Hybrid aircraft propulsion power plants

Patent metadata

Field	Value
Publication number	US-2020307812-A1
Application number	US-202016830368-A
Country	US
Kind code	A1
Filing date	Mar 26, 2020
Priority date	Mar 29, 2019
Publication date	Oct 1, 2020
Grant date	—

Abstract

An aircraft power plant has: a hybrid propulsion system having an electric motor, an output shaft drivingly connectable to a thrust generator, a combustion engine, a compressor, and a transmission having a first transmission drive path and a second transmission drive path selectively engageable to the first transmission drive path, the electric motor and the compressor in driving engagement with the first transmission drive path, the combustion engine and the output shaft in driving engagement with the second transmission drive path.

First claim

1 . An aircraft power plant comprising: a hybrid propulsion system having an electric motor, an output shaft drivingly connectable to a thrust generator, a combustion engine, a compressor, and a transmission having a first transmission drive path and a second transmission drive path selectively engageable to the first transmission drive path, the electric motor and the compressor in driving engagement with the first transmission drive path, the combustion engine and the output shaft in driving engagement with the second transmission drive path.

2 . The aircraft power plant of claim 1 , wherein the transmission includes an engagement device operable in an Auxiliary Power Unit (APU) mode in which the first transmission drive path is disengaged from the second transmission drive path and in which the load compressor is driven by the electric motor and in a propulsion mode in which the first transmission drive path is drivingly engaged to the second transmission drive path and in which both of the combustion engine and the electric motor are drivingly engaged to the compressor and to the output shaft.

3 . The aircraft power plant of claim 2 , wherein the engagement device is an electromechanical clutch having an engaged configuration corresponding to the propulsion mode and in which the combustion engine is drivingly engaged to the compressor and having a disengaged configuration corresponding to the APU mode and in which the combustion engine is disengaged from the compressor.

4 . The aircraft power plant of claim 2 , wherein the engagement device is a one-way clutch via which a rotational input of the combustion engine is transmittable to the compressor and via which a rotational input from the electric motor is isolated from the output shaft.

5 . The aircraft power plant of claim 1 , further comprising a turbocharger having a turbocharger compressor and a turbocharger turbine, the turbocharger compressor having an outlet fluidly connected to an air inlet of the combustion engine, the turbocharger turbine having an inlet fluidly connected to an exhaust of the combustion engine.

6 . The aircraft power plant of claim 5 , wherein the turbocharger is mounted on a shaft in driving engagement with the second transmission drive path.

7 . The aircraft power plant of claim 1 , further comprising a second electric motor in driving engagement with the second transmission drive path.

8 . The aircraft power plant of claim 1 , wherein a brake is operatively connected to the output shaft, the brake in engagement with the output shaft when the first transmission drive path is disengaged form the second transmission drive path.

9 . The aircraft power plant of claim 1 , wherein the second transmission drive path is engageable to the first transmission drive path via a first clutch and a second clutch, the first clutch selectively engaging the combustion engine to the first transmission drive path, the second clutch selectively engaging the output shaft to first transmission drive path.

10 . The aircraft power plant of claim 1 , wherein the electric motor is a motor/generator, the combustion engine driving the motor/generator in a generator mode when the first transmission drive path is drivingly engaged to the second transmission drive path.

11 . An aircraft power plant comprising: a hybrid propulsion system having an electric motor, an output shaft drivingly connectable to a thrust generator, a combustion engine, a compressor, and a transmission defining a drive path, the compressor drivingly engaged to the electric motor via the drive path, the output shaft and the combustion engine drivingly engaged to the drive path in a propulsion mode of the transmission and disengaged from the drive path in an Auxiliary Power Unit (APU) mode.

12 . The aircraft power plant of claim 11 , wherein the transmission includes an engagement device having a disengaged configuration in which the drive path is disengaged from the combustion engine and the output shaft while the compressor is driven by the electric motor and an engaged configuration in which the drive path is drivingly engaged to the combustion engine and the output shaft.

13 . The aircraft power plant of claim 12 , wherein the engagement device is one of an electromechanical clutch and a sprag clutch.

14 . The aircraft power plant of claim 11 , further comprising a turbocharger having a turbocharger compressor and a turbocharger turbine, the turbocharger compressor having an outlet fluidly connected to an air inlet of the combustion engine, the turbocharger turbine having an inlet fluidly connected to an exhaust of the combustion engine.

15 . The aircraft power plant of claim 14 , wherein the turbocharger is mounted on a shaft drivingly engaged to the output shaft.

16 . The aircraft power plant of claim 11 , further comprising a second electric motor in driving engagement with the output shaft.

17 . The aircraft power plant of claim 1 , wherein the combustion engine and the output shaft are engageable to the drive path via a first clutch and a second clutch.

18 . The aircraft power plant of claim 11 , wherein the electric motor is a motor/generator, the combustion engine driving the motor/generator in a generator mode when the drive path is drivingly engaged to the combustion engine.

19 . A method of operating an aircraft power plant having a hybrid propulsion system including an electric motor, an output shaft drivingly connectable to a thrust generator, a combustion engine, and a compressor, the method comprising:
in an Auxiliary Power Unit (APU) mode, transmitting a first rotational input from the electric motor to the compressor along a drive path while maintaining a second rotational input from the combustion engine separate from the output shaft; and in a propelling mode, transmitting the second rotational input to the output shaft via the drive path to drive the output shaft with both of the combustion engine and the electric motor.

20 . The method of claim 19 , wherein transmitting the second rotational input to the output shaft includes drivingly engaging the combustion engine to the drive path via a clutch.

Assignees

• Pratt & Whitney Canada

Inventors

• Dubreuil Jean
• Ullyott Richard

Classifications

• B64D35/024

  of series type · CPC title

• B64D27/33

  Hybrid electric aircraft · CPC title

• F02C6/00 Primary

  Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use · CPC title

• Y02T50/60

  Efficient propulsion technologies, e.g. for aircraft · CPC title

• F02C7/36

  Power transmission arrangements between the different shafts of the gas turbine plant, or between the gas-turbine plant and the power user ({F02C3/107 - F02C3/13 and} F02C7/32 take precedence; couplings for transmitting rotation F16D; gearing in general F16H) · CPC title