Aircraft Propulsion Power Distribution for Vertical Flight Transition
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Solution Overview
Problem
Current aircraft propulsion systems face challenges in efficiently distributing power between different rotors, particularly in transitioning between horizontal and vertical flight modes, requiring improved power transmission and control mechanisms.
Innovation Solution
The proposed aircraft propulsion system incorporates a geartrain and control system that switches between modes by using auxiliary turbines and brakes to drive and brake propulsor rotors, allowing for efficient power distribution and rotation control between first and second propulsor rotors, enabling both horizontal and vertical propulsion.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a single turbine rotor drives both propulsor rotors simultaneously, then power distribution is simplified, but the ability to transition between horizontal and vertical flight modes is limited
Solution Approach 1:
The power distribution system is segmented into two independent pathways: one through the auxiliary turbine for the first propulsor rotor, and another through the main turbine rotor for the second propulsor rotor. This segmentation enables independent control of each propulsor, facilitating transition between horizontal and vertical flight modes while maintaining manageable system complexity through modular architecture
Solution Approach 2:
The system dynamically switches between different operational modes by selectively engaging or disengaging the auxiliary turbine and main turbine rotor pathways. During vertical flight mode, both turbines operate simultaneously to drive respective propulsors; during horizontal flight mode, the system can operate with only the main turbine rotor, providing dynamic adaptability to different flight conditions
2Reliability
If auxiliary turbines and brakes are sized for full stopping power requirements, then safety is ensured, but system size and weight increase
Solution Approach 1:
The auxiliary turbine and brake system is designed to provide partial stopping power rather than full stopping capability. The main turbine rotor and its associated brake system serve as the primary stopping mechanism, allowing the auxiliary components to be sized smaller while maintaining overall system reliability through the combined capability of both subsystems
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution enables seamless transitions between flight modes by efficiently managing power distribution, reducing the size and stopping power requirements of auxiliary turbines and brakes, and facilitating both propulsive thrust and lift generation.
Implementation Method 1
The auxiliary turbine is configured to receive bleed gas from the flowpath and drive rotation of the propulsor rotor
Implementation Method 2
The brake is configured to brake rotation of the propulsor rotor
Data Source
Figure 1
Figure 2A
Figure 2B
AI summary
An assembly is provided for an aircraft propulsion system. This assembly includes a compressor section (46), a combustor section (47), a turbine section (48) and a flowpath (112) extending sequentially through the compressor section (46), the combustor section (47) and the turbine section (48). The assembly also includes a turbine rotor (60), a propulsor rotor (22) and an auxiliary turbine (138). The turbine rotor (60) is within the turbine section (48). The turbine rotor (60) is configured to rotatably drive the propulsor rotor (22). The auxiliary turbine (138) includes an auxiliary turbine rotor (148). The auxiliary turbine rotor (148) is configured to rotatably drive the propulsor rotor (22) with the turbine rotor (60). The auxiliary turbine (138) is configured to receive bleed gas from the flowpath (112).