Granted Patent B2

US 12,535,014 · App. 17/013,140 · Granted Jan 27, 2026

Inventors: Mitchell Sanders (Atlanta, GA); Todd A. Spierling (Rockford, IL)

Assignees: Hamilton Sundstrand Corporation; Pratt & Whitney Canada Corp.

F01D15/10B64D27/12B64D27/33B64D27/357B64D35/025F02C7/32B64D27/026

Abstract

Claims (49)

1 . An aircraft propulsion system, comprising:

a first air mover;

a second air mover; and

a hybrid-electric power plant for delivering power to the first air mover and the second air mover for propelling an aircraft, wherein the hybrid-electric power plant includes:

a heat engine operatively connected to the first air mover, the heat engine configured to drive rotation of the first air mover during aircraft climb and during aircraft cruise, the heat engine including a first system controller;

a battery storage; and

an electric motor electrically coupled to the battery storage and operatively connected to the second air mover, the second air mover positioned on a first wing of the aircraft outboard from the heat engine, the electric motor comprising a motor-generator, the motor-generator configured to generate electric power during the aircraft cruise and provide the electric power to the battery storage, and the motor-generator configured to mechanically drive rotation of the second air mover during the aircraft climb, the electric motor including a second system controller;

wherein the first air mover, the second air mover, and the hybrid-electric power plant are attached to the first wing of the aircraft;

wherein the first system controller is separate to the second system controller;

wherein the electric motor converts mechanical energy from the second air mover into electrical energy during the aircraft cruise and the aircraft descent;

wherein the second air mover is a variable pitch air mover;

wherein the second system controller is configured to control the variable pitch air mover to modulate, in real-time, an angle of attack of propeller blades of the second air mover based on a flight duration and a corresponding prioritization of power generation versus wing tip vortex reduction; and

wherein a state of charge of the battery storage decreases during the aircraft climb and increases from the electrical energy during the aircraft cruise and the aircraft descent.

2 . The system as recited in claim 1 , wherein the electric motor is positioned on the first wing of the aircraft outboard from the heat engine.

3 . The system as recited in claim 1 , wherein the second air mover is positioned on a wing tip of the first wing of the aircraft.

4 . The system as recited in claim 1 , wherein the second air mover is positioned closer to a wing tip of the first wing than to the heat engine.

5 . The system as recited in claim 1 , wherein the electric motor is positioned on a wing tip of the first wing of the aircraft.

6 . The system as recited in claim 1 , wherein the electric motor is positioned closer to a wing tip of the first wing than to the heat engine.

7 . The system as recited in claim 1 , further comprising a third air mover and a fourth air mover, wherein the heat engine and the electric motor are a first heat engine and a first electric motor, wherein the aircraft propulsion system includes a second heat engine and a second electric motor, wherein the third air mover is operatively connected to the second heat engine, and wherein the fourth air mover is operatively connected to the second electric motor.

8 . The system as recited in claim 7 , wherein the first heat engine and the first electric motor are positioned on the first wing, wherein the second heat engine and the second electric motor are positioned on a second wing, and wherein the fourth air mover is positioned outboard from the second heat engine.

9 . The system as recited in claim 8 , wherein the second electric motor is positioned outboard from the second heat engine.

10 . The system as recited in claim 8 , wherein the fourth air mover is positioned on a wing tip of the second wing of the aircraft.

11 . The system as recited in claim 8 , wherein the fourth air mover is positioned closer to a wing tip of the second wing than to the second heat engine.

12 . The system as recited in claim 1 , wherein the electric motor is configured to receive electric power from the battery storage during the aircraft climb.

13 . The system as recited in claim 1 , wherein the second air mover is positioned on an aft side of the electric motor to capture trailing vortices.

14 . The system as recited in claim 1 , wherein the second air mover is in a passive state during the aircraft cruise and the aircraft descent.

15 . A method for reducing trailing vortices, comprising:

mechanically driving a first air mover of an aircraft with a heat engine during a takeoff stage, a climb stage, a cruise stage and a descent stage;

mechanically driving a second air mover of the aircraft with a motor-generator during at least one of the take off stage or the climb stage;

freewheeling a forward side of a propeller blade of the second air mover during the cruise stage to generate mechanical energy and reduce wing tip vortices; and

converting the mechanical energy from the second air mover to electrical energy with the motor-generator during the cruise stage where the second air mover mechanically drives operation of the motor-generator,

wherein the first air mover is facing a first side of a wing, and the second air mover is mounted on a second side of the wing with the forward side of the propeller blade facing a direction that is opposite to the first side of the wing; and

wherein the second air mover is a variable pitch air mover, and the variable pitch air mover is controlled configured to modulate, in real-time, an angle of attack of the propeller blade of the second air mover based on a flight duration and a corresponding prioritization of power generation versus wing tip vortex reduction.

16 . The method as recited in claim 15 , further comprising storing the electrical energy in at least one battery storage.

17 . The method as recited in claim 15 , further comprising adjusting at least one of blade camber or blade twist of the propeller blade.

18 . An aircraft propulsion system, comprising:

a first air mover;

a second air mover having a propeller blade having a forward side, the propeller blade configured to generate mechanical energy during freewheel; and

a hybrid-electric power plant for delivering power to the first air mover and the second air mover for propelling an aircraft, wherein the hybrid-electric power plant includes:

a heat engine operatively connected to the first air mover, the heat engine configured to drive rotation of the first air mover during aircraft climb and during aircraft cruise;

a battery storage; and

an electric motor electrically coupled to the battery storage and operatively connected to the second air mover, the second air mover mounted on a wing of the aircraft outboard from the heat engine, the electric motor comprising a motor-generator, the motor-generator configured to generate electric power during the aircraft cruise and provide the electric power to the battery storage, and the motor-generator configured to mechanically drive rotation of the second air mover during the aircraft climb, the electric motor including a system controller;

wherein the first air mover is mounted on a forward side of the wing of the aircraft;

wherein the second air mover is mounted on an aft side of the wing such that the forward side of the propeller faces the aft side of the wing;

wherein the second air mover is mounted aft of the electric motor;

wherein the electric motor converts mechanical energy from the second air mover into electrical energy during the aircraft cruise and the aircraft descent;

wherein the second air mover is a variable pitch air mover;

wherein the system controller is configured to control the variable pitch air mover to modulate, in real-time, an angle of attack of the propeller blade of the second air mover based on a flight duration and a corresponding prioritization of power generation versus wing tip vortex reduction; and

wherein a state of charge of the battery storage decreases during the aircraft climb and increases from the electrical energy during the aircraft cruise and the aircraft descent.

Assignments (3)

Continuity (2)

References Cited (84)