Abstract: A hybrid-electric aircraft propulsion system includes an engine, a first electric machine assembly, and a second electric machine assembly. The engine includes a first rotational assembly and a second rotational assembly. The first electric machine assembly includes a first electric machine, a first control unit, first electrical cables, and a first cable conduit. The first electric machine is coupled with the first rotational assembly. The first electrical cables extend between and electrically connect the first electric machine and the first control unit through the first cable conduit. The second electric machine assembly includes a second electric machine, a second control unit, second electrical cables, and a second cable conduit. The second electric machine is coupled with the second rotational assembly. The second electrical cables extend between and electrically connect the second electric machine and the second control unit through the second cable conduit.

Abstract: An assembly is provided for an aircraft powerplant. This assembly includes a gearbox, an engine accessory, an engine core, a motor accessory and an electric motor. The gearbox includes an engine power transfer system and a motor power transfer system independent of the engine power transfer system. The engine accessory includes an engine accessory rotor. The engine core includes a flowpath, a compressor section, a combustor section, a turbine section and an engine rotating assembly. The flowpath extends through the compressor section, the combustor section and the turbine section. The engine rotating assembly includes a turbine rotor in the turbine section. The engine rotating assembly is operatively coupled to the engine accessory rotor through the engine power transfer system. The motor accessory includes a motor accessory rotor. The electric motor includes an electric motor rotor operatively coupled to the motor accessory rotor through the motor power transfer system.

Abstract: An aircraft powerplant assembly includes a cooling plate, a first control valve and a first electric machine. The cooling plate includes a fluid cooling circuit, a cooling circuit inlet and a cooling circuit outlet. The fluid cooling circuit is disposed in the cooling plate and extends from the cooling circuit inlet to the cooling circuit outlet. The fluid cooling circuit includes a first circuit passage fluidly coupled between the cooling circuit inlet and the cooling circuit outlet. The first control valve is fluidly coupled between the cooling circuit inlet and the first circuit passage. A first controller housing is removably attached to the cooling plate and overlaps the first circuit passage. First controller circuitry is disposed within an interior of the first controller housing. The first controller circuitry is in thermal communication with the cooling plate through a wall of the first controller housing.

Abstract: An aircraft powerplant assembly includes a cooling plate, a first electric machine controller and a second electric machine controller. The cooling plate includes a fluid cooling circuit, a cooling circuit inlet and a cooling circuit outlet. The fluid cooling circuit extends within the cooling plate from the cooling circuit inlet to the cooling circuit outlet. A first controller housing is removably attached to the cooling plate and overlaps the fluid cooling circuit. First controller circuitry is in thermal communication with the cooling plate through a wall of the first controller housing. A second controller housing is removably attached to the cooling plate and overlaps the fluid cooling circuit. Second controller circuitry is in thermal communication with the cooling plate through a wall of the second controller housing.

Abstract: An aircraft powerplant assembly includes a cooling plate and an electric machine controller. The cooling plate includes a fluid cooling circuit internal to a body of the cooling plate. The fluid cooling circuit includes an inlet manifold, an outlet manifold and a plurality of heat exchange passages. Each of the heat exchange passages extends longitudinally along a longitudinal centerline from the inlet manifold to the outlet manifold. A first heat exchange passage is configured with a plurality of first cooling elements arranged longitudinally along its longitudinal centerline. The electric machine controller includes a controller housing and controller circuitry. The controller housing is removably attached to the cooling plate and overlaps the heat exchange passages. The controller circuitry is disposed within an interior of the controller housing. The controller circuitry is in thermal communication with the cooling plate through a wall of the controller housing.

Abstract: A propulsion system for an aircraft includes a propulsor rotor, a powerplant, a nacelle and a lockout system. The powerplant is coupled to and configured to drive rotation of the propulsor rotor. An electrical system for the powerplant is configured to receive electrical power from an electrical power source. The nacelle includes an access structure configured to move between a first position and a second position. The access structure at least partially covers the electrical system when in the first position. The access structure is arranged in the first position for propulsion system operation. The access structure is operable to be arranged in the second position for propulsion system maintenance and/or propulsion system inspection. The lockout system is configured to automatically trigger an operation to cut off the electrical power to the electrical system from the electrical power source when the access structure moves away from the first position.

Abstract: A modulated air flow heat exchanger system in a bifurcation duct including an air oil cooler located proximate the bifurcation duct; at least one door positioned upstream of the air oil cooler proximate the bifurcation duct, wherein the at least one door controls a flow of a fan discharge airflow through the air oil cooler; and an actuator in operative communication with the at least one door.

Abstract: A system for providing cooling air within a hybrid electric gas turbine engine includes at least one cooling air tube configured to provide high pressure turbine cooling air from a first location to a second location within the hybrid electric gas turbine engine. At least one throttling valve each located on the at least one cooling air tube configured to limit a flow of the high pressure turbine cooling air from the first location to the second location. At least one electromechanical actuator each associated with the at least one throttling valve configured to actuate the throttling valve to a first flow level when the hybrid electric gas turbine engine is in a first condition and to a second flow level when the hybrid electric gas turbine engine is in a second condition responsive to control signals from an external source.

Abstract: An aircraft propulsion system includes a gas turbine engine, an electric machine, and a drive train. The gas turbine engine includes a first spool and a second spool. The electric machine includes a first rotor and a second rotor. The first rotor and the second rotor are concentric about a first axis. The drive train couples the first spool with the first rotor. The drive train is configured to couple the second spool with the second rotor. The drive train includes a tower shaft, a drive shaft, and an angled gear box. The tower shaft is coupled with the first spool. The tower shaft rotatable about a second axis. The drive shaft is operably coupled with the first rotor. The drive shaft is rotatable about a third axis transverse to the second axis. The angled gear box couples the tower shaft with the drive shaft.

Abstract: An electronics pressurization system includes a compressed air source providing pressurized air, a manifold, and a case containing a first high-voltage electrical system, the case comprising a pressurizable vessel and a vent hole. The compressed air source is connected to the manifold, and the manifold is connected to the case. The compressed air source provides a flow of pressurized air, via the manifold to the case to maintain an air pressure in the case at a higher-than-ambient pressure.

Abstract: A gas turbine engine includes an engine core with a compressor section, a combustion section downstream of the compressor section relative to a core flow path, and a turbine section downstream of the combustion section relative to the core flow path. A core casing extends around the compressor section, the combustion section, and the turbine section. A second casing extends around the core casing and a core compartment is between the core casing and the second casing. An electric compressor is in the core compartment. A first port is formed in the second casing and fluidically is connected to the electric compressor. A second port is formed in the core casing in the combustion section and is fluidically connected to the electric compressor.

Abstract: An aircraft jet propulsion system may comprise a thermoelectric cooler array coupled to a portion thereof, wherein the TEC array converts electrical energy to heat energy to create a temperature gradient and cools a turbine case using the temperature difference of the TEC array. The system may include a controller configured to control an input power provided to each TEC of the array of TECs, such that the array of TECs facilitates controlled cooling of the aircraft jet propulsion system in response to the input power provided to each TEC of the array of TECs. The TEC array may be powered by an alternator or by a thermoelectric generator.

Abstract: An aircraft jet propulsion system is disclosed. The aircraft jet propulsion system may comprise a thermoelectric generator array (“TEG” array) coupled to a portion of the aircraft jet propulsion system, wherein the TEG array converts heat energy to electrical energy, and supplies power to the aircraft jet propulsion system, wherein the electrical energy is supplied to a power supply. The aircraft jet propulsion system may comprise an alternator that generates less energy than is required to power the aircraft jet propulsion system. The TEG array may supplement the energy generated by the alternator. The energy generated by the TEG array and the energy generated by the alternator may be sufficient to power the aircraft jet propulsion system and/or the electrical energy generated by the TEG array may be sufficient to power to aircraft jet propulsion system.

Abstract: An aircraft jet propulsion system is disclosed. The aircraft jet propulsion system may comprise a thermoelectric generator array (“TEG” array) coupled to a portion of the aircraft jet propulsion system, wherein the TEG array converts heat energy to electrical energy, and supplies power to the aircraft jet propulsion system, wherein the electrical energy is supplied to a power supply. The aircraft jet propulsion system may comprise an alternator that generates less energy than is required to power the aircraft jet propulsion system. The TEG array may supplement the energy generated by the alternator. The energy generated by the TEG array and the energy generated by the alternator may be sufficient to power the aircraft jet propulsion system and/or the electrical energy generated by the TEG array may be sufficient to power to aircraft jet propulsion system.

Abstract: An aircraft jet propulsion system is disclosed. The aircraft jet propulsion system may comprise a thermoelectric generator array (“TEG” array) coupled to a portion of the aircraft jet propulsion system, wherein the TEG array converts heat energy to electrical energy, and supplies power to the aircraft jet propulsion system, wherein the electrical energy is supplied to a power supply. The aircraft jet propulsion system may comprise an alternator that generates less energy than is required to power the aircraft jet propulsion system. The TEG array may supplement the energy generated by the alternator. The energy generated by the TEG array and the energy generated by the alternator may be sufficient to power the aircraft jet propulsion system and/or the electrical energy generated by the TEG array may be sufficient to power to aircraft jet propulsion system.

Abstract: An aircraft jet propulsion system may comprise a thermoelectric cooler array coupled to a portion thereof, wherein the TEC array converts electrical energy to heat energy to create a temperature gradient and cools a turbine case using the temperature difference of the TEC array. The system may include a controller configured to control an input power provided to each TEC of the array of TECs, such that the array of TECs facilitates controlled cooling of the aircraft jet propulsion system in response to the input power provided to each TEC of the array of TECs. The TEC array may be powered by an alternator or by a thermoelectric generator.

Abstract: An aircraft jet propulsion system is disclosed. The aircraft jet propulsion system may comprise a thermoelectric generator array (“TEG” array) coupled to a portion of the aircraft jet propulsion system, wherein the TEG array converts heat energy to electrical energy, and supplies power to the aircraft jet propulsion system, wherein the electrical energy is supplied to a power supply. The aircraft jet propulsion system may comprise an alternator that generates less energy than is required to power the aircraft jet propulsion system. The TEG array may supplement the energy generated by the alternator. The energy generated by the TEG array and the energy generated by the alternator may be sufficient to power the aircraft jet propulsion system and/or the electrical energy generated by the TEG array may be sufficient to power to aircraft jet propulsion system.