Hybrid-Electric Propulsor Torque Control via Motor-Engine Coordination
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing hybrid-electric aircraft propulsion systems face challenges in accurately controlling the propulsor's rotation speed, often resulting in deviations from the target speed due to factors like gas turbine engine operating limits and control system responsiveness.
Innovation Solution
The system incorporates a controller with a processor that communicates with a non-transitory memory, which executes instructions to identify target rotation speeds, calculate torque differences, and adjust the total torque applied to the propulsor by coordinating the electric motor and gas turbine engine torques.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If the gas turbine engine operates at maximum power increase rate, then the propulsion power is improved, but the propulsor rotation speed deviates from target speed
Solution Approach 1:
The control system continuously monitors the actual propulsor rotation speed and compares it to the target speed, then adjusts the torque distribution between the gas turbine engine and electric motor based on the detected deviation. This closed-loop feedback mechanism enables the system to maintain precise rotation speed control while operating at maximum power increase rates.
Solution Approach 2:
The system dynamically changes the torque parameter distribution between the gas turbine engine and electric motor based on real-time operating conditions. By adjusting the ratio of engine torque to motor torque, the system can optimize both power delivery and rotation speed control precision during transient operations.
2Measurement precision
If the control system increases responsiveness to reduce deviation, then the propulsor rotation speed control is improved, but the system complexity increases
Solution Approach 1:
The control system integrates multiple functions into a single unified controller that manages both the gas turbine engine and electric motor. This multi-functional approach consolidates control logic, sensors, and actuators into one system, improving responsiveness without proportionally increasing overall system complexity.
Solution Approach 2:
The electric motor serves as an intermediary component that bridges the gap between the gas turbine engine and the propulsor. By introducing this intermediate element, the system can make fine adjustments to torque delivery and rotation speed control without requiring complex modifications to the existing gas turbine control architecture.
3Power
If the engine torque is increased to reach target total torque, then the propulsion power is improved, but the torque difference calculation complexity increases
Solution Approach 1:
The control system segments the total torque requirement into two distinct components: engine torque and motor torque. By dividing the torque delivery function between these two sources, the system can independently control each component based on its operational characteristics, simplifying the overall control algorithm while maintaining precise power delivery.
Solution Approach 2:
The system allows the electric motor to provide partial torque supplementation to the gas turbine engine during transient operations. This partial action approach enables the engine to operate at optimal power levels while the motor fills in the torque difference, avoiding the need for overly complex real-time torque optimization algorithms.
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 approach enables precise control of the propulsor's rotation speed, reducing deviations and improving the propulsion system's responsiveness and efficiency, thereby enhancing aircraft performance and safety.
Implementation Method 1
The electrical distribution system includes an electric motor. The electric motor and the rotor are configured to cooperatively control rotation of the propulsor about the rotational axis by applying a total torque to the propulsor.
Implementation Method 2
The engine includes a rotor coupled with the propulsor. The rotor is configured to drive rotation of the propulsor about the rotational axis.
Data Source
AI summary
An assembly for an aircraft propulsion system includes a propulsor, an engine, and electrical distribution system, and a controller. The propulsor is configured for rotation about a rotational axis. The engine includes a rotor coupled with the propulsor. The electrical distribution system includes an electric motor. The electric motor is coupled with the propulsor. The electric motor and the rotor are configured to cooperatively control rotation of the propulsor about the rotational axis by applying a total torque to the propulsor. The total torque includes a motor torque of the electric motor and an engine torque of the rotor. The controller is configured to: identify a target rotation speed for the propulsor, identify a deviation of an actual rotation speed of the propulsor from the identified target rotation speed, change a target total torque for the propulsor, control the engine to change an actual engine torque of the rotor to the target total torque, and while controlling the engine to change the actual engine torque of the rotor to the target total torque, identify a torque difference between the actual engine torque and the target total torque and control the electric motor to apply a target motor torque to the propulsor based on the torque difference.