Under startup conditions, the HP motor will operate as a motor, and then it will begin generating electricity. By assuming that power transfer always occurs from the LP to the HP, the LP active converter can be eliminated, and power can instead be rectified directly at the LP generator, thus providing an even more power-intensive, reliable, and affordable configuration. This can be achieved, at least in part, by positioning a capacitor-diode rectifier at the terminals of the LP motor.

[0134] Figure 13-14 Depicting Figure 5 The first example motor connection configuration 310 and Figure 6The first generator and converter assembly 320 is an example. However, it should be understood that other example motor connection configurations (e.g., but not limited to) Figure 7 The second example motor connection configuration 330 and Figure 9 The third example motor connection configuration 350) and other example generator and converter assemblies (e.g., but not limited to) Figure 8 The second generator and converter assembly 340 and Figure 10 The third generator and converter assembly 360 can be used to replace Figure 13-14 The motor connection configuration and generator and converter assembly are depicted in the document.

[0135] Now refer to Figure 15 This invention describes an example method 600 for generating electrical power for an aircraft according to an exemplary embodiment of the present disclosure. At (602), method 600 can include generating power at a first motor. In some examples, generating power at (602) can include generating a first power flow at an LP generator. In some examples, an LP generator configured to generate a first power flow at (602) can include a plurality of multiphase windings that are substantially magnetically decoupled and mechanically balanced even if one of the windings is de-energized. In some examples, an LP generator configured to generate a first power flow at (602) includes multiphase windings that are toothed and / or spatially distributed in the core of the LP generator (e.g., in the stator of the core). In some examples, the LP generator can include first and second multiphase winding segments, each multiphase winding segment including three terminals for three-phase electrical power. In some examples, the LP generator can include a plurality of coupled multiphase winding pairs and six terminals for delivering six-phase electrical power from the plurality of coupled multiphase winding pairs. In some examples, the LP generator can include first, second, third and fourth multiphase winding sections, each of which includes three terminals for three-phase power.

[0136] At (604), method 600 can include rectifying the power generated by the first motor at (602). For example, a first converter (e.g., an LP converter) can be used to rectify the power at (604). In some examples, the rectified power at (604) can include passively rectifying a first power flow generated by the LP generator at (602). For example, multiple diode-rectifiers can be used to rectify the power rectified at (604), said diode-rectifiers being configured to rectify the power supplied from the LP generator. The multiple diode-rectifiers can be physically integrated with the LP generator. In some examples, multiple AC capacitors are also physically integrated into the LP generator to help supply reactive power to the LP generator.

[0137] At (606), method 600 can include generating power at a second motor. In some examples, generating power at (606) can include generating a second power flow at an HP starter-generator. In some examples, an HP starter-generator configured to generate a second power flow at (606) can include multiple multiphase windings that are substantially magnetically decoupled and mechanically balanced even if one of the windings is de-energized. In some examples, an HP starter-generator configured to generate a second power flow at (606) can include multiphase windings that are toothed and / or spatially distributed in the core of the HP starter-generator (e.g., in the stator of the core). In some examples, the HP starter-generator can include first and second multiphase winding segments, each multiphase winding segment including three terminals for three-phase power. In some examples, the HP starter-generator can include multiple coupled multiphase winding pairs and six terminals for delivering six-phase power from the multiple coupled multiphase winding pairs. In some examples, the HP starter-generator can include first, second, third, and fourth multiphase winding sections, each of which includes three terminals for three-phase power.

[0138] At (608), method 600 can include rectifying the power generated by the second motor at (604). For example, a second converter (e.g., an HP converter) can be used to rectify the power at (608). In some examples, the power rectification at (608) can include actively rectifying a second power flow generated by an HP starter-generator.

[0139] At (610), method 600 can include coupling passively rectified power from an LP generator to at least first and second DC channels. In some examples, the first and second DC channels are formed at least partially via first and second power buses, which are respectively coupled to the LP generator. The first and second DC channels coupled at (610) by the passively rectified power can be formed at least partially via a first power bus and a second power bus. In some examples, the first and second electrical channels can also include an isolated DC / DC converter that couples the LP generator to the first and second power buses. Such a DC / DC converter can include two or more DC terminals and can be additionally or alternatively configured to operate as a fast-acting DC circuit breaker.

[0140] At (612), method 600 can include coupling actively rectified power from the HP generator to at least first and second DC channels. In some examples, the first and second DC channels are formed at least partially via first and second power buses, which are respectively coupled to the HP starter-generator. The first and second DC channels coupled at (612) by the actively rectified power can be formed at least partially via a first power bus and a second power bus. In some examples, the first and second electrical channels can also include an isolated DC / DC converter that couples the HP starter-generator to the first and second power buses. Such a DC / DC converter can include two or more DC terminals and can be configured to operate as a fast-acting DC circuit breaker.

[0141] At (614), method 600 can include supplying power to one or more loads within a vehicle (e.g., an aircraft) using DC voltages provided by the first and second DC channels. In some implementations, the one or more vehicle loads supplied at (614) can correspond to aircraft loads, such as one or more engine electrical loads (e.g., but not limited to, one or more fuel pumps, one or more cooling pumps, and engine anti-icing), one or more environmental control systems (e.g., but not limited to systems for cabin pressurization, cabin air conditioning, etc.), flight control electrification actuators, avionics, wing anti-icing, and other systems requiring DC power within the aircraft. The first and second DC channels used to supply power to one or more loads at (614) can be regulated or unregulated. The voltage levels provided by the first and second DC channels can be fixed, or they can be varied (e.g., varied between two or more voltage values). The plurality of DC channels used to supply power to one or more loads at (614) can be configured to carry electrical power with a bipolar voltage between approximately + / - 270 volts and approximately + / - 2400 volts.

[0142] At (616), method 600 can include detecting a fault within the electrical power system that causes power (e.g., the electrical power coupled at (610) and / or (612)) to be unavailable in the first and second DC channels (e.g., in the first and second power buses that partially form the first and second DC channels). In response to the fault detected at (616), a connector switch located between the first and second power buses can be switched at (618) such that power remains available to one or more loads despite the fault. In some examples, when the connector switch is switched at (618), only a portion of the power coupled at (610) and (612) is available to the aircraft load. However, this portion should be sufficient to allow many of the various motor operating modes to continue functioning. Thus, even while operating under fault conditions, the aircraft can have sufficient power to safely complete its mission, navigate to its destination, and land safely despite the fault.

[0143] When the electric power system generating electric power in method 600 operates under normal steady-state conditions, one or more aircraft loads are powered through first and second electric power buses. When a fault is detected, the electric propulsion assembly is powered through one of the first and second electric power buses, while the other electric power bus is disconnected.

[0144] This written description uses examples including the best mode to disclose the invention and also enables those skilled in the art to practice the invention, including making and using any device or system, and performing any combination method. The patentable scope of the invention is defined by the claims and may include other examples that will occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they include structural elements that are exactly the same as the literal language of the claims, or if they include equivalent structural elements having a non-substantially different literal language from the claims.

[0145] Further aspects of the invention are provided by way of the subject matter of the following provisions: A vehicle electric power system includes: at least first and second motors, each motor including a plurality of multiphase windings substantially magnetically decoupled, and wherein each motor is mechanically balanced even if one of the multiple windings is de-energized; a first electrical channel coupling the first motor to a first power bus and to a second power bus; and a second electrical channel coupling the second motor to the first power bus and to the second power bus; wherein a plurality of DC channels for the vehicle electric power system are at least partially formed by the first power bus and the second power bus.

[0146] As described in one or more of these clauses, a vehicle electric power system wherein multiple multiphase windings are wound in a toothed shape and spatially distributed around each motor.

[0147] The vehicle electrical system as described in one or more of these clauses further includes: a switch positioned between and electrically coupling a first power bus and a second power bus, wherein the switch is configured to operate in a first position during normal steady-state operation of the vehicle electrical power system, and wherein the switch is configured to operate in a second position during fault operation of the vehicle electrical power system.

[0148] The vehicle electric power system as described in one or more of these clauses, wherein: at least the first and second motors respectively include first and second multiphase winding sections, each multiphase winding section including terminals for multiphase electric power; a first electrical channel includes first and second parallel connections to the terminals of the first multiphase winding section; and a second electrical channel includes third and fourth parallel connections to the second multiphase winding section.

[0149] The vehicle electric power system as described in one or more of these clauses, wherein: at least the first and second motors each include a plurality of coupled multiphase winding pairs and terminals for delivering multiphase power from the plurality of coupled multiphase winding pairs; a first electrical channel includes first and second parallel connections to the terminals of the plurality of coupled multiphase winding pairs; and a second electrical channel includes third and fourth parallel connections to the plurality of coupled multiphase winding pairs.

[0150] The vehicle electrical power system as described in one or more of these clauses, wherein: at least the first and second motors respectively include first, second, third, and fourth multiphase winding segments, each multiphase winding segment including terminals for multiphase electrical power; a first electrical path includes a first connection to a terminal of the first multiphase winding segment and a second connection to a terminal of the second multiphase winding segment; and a second electrical path includes a third connection to a terminal of the third multiphase winding segment and a fourth connection to a terminal of the fourth multiphase winding segment.

[0151] The vehicle electrical power system as described in one or more of these clauses, wherein at least one of the first, second, third, and fourth multiphase winding segments is Y-connected, and at least another of the first, second, third, and fourth multiphase winding segments is delta-connected.

[0152] The vehicle electric power system as described in one or more of these clauses, wherein: a first electrical channel includes a first converter that couples a first motor to a first electric power bus and to a second electric power bus; a second electrical channel includes a second converter that couples a second motor to the first electric power bus and to the second electric power bus; and the vehicle electric power system includes one or more switches configured for operation in a first position during normal steady-state operation of the vehicle electric power system and for operation in a second position during fault operation of the vehicle electric power system.

[0153] The vehicle electrical power system as described in one or more of these clauses, wherein a first converter, a second converter, and one or more switches are co-located in a power distribution unit.

[0154] The vehicle electric power system as described in one or more of these clauses, wherein: first and second motors are configured for use in a gas turbine engine including a low-pressure turbine and a low-pressure compressor rotatable relative to each other via a low-pressure shaft and a high-pressure turbine and a high-pressure compressor rotatable relative to each other via a high-pressure shaft; the first motor is rotatable with respect to the low-pressure (LP) shaft; and the second motor is rotatable with respect to the high-pressure (HP) shaft.

[0155] The vehicle electric power system as described in one or more of these clauses, wherein the first motor includes: a plurality of diode rectifiers configured to rectify power supplied from the first motor to first and second electric power buses; and a plurality of AC capacitors at terminals of the first motor, the AC capacitors being configured to provide reactive power to the first motor; and wherein the diode rectifiers and the plurality of AC capacitors are physically integrated with the first motor.

[0156] The vehicle electric power system as described in one or more of these terms, wherein the first and second electrical channels include isolated DC / DC converters that couple a first motor to the first and second power buses and a second motor to the first and second power buses, wherein the DC / DC converters include two or more DC terminals.

[0157] As described in one or more of these clauses, in a vehicle electrical power system, wherein the DC / DC converter operates as a fast-acting DC circuit breaker.

[0158] The vehicle electrical power system as described in one or more of these clauses, wherein a DC / DC converter, a portion of a first power bus, and a portion of a second power bus are co-located in a power distribution unit.

[0159] The vehicle electrical power system as described in one or more of these clauses, wherein multiple DC channels are configured to carry electrical power having a bipolar voltage between approximately + / - 270 volts and approximately + / - 2400 volts or a unipolar voltage between approximately 270 volts and approximately 4800 volts.

[0160] The vehicle electrical power system as described in one or more of these clauses, wherein multiple DC channels are configured to carry electrical power having bipolar or unipolar voltages between 270 and 800, below 270, between 600 and 1200, approximately 800, approximately 1200, between 800 and 1600, between 1200 and 2400, approximately 1600, approximately 2600, approximately 3000, between 2400 and 3000, approximately 4800, between 3000 and 4800, and / or above 4800.

[0161] An electric power system for a vehicle includes: a gas turbine engine comprising a low-pressure turbine and a low-pressure compressor rotatable relative to each other via a low-pressure shaft, and a high-pressure turbine and a high-pressure compressor rotatable relative to each other via a high-pressure shaft; an LP motor rotatable with respect to the low-pressure shaft, wherein the LP motor includes a passive rectifier assembly for providing a first power flow; and an HP motor rotatable with respect to the high-pressure shaft, wherein the HP motor is coupled to an active rectifier assembly for providing a second power flow.

[0162] As described in one or more of these clauses, the vehicle electric power system includes: a plurality of diode-rectifiers configured to rectify power supplied from the LP motor; and a plurality of AC capacitors at the terminals of the LP motor configured to provide reactive power to the LP motor; and wherein the diode-rectifiers and the plurality of AC capacitors are physically integrated with the LP motor.

[0163] As described in one or more of these clauses, the vehicle electric power system comprises, in which each of the LP motor and HP motor includes multiple multiphase windings, which are substantially magnetically decoupled, and in which each motor is mechanically balanced even if one of the multiple windings is de-energized.

[0164] A vehicle electric power system as described in one or more of these clauses includes: a first electrical channel that couples a first power flow from an LP motor to a first power bus and to a second power bus; and a second electrical channel that couples a second power flow from an HP motor to the first power bus and to the second power bus; and wherein a plurality of DC channels for the vehicle electric power system are formed at least in part by the first power bus and the second power bus.

[0165] The vehicle electrical power system as described in one or more of these clauses, wherein a plurality of DC channels are configured to carry electrical power having at least first and second bipolar voltages operating at the same voltage level and at one or more different voltage levels.

[0166] A method for generating electrical power for a vehicle includes: generating a first power flow at a first motor; passively rectifying the first power flow generated by the first motor; generating a second power flow at a second motor; actively rectifying the second power flow generated by the second motor; coupling the first power flow from the passive rectification of the first motor to at least first and second DC channels; coupling the second power flow from the active rectification of the second motor to at least first and second DC channels; and supplying power to one or more loads within the vehicle using a DC voltage provided by the first and second DC channels.

[0167] An electric power system for a vehicle includes: at least one motor comprising a plurality of toothed multiphase windings substantially magnetically decoupled, wherein the at least one motor is mechanically balanced even if one of the windings is de-energized; one or more power rectifiers for generating rectified power from power generated by the at least one motor; and a plurality of power buses formed after the at least one power rectifier, the power buses being configured to provide DC power to one or more loads within the vehicle.

[0168] The vehicle electrical power system as described in one or more of these clauses, wherein the plurality of toothed multiphase windings includes a first plurality of windings configured to generate power associated with a first current and a second plurality of windings configured to generate power associated with a second current, wherein the first current and the second current are different.

[0169] The vehicle electrical power system as described in one or more of these clauses, wherein: one or more power rectifiers include active power rectifiers and passive power rectifiers; and a plurality of toothed multiphase windings include a first plurality of windings coupled to the active power rectifiers and a second plurality of windings coupled to the passive power rectifiers.

[0170] The vehicle electric power system as described in one or more of these clauses, wherein the one or more power rectifiers include: a plurality of diode rectifiers configured to rectify power supplied from at least one motor; a plurality of AC capacitors at terminals of at least one motor, the AC capacitors being configured to provide reactive power to at least one motor; and wherein the diode rectifiers and the plurality of AC capacitors are physically integrated with at least one motor.

[0171] As described in one or more of these clauses, the vehicle electrical power system wherein the DC power supplied by a plurality of electrical power buses is regulated at a fixed voltage value.

[0172] As described in one or more of these clauses, a vehicle electric power system wherein the DC power supplied by a plurality of power buses varies among two or more voltage values.

[0173] The vehicle electrical power system as described in one or more of these clauses, wherein a plurality of power buses are configured to carry electrical power having a bipolar voltage between approximately + / - 270 volts and approximately + / - 2400 volts or a unipolar voltage between approximately 270 volts and approximately 4800 volts.

[0174] The vehicle electrical power system as described in one or more of these clauses, wherein a plurality of DC channels are configured to carry electrical power having bipolar or unipolar voltages between 270 and 800, below 270, between 600 and 1200, approximately 800, approximately 1200, between 800 and 1600, between 1200 and 2400, approximately 1600, approximately 2600, approximately 3000 or between 2400 and 3000, approximately 4800 or between 3000 and 4800 and / or above 4800.

[0175] As described in one or more of these clauses, a vehicle electric power system wherein at least one motor includes first and second multiphase winding sections, each multiphase winding section including terminals for multiphase power.

[0176] As described in one or more of these clauses, a vehicle electric power system wherein at least one motor includes a plurality of coupled multiphase winding pairs and terminals for delivering multiphase electric power from the plurality of coupled multiphase winding pairs.

[0177] The vehicle electric power system as described in one or more of these clauses, wherein at least one motor includes first, second, third and fourth multiphase winding sections, each multiphase winding section including terminals for multiphase electric power.

[0178] The vehicle electric power system as described in one or more of these clauses utilizes the method for generating electric power for the vehicle as described in one or more of these clauses.

[0179] The method for generating electrical power for a vehicle as described in one or more of these clauses utilizes a vehicle electrical power system as described in one or more of these clauses.

[0180] The method for generating electrical power for vehicles as described in one or more of these clauses, its use in accordance with Figures 5 to 14 And any of the embodiments described herein.

[0181] The electric power system of the vehicle as described in one or more of these clauses, which is in accordance with Figures 5 to 14 And any of the embodiments described herein.

[0182] The vehicle electrical power system as described in one or more of these clauses, wherein the vehicle is an aircraft.

Claims

1. A method of generating electrical power using an electrical power system of a vehicle, comprising: generating a first power flow at a first electric machine; rectifying the first power flow generated by the first electric machine; generating a second power flow at a second electric machine; rectifying the second power flow generated by the second electric machine; coupling the rectified first power from the first electric machine to at least first and second DC channels; coupling the rectified second power from the second electric machine to the at least first and second DC channels; powering one or more loads within a vehicle with DC voltage provided by the first and second DC channels; detecting a fault that causes electrical power to be unavailable to the first and second DC channels; and in response to detecting the fault, switching a connector switch so that electrical power remains available to the one or more loads of the vehicle.

2. The method of claim 1, wherein the first electric machine is driven by a first shaft of a gas turbine engine and the second electric machine is driven by a second shaft of the gas turbine engine.

3. The method of claim 2, wherein the first shaft is a low pressure shaft and the second shaft is a high pressure shaft.

4. The method of claim 1, wherein the first power flow generated by the first electric machine is passively rectified.

5. The method of claim 1, wherein the second power flow generated by the second electric machine is actively rectified.

6. The method of claim 1, wherein only a portion of the first power coupled to the at least first and second DC channels is available to the one or more loads of the vehicle when the connector switch is switched.

7. The method of claim 1, wherein only a portion of the second power coupled to the at least first and second DC channels is available to the one or more loads of the vehicle when the connector switch is switched.

8. The method of claim 1, wherein prior to detecting the fault, the electrical power system is operating in normal steady state conditions in which the one or more loads are powered by both first and second electric power buses that respectively partially form the first and second DC channels.

9. The method of claim 8, wherein when the fault is detected, the one or more loads are powered by one of the first and second electric power buses while the other electric power bus is disconnected.

10. The method of claim 1, wherein the at least first and second DC channels are coupled to first and second electric power buses through isolated DC / DC converters. ​

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