A propulsion system is provided for an aircraft. This propulsion system includes a geartrain, a propulsor rotor, a turbine engine core, an electric machine and an accessory gearbox system. The propulsor rotor is disposed to a first side of the geartrain. The turbine engine core is disposed to a second side of the geartrain. The turbine engine core is operatively coupled to the propulsor rotor through the geartrain. The electric machine is disposed to the second side of the geartrain. The electric machine is operatively coupled to the propulsor rotor and/or the turbine engine core through the geartrain. The accessory gearbox system is operatively coupled to the turbine engine core. The accessory gearbox system is circumferentially offset from the electric machine about a centerline axis of the turbine engine core. The accessory gearbox system axially overlaps the electric machine along the centerline axis of the turbine engine core.

An aircraft propulsion system includes an engine, an electric machine, and a gearbox. The gearbox includes an output shaft with an axis, an electric machine drive gear mounted on the output shaft and driven by the electric machine, and an engine drive gear couplable with the output shaft by a clutch assembly. The clutch assembly includes a first coupling assembly, a second coupling assembly, and a magnetic alignment system. The first coupling assembly includes a first body mounted on the engine drive gear. The second coupling assembly includes a sliding coupling housing mounted on the output shaft and movable between first and second positions. A second body is mounted on the housing. The second body is disengaged from the first in the first position and engaged in the second. The magnetic alignment system includes magnets on the bodies that couple magnetically in the second position.

An aircraft propulsion system includes an engine, an electric machine, and a gearbox. The gearbox includes an output shaft with an axis, an electric machine drive gear mounted on the output shaft and driven by the electric machine, and an engine drive gear couplable with the output shaft by a clutch assembly. The clutch assembly includes a first coupling assembly, a second coupling assembly, and a magnetic alignment system. The first coupling assembly includes a first body mounted on the engine drive gear. The second coupling assembly includes a sliding coupling housing mounted on the output shaft and movable between first and second positions. A second body is mounted on the housing. The second body is disengaged from the first in the first position and engaged in the second. The magnetic alignment system includes magnets on the bodies that couple magnetically in the second position.

A propulsion system is provided for an aircraft. This propulsion system includes a propulsor rotor, a drivetrain, a first power unit and a second power unit. The drivetrain is coupled to the propulsor rotor. The first power unit includes a first overrunning clutch and a first electric motor. The first overrunning clutch is configured to selectively couple the first electric motor to the drivetrain. The first electric motor is configured to drive rotation of the propulsor rotor through the first overrunning clutch and the drivetrain. The second power unit includes a second overrunning clutch and a second electric motor. The second overrunning clutch is configured to selectively couple the second electric motor to the drivetrain. The second electric motor is configured to drive the rotation of the propulsor rotor through the second overrunning clutch and the drivetrain.

A propulsion system is provided for an aircraft. This propulsion system includes a propulsor rotor, a drivetrain, a first power unit and a second power unit. The drivetrain is coupled to the propulsor rotor. The first power unit includes a first overrunning clutch and a first electric motor. The first overrunning clutch is configured to selectively couple the first electric motor to the drivetrain. The first electric motor is configured to drive rotation of the propulsor rotor through the first overrunning clutch and the drivetrain. The second power unit includes a second overrunning clutch and a second electric motor. The second overrunning clutch is configured to selectively couple the second electric motor to the drivetrain. The second electric motor is configured to drive the rotation of the propulsor rotor through the second overrunning clutch and the drivetrain.

An assembly for an aircraft includes a power system and a monitoring system. The power system includes an electric power source, an electric motor and a motor controller electrically coupled between the electric power source and the electric motor. The motor controller is configured to regulate a flow of electricity from the electric power source to the electric motor. The electric motor is configured to drive rotation of a rotating component. The monitoring system is configured to determine an electric power output parameter, a mechanical power output parameter and an efficiency parameter based on the electric power output parameter and the mechanical power output parameter. The electric power output parameter is indicative of an electric power drawn by the electric motor through the motor controller from the electric power source. The mechanical power output parameter is indicative of a mechanical power received by the rotating component from the electric motor.

An assembly for an aircraft powerplant includes a first powerplant component, a differential geartrain, a first clutch, a second clutch and a first turbine engine. The first powerplant component includes a first component rotor. The differential geartrain includes a first geartrain component and a second geartrain component. The first clutch is configured to operatively couple the first geartrain component to the first component rotor during a first mode. The first clutch is configured to operatively decouple the first geartrain component from the first component rotor during a second mode. The second clutch is configured to operatively decouple the second geartrain component from the first component rotor during the first mode. The second clutch is configured to operatively couple the second geartrain component to the first component rotor during the second mode. The first turbine engine includes a first engine rotating structure operatively coupled to the second geartrain component.

An assembly for an aircraft powerplant includes a first powerplant component, a differential geartrain, a first clutch, a second clutch and a first turbine engine. The first powerplant component includes a first component rotor. The differential geartrain includes a first geartrain component and a second geartrain component. The first clutch is configured to operatively couple the first geartrain component to the first component rotor during a first mode. The first clutch is configured to operatively decouple the first geartrain component from the first component rotor during a second mode. The second clutch is configured to operatively decouple the second geartrain component from the first component rotor during the first mode. The second clutch is configured to operatively couple the second geartrain component to the first component rotor during the second mode. The first turbine engine includes a first engine rotating structure operatively coupled to the second geartrain component.

Systems and techniques for controlling a power distribution of a hybrid powertrain system using magnetorheological (MR) clutches. In embodiments, MR clutches may be used to control the power transfer from a mechanical power source to a plurality of loads. For example, mechanical power produced by a mechanical power source (e.g., an internal combustion engine (ICE)) may be transferred to each load of the plurality of loads using an MR clutch respectively connected to each load. In this example, the amount of mechanical power transferred from the mechanical power source to each of the loads of the plurality of loads may be controlled and/or managed using the MR clutch connected to each respective load. In embodiments, a load may be engaged or disengaged from the mechanical power source gradually, such as by ramping up or ramping down the amount of mechanical power transferred via the MR clutch to the load.

Systems and techniques for controlling a power distribution of a hybrid powertrain system using magnetorheological (MR) clutches. In embodiments, MR clutches may be used to control the power transfer from a mechanical power source to a plurality of loads. For example, mechanical power produced by a mechanical power source (e.g., an internal combustion engine (ICE)) may be transferred to each load of the plurality of loads using an MR clutch respectively connected to each load. In this example, the amount of mechanical power transferred from the mechanical power source to each of the loads of the plurality of loads may be controlled and/or managed using the MR clutch connected to each respective load. In embodiments, a load may be engaged or disengaged from the mechanical power source gradually, such as by ramping up or ramping down the amount of mechanical power transferred via the MR clutch to the load.