Selective Power Distribution for Aircraft Propulsion
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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 management and propulsion control systems.
Innovation Solution
The proposed aircraft propulsion system includes a compressor section, turbine section, and flowpath with a turbine rotor, propulsor rotor, auxiliary turbine, and a geartrain, along with a control system that switches between modes to drive and brake the propulsor rotors, utilizing bleed gas and air turbines to optimize rotational speed and propulsion direction.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a single turbine rotor drives multiple propulsor rotors directly, then the power distribution is simple, but the system cannot efficiently transition between horizontal and vertical flight modes
Solution Approach 1:
The power distribution system is segmented into multiple independent paths: a first path from the turbine rotor to a first propulsor rotor, and a second path from the turbine rotor to a second propulsor rotor. This segmentation allows independent control of each propulsor rotor, enabling efficient transition between horizontal and vertical flight modes by selectively activating different power paths.
Solution Approach 2:
Auxiliary turbines are introduced as intermediary devices between the main turbine rotor and the propulsor rotors. These auxiliary turbines can be selectively activated to provide additional power or control to specific propulsor rotors during mode transitions, facilitating smooth and efficient switching between flight configurations.
2Adaptability or versatility
If auxiliary turbines are added to enable mode transitions, then flight mode adaptability improves, but the size and power requirements of auxiliary turbines increase
Solution Approach 1:
The auxiliary turbines are designed to provide only the necessary power increment needed for mode transitions rather than full power continuously. By providing partial power only when needed during transitions, the system achieves mode adaptability while minimizing the size and power requirements of the auxiliary turbines compared to providing full power continuously.
Solution Approach 2:
The system dynamically adjusts the operational parameters of auxiliary turbines based on flight mode requirements. The auxiliary turbines can vary their power output and rotational speed according to the specific transition needs, allowing efficient mode switching without requiring oversized turbines that would be needed for continuous full-power operation.
3Measurement precision
If brakes are used to stop propulsor rotors during mode transitions, then rotor control precision improves, but the power and size of brakes increase
Solution Approach 1:
The brake system maintains continuous control capability throughout the mode transition process. By applying brakes continuously rather than intermittently, the system achieves precise rotor control during transitions while using lower average brake power, as the brakes are engaged only when needed for control rather than maintaining constant high-power braking.
Solution Approach 2:
The brakes are applied with sufficient force to achieve the required rotor control precision during transitions, but not excessive force that would require oversized brake components. The braking force is optimized to provide just enough control precision needed for mode transitions, minimizing the power and size requirements of the brake system.
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 configuration enables efficient power distribution and transition between horizontal and vertical flight modes, enhancing propulsion efficiency and reducing the size and power requirements of auxiliary turbines and brakes, while maintaining rotor control and stability.
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
AI summary
An assembly is provided for an aircraft propulsion system. This assembly includes a compressor section, a combustor section, a turbine section and a flowpath extending sequentially through the compressor section, the combustor section and the turbine section. The assembly also includes a turbine rotor, a propulsor rotor and an auxiliary turbine. The turbine rotor is within the turbine section. The turbine rotor is configured to rotatably drive the propulsor rotor. The auxiliary turbine includes an auxiliary turbine rotor. The auxiliary turbine rotor is configured to rotatably drive the propulsor rotor with the turbine rotor. The auxiliary turbine is configured to receive bleed gas from the flowpath.