A hybrid electric gas turbine engine includes a fan section having a fan, a turbine section having a turbine drivably connected to the fan through a main shaft that extends along a central longitudinal axis, a gas generating core extending along a first axis that is radially offset from the central longitudinal axis, a first electric motor drivably connected to the main shaft, wherein the electric motor is colinear with the main shaft, and an electric compressor extending along a second axis that is radially offset from the central longitudinal axis, the electric compressor in fluid communication with the second turbine section.

A drive system for driving a load, such as a pump, a compressor or the like, is disclosed. The drive system comprises two clutches operable so that it is possible to exclude the load, so as to maximize the power transferred to the electric powered grid, when a peak of energy is required. Also disclosed is a method for operating a drive system for driving a load.

A gas turbine engine for an aircraft includes, in axial flow sequence, a compressor module, a combustor module, and a turbine module, with a first electric machine being rotationally connected to the turbine module. The first electrical machine is configured to generate a total electrical power P.sub.EM1 (W), and the gas turbine engine is configured to generate a total shaft power P.sub.SHAFT (W); and a ratio R of:

[00001]$R=\frac{\left(\text{Total Shaft Power =}{P}_{SHAFT}\right)}{\left({\text{Total Electrical Power Generated = P}}_{EM1}\right)}$

is in a range of between 0.005 and 0.020.

This invention concerns an aircraft propulsion system in which an engine has an engine core comprising a compressor, a combustor and a turbine driven by a flow of combustion products of the combustor. At least one propulsive fan generates a mass flow of air to propel the aircraft. An electrical energy store is provided on board the aircraft. At least one electric motor is arranged to drive the propulsive fan and the engine core compressor. A controller controls the at least one electric motor to mitigate the creation of a contrail caused by the engine combustion products by altering the ratio of the mass flow of air by the propulsive fan to the flow of combustion products of the combustor. The at least one electric motor is controlled so as to selectively drive both the propulsive fan and engine core compressor.

This invention concerns an aircraft propulsion system in which an engine has an engine core comprising a compressor, a combustor and a turbine driven by a flow of combustion products of the combustor. At least one propulsive fan generates a mass flow of air to propel the aircraft. An electrical energy store is provided on board the aircraft. At least one electric motor is arranged to drive the propulsive fan and the engine core compressor. A controller controls the at least one electric motor to mitigate the creation of a contrail caused by the engine combustion products by altering the ratio of the mass flow of air by the propulsive fan to the flow of combustion products of the combustor. The at least one electric motor is controlled so as to selectively drive both the propulsive fan and engine core compressor.

A gas turbine engine for an aircraft comprises, in axial flow sequence, a compressor module, a combustor module, and a turbine module, with a first electric machine being rotationally connected to the turbine module. The first electrical machine is configured to generate a maximum electrical power P.sub.EM1 (W), and the gas turbine engine is configured to generate a maximum dry thrust T (N); and a ratio S of:

S=(Maximum Electrical Power Generated=P.sub.EM1)/(Maximum Dry Thrust=T)

is in a range of between 2.0 and 10.0.

A power generation system includes a shroud that defines a fluid flow path. A gas turbine engine is in the fluid flow path, and the gas turbine engine includes a compressor, a combustor downstream from the compressor, and a turbine downstream from the combustor. An electric generator is in the fluid flow path upstream from the turbine, and the electric generator includes a rotor coaxially aligned with the turbine. A plurality of non-lubricated bearings rotatably support the gas turbine engine.

A hybrid electric propulsion system includes a gas turbine engine having a low speed spool and a high speed spool. The low speed spool includes a low pressure compressor and turbine, and the high speed spool includes a high pressure compressor and turbine. The hybrid electric propulsion system includes an electric generator configured to extract power from the low speed spool, an electric motor configured to augment rotational power of the high speed spool, and a controller. The controller is operable to determine a target operating condition of the low pressure compressor to achieve a compressor stability margin in the gas turbine engine, determine a current operating condition of the low pressure compressor, and control a power transfer between the electric generator of the low speed spool and the electric motor of the high speed spool to adjust the current operating condition based on the target operating condition.

An aspect includes a method of variable cycle compensation in a gas turbine engine. An electric component can be adjusted to compensate for a power change induced by an actuation system by operating the electric component as an electric motor to compensate for an increase in power absorption or a decrease in power production of a turbomachinery of the gas turbine engine. The actuation system is configured to adjust a variable cycle of the turbomachinery by adjusting power absorption or power production, and the electric component can be configured to add or subtract torque to a shaft of the gas turbine engine. The electric component can be operated as an electric generator to compensate for an increase in power production or a decrease in power absorption of the turbomachinery.

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