Geartrain-Controlled Power Distribution for Aircraft Propulsor Rotors
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Solution Overview
Problem
Existing aircraft propulsion systems lack the ability to efficiently alternate between generating power for multi-directional propulsion, such as horizontal thrust and vertical lift, without wasting engine core power or hindering maneuverability.
Innovation Solution
An aircraft propulsion system with a geartrain and auxiliary turbine that allows selective rotation and locking of propulsor rotors, using a lock device and propulsion control system to manage power distribution between propulsor rotors, enabling efficient switching between modes of operation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If the propulsion system continuously drives all propulsor rotors, then thrust generation is maintained, but engine core power is wasted when full thrust is not needed
Solution Approach 1:
The propulsion system is segmented into multiple independently controllable propulsor rotors, each capable of being selectively rotated or locked. This allows the system to divide power distribution among individual rotors rather than driving all rotors continuously, thereby reducing energy waste when full thrust is not required while maintaining adaptability through selective rotor activation.
Solution Approach 2:
The system employs dynamic control of propulsor rotors through a lock device that can selectively engage or disengage individual rotors. This dynamic adjustment capability allows the propulsion system to adapt power distribution in real-time based on operational requirements, preventing energy waste while maintaining the versatility to generate full thrust when needed.
2Adaptability or versatility
If the propulsion system uses a complex power distribution mechanism, then selective power distribution is achieved, but device complexity increases
Solution Approach 1:
The geartrain and lock device are designed as multi-functional components that serve both power transmission and selective locking functions. The same mechanical structure enables both the rotation and locking of propulsor rotors, reducing the need for separate dedicated components for each function and thereby managing device complexity while maintaining power distribution adaptability.
Solution Approach 2:
The lock device acts as an intermediary mechanism between the engine core and the propulsor rotors, mediating power distribution by selectively engaging or disengaging individual rotors. This intermediary component simplifies the overall control architecture by providing a single point of control for power distribution decisions rather than requiring complex independent control systems for each rotor.
3Use of energy by moving object
If the system locks propulsor rotors to stop rotation, then power distribution is optimized, but maneuverability may be hindered
Solution Approach 1:
The lock device provides dynamic control over propulsor rotor rotation, allowing the system to transition between locked and unlocked states based on operational requirements. This dynamic capability enables optimized power distribution through selective locking while preserving maneuverability by allowing rapid unlocking when directional changes or thrust adjustments are needed, thus resolving the contradiction between energy efficiency and operational flexibility.
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
Enables efficient power distribution for both horizontal propulsion and vertical lift, reducing unnecessary thrust generation and optimizing engine core power usage for enhanced maneuverability and operational flexibility.
Implementation Method 1
an auxiliary turbine disposed within the engine core and configured to rotate independently of a shaft of the engine core
Implementation Method 2
a geartrain coupled between the auxiliary turbine and the at least one first propulsor rotor and configured to transfer rotation from the auxiliary turbine to the at least one first propulsor rotor
Data Source
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AI summary
An assembly for an aircraft propulsion system (20) includes a compressor section (48), a combustor section (49), a turbine section (50) and a flowpath (110) extending sequentially through the compressor section (48), the combustor section (49) and the turbine section (50). The assembly also includes a rotating structure (78), a geartrain (82), a propulsor rotor (24) and a turbine (84). The rotating structure (78) includes a turbine rotor (69) within the turbine section (50). The geartrain (82) is coupled to the rotating structure (78). The propulsor rotor (24) is coupled to the geartrain (82). The rotating structure (78) is configured to drive rotation of the propulsor rotor (24) through the geartrain (82). The turbine (84) is coupled to the geartrain (82). The turbine (84) is configured to receive bleed gas from the flowpath (110).