GB2497136A - Electric distributed propulsion - Google Patents

Electric distributed propulsion Download PDF

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Publication number
GB2497136A
GB2497136A GB1120775.0A GB201120775A GB2497136A GB 2497136 A GB2497136 A GB 2497136A GB 201120775 A GB201120775 A GB 201120775A GB 2497136 A GB2497136 A GB 2497136A
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GB
United Kingdom
Prior art keywords
vehicle
propulsion units
text
propulsion
starboard
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB1120775.0A
Other versions
GB201120775D0 (en
Inventor
Graham Dodds
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Group Ltd
Original Assignee
Airbus Group Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Group Ltd filed Critical Airbus Group Ltd
Priority to GB1120775.0A priority Critical patent/GB2497136A/en
Publication of GB201120775D0 publication Critical patent/GB201120775D0/en
Priority to PCT/GB2012/052979 priority patent/WO2013079972A1/en
Publication of GB2497136A publication Critical patent/GB2497136A/en
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/38—Jet flaps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C15/00—Attitude, flight direction, or altitude control by jet reaction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
    • B64D35/04—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D2221/00—Electric power distribution systems onboard aircraft
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/42—The network being an on-board power network, i.e. within a vehicle for ships or vessels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/44—The network being an on-board power network, i.e. within a vehicle for aircrafts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/007—Arrangements for selectively connecting the load or loads to one or several among a plurality of power lines or power sources
    • H02J3/0073—Arrangements for selectively connecting the load or loads to one or several among a plurality of power lines or power sources for providing alternative feeding paths between load and source when the main path fails, e.g. transformers, busbars
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Supply And Distribution Of Alternating Current (AREA)

Abstract

An airborne or waterborne vehicle comprises: two or more port propulsion units 10, 11, 12, 13 on a port half of the vehicle; two or more starboard propulsion units 14, 15, 16, 17 on a starboard half of the vehicle; first and second electric generators 9, 10 for electrically powering the propulsion units; and a power supply system 41, 42 which connects each electric generator to one or more of the port propulsion units and one or more of the starboard propulsion units. In the event of failure of one of the generators then at least one propulsion unit can continue to generate thrust on each half of the vehicle. By connecting each electric generator to at least one of the port propulsion units and at least one of the starboard propulsion units, thrust is distributed relatively symmetrically about the centre plane of the vehicle in the event of failure of one of the generators. Also claimed is a method of operating such an airborne or waterborne vehicle.

Description

Etectric Distributed Propulsion
FIELD OF THE INVENTION
The present invention relates to an airborne or watcrborne vehicle comprising: two or more port propulsion units on a port half of the vehicle; two or more starboard propulsion on a starboard half of the vehicle; and first and second electric generators for electrically powering the propulsion units.
BACKGROUND OF THE INVENTION
Distributed vehicle propulsion systems for airbome or waterbome vehicles distribute a number of propulsion units about the vehicle in order to provide operational efficiency.
A known system is described in GB-A-2402660, in which an aircraft has port and starboards wings which each carty a gas turbine engine with an electrical generator to provide electrical power to propulsive assemblies formed within or about the wing.
1 5 Each assembly has a compressor driven by an electric motor. The generator on the port wing is connected to the propulsive assemblies on the port wing, and similarly the generator on the starboard wing is connected to the propulsive assemblies on the starboard wing.
In the event of failure of one of the gas turbine engines or its associated generator or power supply network, then only the propulsive assemblies on one side of the aircraft will be able to generate thrust. This will result in highly asymmetric thrust requiring a large tail fin and rudder to counteract the resulting yaw of the aircraft.
SUMMARY OF THE INVENTION
A first aspect of the invention provides an airbome or waterbome vehicle comprising: two or more port propulsion units on a port half of the vehicle two or more starboard propulsion units on a starboard half of the vehicle; first and second electric generators for electrically powering the propulsion units and a power supply system which connects each electric generator to one or more of the port propulsion units and one or more of the starboard propulsion units, whereby in the event of failure of one of the generators then at least one propulsion unit can continue to generate thrust on each half of the vehicle.
A second aspect of the invention provides a method of operating an airborne or waterbome vehicle, the vehicle comprising two or more port propulsion units on a port half of the vehicle; two or more starboard propulsion units on a starboard half of the vehicle; and first and second electric generators, the method comprising: supplying electrical powcr during normal operation of the vehicle from the first electric generator to one or more of the port propulsion units and one or more of the starboard propulsion units; supplying electrical power during normal operation of the vehicle from the second electric generator to one or more of the port propulsion units and one or more of the starboard propulsion units; and in the event of a failure which prevents one of the generators from supplying electrical power to the propuLsion units to which it has previously supplied electrical power, continuing to supply electrical power from the other generator to one or more of the port propulsion units and one or more of the starboard propulsion units.
The port propulsion units are positioned on a port half of the vehicle -in other words they are positioned on a port side of a fore-and-aft centre plane of the vehicle.
Similarly the starboard propulsion units are positioned on a starboard half of the vehicle -in other words they are positioned on a starboard side of the fore-and-afi centre plane of the vehicle. By connecting each electric generator to at least one of the port propulsion units and at least one of the starboard propulsion units, thrust is distributed more symmetrically about the centre plane of the vehicle in the failure case described above than in the conventional architecture shown in GB-A-2402660.
In certain embodiments of the invention the power supply system comprises: a first supply system which connects the first electric generator to a first set of the propulsion units but not to a second set of the propulsion units; and a second supply system which connects the second electric generator to the second set of propulsion units but not to the first set of propulsion units. In the event of failure of the first generator (and/or its associated supply system) then the second set of propulsion units can continue to generate thrust, and in the event of failure of the second gcnerator (and/or its associated supply system) then the first set of propulsion units can continue to generate thrust. Thus in this ease each generator drives a different set of propulsion units, and each set is relatively symmetrical (compared with GB-A-2402660) since it includes one or more of the port propulsion units and one or more of the starboard propulsion units.
Preferably the first set of propulsion units are distributed symmetrically on each half of the vehicle (that is, the units from the first set on the port half are a mirror image of the units from the first set on the starboard halt); and similarly the second set of propulsion units are distributed symmetrically on each half of the vehicle.
Tn one embodiment each propulsion unit in the first set is closer to a centre plane of the vehicle than each propulsion unit in the second set, in another embodiment the second set is nested within the first set on the port half of the vehicle and on the starboard half of the vehicle. In other embodiments, on each half of the vehicle the propuLsion units are distributed in an array in which propulsion units (or groups thercot) from the first and second sets alternate with each other.
In one embodiment the power supply system comprises a common supply network which connects each electric generator to the same set of propulsion units, Ia this case the two generators may be connected to all of the propuLsion units, or only a subset of the propulsion units.
On each half of the vehicle the propulsion units are typically distributed in an array.
In the case of a conventional vehicle (such an aircraft with a ifiselage and two wings) then typically each successive propulsion unit in each array is spaced from a centre plane of the vehicle by a different distance compared with an adjacent propulsion unit in the array. Ahematively, in the case of a circular or annular vehicle then each successive propulsion unit in each array may be spaced around a circumference of the vehicle by a different angle compared with an adjacent propulsion unit in the array.
Typically each propulsion unit comprises an electric motor.
Typically each propulsion unit comprises a fan which is driven by an electric motor.
A first engine may be arranged to drive the first electric generator; and a second engine may be arranged to drive the second electric generator. These engines may be for example gas turbine engines or high efficiency internal combustion engines.
Optionally the power from the generators may be supplemented by wind, water or solar power.
The vehicle may be an aircraft, or a waterborne vehicle which may be a surface vehicle or submersible.
BRIEF DESCRIPTION OF THE DRAWINGS
Embodiments of the invention will now be described with reference to the accompanying drawings, in which: Figure 1 is a plan view of an aircraft; Figure 2 is a schematic view of a first propulsion system architecture; Figure 3 is a schematic view of a propulsion unit; Figure 4 is a schematic view of a second propulsion system architecture; Figure 5 is a schematic view of a third propulsion system architecture; Figure 6 is a schematic view of a fourth propulsion system architecture; Figure 7 is a schematic view of a fiflh propulsion system architecture; Figure 8 is a schematic view of a sixth propulsion system architecture; and Figure 9 is a schematic view of a seventh propulsion system architecture.
DETAILED DESCRIPTION OF EMBODIMENT(S)
An aircraft 1 shown in Figure 1 comprises a fuselage 2; and port and starboard wings 3, 4 each canying a gas turbine engine 5, 6.
Figure 2 is a schematic view of the aircraft's propulsion system. Each gas turbine engine 5, 6 has a free turbine 7, 8 which is driven by the exhaust gasses of the engine and drives an electric generator 9, 10. Each generator 9, 10 powers a respective power supply bus 41,42.
The aircraft has a centre plane 33 running fore-and-aft from the nose to the tail of the fuselage which divides the aircraft into a port half and a starboard half Each wing 3, 4 carries four propulsion units 10-13 and 14-17 respectively. On each half of the vehicle the propulsion units are distributed in a linear array with each successive propulsion unit in each array spaced from the centre plane 33 by a different span wise distance compared with an adjacent propulsion unit in the array.
Each propuLsion unit is identical and Figure 3 shows the main elements of the propulsion unit 10 by way of example. The propulsion unit comprises an electric motor 20 with a power input cable 21 connected to the bus 41, and a bladed fan 22 driven by the output shaft 23 of the motor 20. The motor 20 has a control input 24 for controlling the speed of the motor, and the fan 22 has a control input 25 for valying the pitch of the fan blades.
IS Referring back to Figure 2, a first set 10,12,14,16 of the propulsion units are connected to the port gas turbine 5 and generator 9 by a first power supply network including the bus 41; and a second set 11,13,15,17 of the propuLsion units (but not the first set 10,12,14,16) arc connected to the starboard gas turbine 6 and generator 10 by a second power supply network including the bus 42. The first and second sets of propulsion units are interleaved so that the individual units from each set alternate with each other on each half of the vehicle.
The two power supply networks are completely independent so in the event of a failure of the port gas turbine 5, generator 9 and!or bus 41 then only the propulsion units 11,13,15,17 will continue to operate and generate thrust. Similarly, in the event of a failure of the starboard gas turbine 6, generator 10 and/or bus 42 then only the propulsion units 10,12,14,16 will continue to operate and generate thrust.
In these failure cases the thrust is slightly asymmetrical since the port propulsion units 11, 13 in the second set are closer to the centre plane 33 than the starboard propulsion units 15,17 in the second set; and similarly the port propulsion units 10, 12 in the first set are further from the centre plane 33 than the starboard propulsion units 14,16 in the first set. This slight asymmetry can be countered by operation of a rudder in the tail 28 of the aircraft. Where the number of propulsion units is much higher (for instance one hundred or more on each side) then the asymmetry tends towards zero.
Compare this with the equivalent fhilure case fbr a fully asymmetrical architecture in which the port propulsion units 10-13 on the port wing 3 arc all connected to the port gas turbine 5 and generator 9 via bus 41; and the starboard propulsion units 14-17 on the starboard wing 4 are all connected to the starboard gas turbine 6 and generator 10 via bus 42. In the fuilure cases mentioned above, with such an architecture all of the propulsion units on one wing will fhil, resulting in a highly asymmetrical thrust which must be countered by operation of a large rudder, which induces a large amount of drag.
Figure 4 is a fully symmetrical non-interleaved architecture in which the outboard propulsion units 10,11,16,17 are connected to the port gas turbine 5 and generator 9 via bus 41; and the inboard propulsion units 12,13,14,15 are connected to the starboard gas turbine 6 and generator 10 via bus 42. The inboard propulsion units 12-are all closer to the centre plane 33 than the outboardpropulsion units 10,11,16,17.
In the event of a failure of the port gas turbine 5, generator 9 and/or bus 41 then the inboard propulsion units 12,13,14,15 will continue to operate. In this fitilure case the thrust is completely symmetrical since the pairs of propulsion units 12,13 and 14,15 are the same distance from the centre plane 33 (i.e. they are distributed symmetrically with respect to the centre plane 33). Thus in this fully symmetrical architecture no operation of the rudder is required. The outboard propulsion units 10,11,16,17 have a similarly symmetrical arrangement. In the event of a fitilure of the starboard gas turbine 6, generator 10 and/or bus 42 then the outboard propulsion units 10,11,16,17 will continue to operate.
Figure 5 is a fully symmetrical nested architecture in which the propulsion units 10,13,14,17 are connected to the port gas turbine S and generator 9 via bus 41; and the propulsion units 11,12,15,16 are connected to the starboard gas turbine 6 and generator 10 via bus 42. The pair of units 11,12 are nested within the pair of units 10,13 so their centres of thrust are aligned and similarly the pair of units 15,16 are nested within the pair units 14,17 so their centres of thrust are aligned.
Figure 6 is a further fully symmetrical architecture in which each generator 9,10 is connected to each of the propulsion units 10-17 by a common network 30. Therefore in the event of a failure of either gas turbine or generator, then all of the propulsion units 10-17 will continue to operate, albeit at a lower power. In the event of failure of the network 30, then all propulsions units will be rendered operative.
Figure 7 shows a symmetrical interleaved architecture in which a first set 10,12,15,17 of the propulsion units are connected to the port gas turbine 5 and generator 9 by a first power supply network including the bus 41; and a second set 11,13,14,16 of the propulsion units (but not the first set) arc connected to the starboard gas turbine 6 and generator 10 by a second power supply network including the bus 42. As with the architecture of Figure 2 the first and second sets of propulsion units are interleaved so that the individual units from each set alternate with each other on each half of the vehicle. However (unlike Figure 2) in the case of the Figure 7 both sets of propuLsion units are distributed symmetrically with respect to the centre plane 33. In other words the units 10,12 are a mirror image ofthe units 15,17 and the units 11,13 are a minor image of the units 14,16. Thus in the event of a failure of one of the gas turbines, generators or supply networks, the thrust can remain fully symmetrical.
Figure 8 extends the symmetrical interleaved architecture of Figure 7 to include two further outboard propulsion units 18,19 which are connected to the bus 42. This architecture is less preferred than the architecture of Figure 7 since there are an odd number of propulsion units on each half of the aircrafi and more units are driven by the generator 10 than by the generator 9.
Figure 9 shows a symmetrical interleaved architecture in which a first set of eight propulsion units 10,11,16,17,52-55 are connected to the port gas turbine 5 and generator 9 by a first power supply network including the bus 4 I; and a second set of eight propulsion units 12-15,18,19,50,51 (but not the first set) are connected to the starboard gas turbine 6 and generator 10 by a second power supply network including the bus 42. The first and second sets of propulsion units are interleaved so that the pairs of un its (rather than individual units) from each sct alternate with each other on each half of the vehicle. As with Figure 7, both sets of propulsion units are distributed symmetrically with respect to the centre plane 33. Thus in the event of a failure of one of the gas turbines, generators or supply networks, the thrust can remain fully symmeirical. The interleaved architecture of Figure 9 can be extended to include further alternating pairs of propulsion units if required. The principle of Figure 9 could also be varied to provide alternating groups of three or four propulsion units if desired.
The embodiments described above have only two electric generators and eight propulsion units. However the principles of the invention can be extended to a vehicle with three, four or more generators; more then eight propulsion units; or fewer than eight propulsion units.
The embodiments described above have only two gas turbine engines 5,6. However the principles of the invention can be extended to a vehicle with three, fbur or more engines.
The embodiments described above have only a single generator 7,8 per gas turbine engine 5,6. However the principles of the invention can be extended to a vehicle with more than one generator per engine.
The aircraft described above has a conventional "tube and wing" architecture but the principles of the invention can be applied to any shape of vehicle, including a blended-wing vehicle, an annular-wing vehicle, or a vehicle without wings.
The gas turbine engines 5, 6 in the aircraft described above are mounted under the wings 3, 4 but other arrangements are possible particularly since the engines can be much smaller than those shown in Figure 1.
Although the invention has been described above with reference to one or more preferred embodiments, it will be appreciated that various changes or modifications may be made without departing from the scope of the invention as defined in the appended claims.

Claims (1)

  1. <claim-text>Claims 1. An airborne or waterborne vehicle comprising: a. two or more port propulsion units on a port half of the vehicle; b. two or more starboard propulsion units on a starboard half of the vehicle; c. first and second electric generators for electrically powering the propulsion units; and d. a power supply system which connects each electric generator to one or more of the port propulsion units and onc or more of the starboard propulsion units, whereby in the event of failure of one of the generators then at least one propulsion unit can continue to generate thrust on each half of the vehicle.</claim-text> <claim-text>2. The vehicle of claim I wherein the power supply system comprises: a first supply system which connects the first clcctric generator to a first set of the propulsion units but not to a second set of the propulsion units; and a second supply system which connects the second electric generator to the second set of propulsion units but not to the first set of propulsion units; whereby in the event of failure of the first generator then the second set of propulsion units can continue to generate thrust, and in the event of failure of the second generator then the first set of propulsion units can continue to generate thrust.</claim-text> <claim-text>3. The vehicle of claim 2 wherein the first set of propulsion units are distributed symmetrically with respect to a centre plane of the vehicle; and the second set of propulsion units are distributed symmetrically with respect to the centre plane of the vehicle.</claim-text> <claim-text>4. The vehicle of claim 2 or 3 wherein on each half of the vehicle the propulsion units are distributed in an array in which propulsion units (or groups thereof) from the first and second sets alternate with each other.</claim-text> <claim-text>5. The vehicle of claim 4 wherein each successive propulsion unit in each array is spaced from a centre plane of the vehicle by a different distance compared with an adjacent propulsion unit in the array.</claim-text> <claim-text>6. The vehicle of any of claims 2 to S wherein the number of units in the first set is equal to the number of units in the second set.</claim-text> <claim-text>7. The vehicle of claim I wherein the power supply system comprises a common supply network which connects each electric generator to the same set of propulsion units.</claim-text> <claim-text>8. The vehicle of any preceding claim wherein each propulsion unit comprises at least one electric motor.</claim-text> <claim-text>9. The vehicle of claim 8 wherein each propulsion unit comprises a fan which is driven by the electric motor.</claim-text> <claim-text>10. The vehicle of any preceding claim further comprising a first engine arranged to drive the first electric generator; and a second engine arranged to drive the second electric gcnerator.</claim-text> <claim-text>11. The vehicle of any preceding claim wherein the vehicle is an aircraft.</claim-text> <claim-text>12. The vehicle of any preceding claim wherein the vehicle has four or more port propulsion units on a port half of the vehicle; and four or more starboard propulsion units on a starboard halfof the vehicle 13. A method of operating an airborne or waterborne vehicle, the vehicle comprising two or more port propulsion units on a port half of the vehicle; two or more starboard propulsion units on a starboard half of the vehicle; and first and second electric generators, the method comprising: a. supplying electrical power during normal operation of the vehicle from the fir st electric generator to one or more of the port propulsion units and one or more of the starboard propulsion units; b. supplying electrical power during normal operation of the vehicle from the second electric generator to one or more of the port propulsion units and one or more of the starboard propulsion units; and c. in the event of a failure which prevents one of the generators from supplying electrical power to the propulsion units to which it has previously supplied electrical power, continuing to supply electrical power from the othcr generator to one or more of the port propulsion units and one or more of the starboard propulsion units.</claim-text>
GB1120775.0A 2011-12-02 2011-12-02 Electric distributed propulsion Withdrawn GB2497136A (en)

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Application Number Priority Date Filing Date Title
GB1120775.0A GB2497136A (en) 2011-12-02 2011-12-02 Electric distributed propulsion
PCT/GB2012/052979 WO2013079972A1 (en) 2011-12-02 2012-11-30 Electric distributed propulsion

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GB2497136A true GB2497136A (en) 2013-06-05

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DE102014224637A1 (en) * 2014-12-02 2016-06-02 Georgi Atanasov Hybrid electric propulsion system for an aircraft
US9475579B2 (en) 2013-08-13 2016-10-25 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration Vertical take-off and landing vehicle with increased cruise efficiency
GB2539756A (en) * 2015-05-13 2016-12-28 Rolls Royce Plc Aircraft propulsion system
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US10071801B2 (en) 2013-08-13 2018-09-11 The United States Of America As Represented By The Administrator Of Nasa Tri-rotor aircraft capable of vertical takeoff and landing and transitioning to forward flight
EP3372506A1 (en) * 2017-03-06 2018-09-12 Rolls-Royce Corporation Distributed propulsion system power unit control
EP3392148A1 (en) * 2017-04-21 2018-10-24 General Electric Company Hybrid propulsion system for an aircraft
US10370100B2 (en) 2015-03-24 2019-08-06 United States Of America As Represented By The Administrator Of Nasa Aerodynamically actuated thrust vectoring devices
US10587122B2 (en) 2017-09-27 2020-03-10 Rolls-Royce Plc Electrical interconnect system
EP3786067A1 (en) * 2019-08-26 2021-03-03 Pratt & Whitney Canada Corp. Dual engine hybrid-electric aircraft
WO2022129811A1 (en) * 2020-12-18 2022-06-23 Flying Whales Airship equipped with an electric distributed propulsion system
US20220250759A1 (en) * 2021-02-09 2022-08-11 Aurora Flight Sciences Corporation, a subsidiary of The Boeing Company Fault-tolerant power distribution with power source selection in a vehicle

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