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• Decoupling of the propulsive device from the power- producing device. This is the major departure from the current state-of-art aircraft vehicle/engine design, possibly enabling unprecedented performance and design flexibility of the air vehicles. The turbine-engine-driven generators and the electric-motor-driven fans can be located at their optimum locations in the aircraft to maximize total vehicle performance and operation. • High fuel efficiency due to high EBPR. EBPR is defined as the ratio of mass flow through all fans to the mass flow through the engine cores. • Speed of the power turbine shaft in the turbine engine independent of the propulsor shaft speed—the electrical system functions as a gearbox with an arbitrary gear ratio. With the addition of power electronics, the two shaft speeds can change independently, giving the effect of a variable ratio gearbox. This allows the shaft speed of the power turbine in the core engine to be optimized without the usual concern that a low fan pressure ratio requires a low engine shaft speed (because of blade tip speed constraints), which increases the size and weight of the power turbine in direct- drive turbofan engines. • Minimal engine core jet noise due to maximum energy extraction to provide power to remotely located fans. • Symmetric thrust in the event of a turbine engine or generator failure. All fan modules could continue operating at a reduced but symmetric thrust with the electric power from the remaining turbogenerator using a common bus network. • Asymmetric fan thrust available for yaw control because of the fast response electric motors. The fan power, and hence thrust, on one side of the aircraft can be increased and that on the opposite side reduced, keeping the total power from the turboelectric generators constant. Thus, the total thrust can remain constant while yawing the vehicle. • Use of alternative fuel, for example, hydrogen or electrical power sources such as fuel cells. Cryogenic hydrogen, used as fuel, could provide the required cooling to maintain superconductivity in the electric generators and motors. • Large electrical power off-take capability for in-flight and ground use. Furthermore, the following are identified as possible “vehicle specific” advantages for the currently proposed propulsion concept: • Lower TSFC with large engines and electrically driven multiple fans than with the multiple small turbofans used in the baseline CESTOL configuration • Higher propulsive efficiency via continuous spanwide boundary layer flow ingestion and wake fill-in with the fan thrust stream 5PDF Image | Distributed TurboElectric Propulsion for Hybrid Wing Aircraft
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