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Contra-Rotating Open Rotor Distributed Propulsion System

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Contra-Rotating Open Rotor Distributed Propulsion System (19) TZZ ¥Z___T (11) EP 2 930 114 A1 (12) EUROPEAN PATENT APPLICATION (43) Date of publication: (51) Int Cl.: 14.10.2015 Bulletin 2015/42 B64D 27/14 (2006.01) (21) Application number: 15150203.6 (22) Date of filing: 06.01.2015 (84) Designated Contracting States: (72) Inventors: AL AT BE BG CH CY CZ DE DK EE ES FI FR GB • Veilleux, Jr., Leo J. GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO Wethersfield, CT 06109 (US) PL PT RO RS SE SI SK SM TR • Ribarov, Lubomir A. Designated Extension States: West Hartford, CT 06107 (US) BA ME (74) Representative: Leckey, David Herbert (30) Priority: 06.01.2014 US 201461924142 P Dehns St Bride’s House (71) Applicant: United Technologies Corporation 10 Salisbury Square Hartford, CT 06109 (US) London EC4Y 8JD (GB) (54) Contra-rotating open rotor distributed propulsion system (57) An aircraft propulsion system includes a gas tur- outside of the aircraft fuselage (12) separately from the bine engine (30) supported within an aircraft fuselage gas turbine engine (30). A secondary drive (56A, 56B) (12), a main drive (52) driven by the gas turbine engine that is driven by the main drive (52) drives the open rotor (30) and an open rotor propeller system (14) supported propeller system (14). EP 2 930 114 A1 Printed by Jouve, 75001 PARIS (FR) 1 EP 2 930 114 A1 2 Description en through a mechanical coupling to the turbine engine. [0008] In a further embodiment of any of the foregoing BACKGROUND aircraft propulsion systems, the turbine engine includes a first turbine engine and second turbine engine support- [0001] A contra-rotating open rotor (CROR) propulsion 5 ed within the aircraft fuselage and each of the first and system for an aircraft typically includes two engines second turbine engines are coupled to drive the main mounted on either side of an aft portion of the aircraft gearbox. The first and second turbine engines may be fuselage. Each engine powers contra-rotating rotors that aligned along a common longitudinal axis. each includes a plurality of blades. Typically small turbine [0009] In a further embodiment of any of the foregoing engines are utilized to drive a contra-rotating gearbox 10 aircraft propulsion systems, the main drive includes a that provides the opposite rotation of the open rotors. main electric generator generating electrical power and Propulsive efficiency is provided by the large bypass flow the secondary drive includes an electric motor driven by at relatively low velocities. The large bypass volumes the main electric generator. along with the lower velocities also provide favorable [0010] In a further embodiment of any of the foregoing noise properties. Although smaller turbine engines are 15 aircraft propulsion systems, the propeller system in- often utilized, the radial cross-section of the engine re- cludes a first propeller system mounted on a first side of duces the effective area of the open rotors and thereby the aircraft fuselage and a second propeller system can reduce overall propulsive efficiency. The turbine en- mounted on a second side of the aircraft fuselage and gines’ radial cross-section also causes increased resist- the secondary drive includes first and second electric mo- ance thus affecting adversely the aircraft’s overall effi- 20 tors driven by the main electric generator for driving a ciency. Moreover, the support structure required for sup- correspondingone of thefirst and second electric motors. porting the weight of the gas turbine engine away from [0011] In a further embodiment of any of the foregoing the aircraft can limit the overall size of the contra-rotating aircraft propulsion systems, the first and second electric open rotors and thereby overall propulsive efficiency. motors are mounted within the aircraft fuselage and drive [0002] Accordingly, improvements in contra-rotating 25 gearboxes mounted within a corresponding one of the propulsion systems are part of continued efforts by en- first and second propeller systems. gine and aircraft manufacturers to improve engine per- [0012] In a further embodiment of any of the foregoing formance and propulsive efficiencies. aircraft propulsion systems, the turbine engine includes first and second turbine engines and the main generator SUMMARY 30 includes first and second generators driven by a corre- sponding one of the first and second turbine engines. [0003] A aircraft propulsion system according to an ex- Each of the first and second generators drives a corre- emplary embodiment of this disclosure, among other sponding one of the first and second electric motors. possible things includes a turbine engine supported with- [0013] A further embodiment of any of the foregoing in an aircraft fuselage, a main drive driven by the turbine 35 aircraft propulsion systems may include a nacelle assem- engine, an open propeller system supported outside of bly spacedapart fromthe aircraft fuselage, thesecondary the aircraft fuselage separately from the turbine engine, drive being disposed within nacelle assembly. and a secondary drive driven by the main drive for driving [0014] An aircraft propulsion assembly according to an the open propeller system. exemplary embodiment of this disclosure, among other [0004] In an embodiment of the foregoing aircraft pro- 40 possible things includes a first contra-rotating open rotor pulsion system, the propeller system includes a contra- propeller system supported on a first side of an aircraft rotating open rotor propeller system. fuselage. A second contra-rotating open rotor propeller [0005] In a further embodiment of any of the foregoing system is supported on a second side of the aircraft fu- aircraft propulsion systems, the contra-rotating open ro- selage. A turbine engine is supported within the aircraft tor propeller system includes a forward propeller assem- 45 fuselage. A main power transfer system is mechanically bly and an aft propeller assembly having an outer diam- coupled to the turbine engine and supported within the eter larger than the forward propeller assembly. aircraft fuselage. A first drive is driven by the main power [0006] In a further embodiment of any of the foregoing transfer system for driving the first contra-rotating open aircraft propulsion systems, the contra-rotating propeller rotor propeller system. A second drive is driven by the system includes a gearbox for generating contra rotation 50 main power transfer system for driving the second contra- of a forward propeller assembly and an aft propeller as- rotating open rotor propeller system. sembly about a common axis of rotation. [0015] In an embodiment of the foregoing aircraft pro- [0007] In a further embodiment of any of the foregoing pulsion assembly, the main power transfer system in- aircraft propulsion systems, the main drive includes a cludes a main gearbox driven by the turbine engine main gearbox and the secondary drive includes a pro- 55 through a main shaft. peller gearbox and the main gearbox is mechanically [0016] In a further embodiment of any of the foregoing coupled to drive the propeller gearbox. The main gearbox aircraft propulsion assemblies, the first drive and the sec- may be supported within the aircraft fuselage and be driv- ond drive include gearboxes mechanically coupled to the 2 3 EP 2 930 114 A1 4 main gearbox and configured to generate for counter ro- cally coupledto drive first and second CROR system. tation of the corresponding first contra-rotating open rotor Figure 7 is a schematic view of another example dis- propeller assembly and the second contra-rotating open closed distributed propulsion system. rotor propeller assembly. Figure 8 is a schematic view of an example disclosed [0017] In a further embodiment of any of the foregoing 5 distributed propulsion system including first and sec- aircraft propulsion assemblies, the main power transfer ond turbine engines driving corresponding electric system includes a main generator and the first drive and generators electrically coupled to drive first and sec- the second drive include first and second electric motors ond CROR systems. electrically coupled to the main generator. Figure 9 is a schematic view of windmill operation of [0018] In a further embodiment of any of the foregoing 10 the example distributed propulsion system of Figure aircraft propulsion assemblies, the turbine engine in- 8. cludes a first turbine engine and a second turbine engine Figure 10 is a schematic view of another mounting and the main generator includes a first generator driven location for a disclosed CROR system. by the first turbine engine and a second generator driven Figure 11 is a schematic view of another mounting by the second turbine engine. 15 location for a disclosed CROR system. [0019] In a further embodiment of any of the foregoing Figure 12 is a schematic view of an example reverse aircraft propulsion assemblies, the turbine engine in- flow mounting configuration of a gas turbine engine. cludes a reverse flow turbine engine with a compressor communicating compressed air forward to a combustor DETAILED DESCRIPTION to generate high energy exhaust gases forward to a tur- 20 bine that is configured to drive the compressor. [0024] Referring to Figures 1 and 2, an aircraft 10 is [0020] A further embodiment of any of the foregoing schematically shown and includes contra-rotating open aircraft propulsion assemblies includes a recuperator in rotors (CROR) 14 mounted to pylon 18 on each side of communication with incoming airflow and outgoing ex- the aircraft fuselage 12. A wing 15 extends outward from haust gas flow. 25 each side of the fuselage 12 and a vertical T-tail stabilizer [0021] Although the different examples have the spe- (and rudder(s)) 82 extends upward. In the T-tail horizon- cific components shown in the illustrations, embodiments tal stabilizer configuration, the horizontal stabilizer (and of this disclosure are not limited to those particular com- elevators) is mounted on top of the vertical stabilizer away binations.
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