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One embodiment of the present invention is a unique aircraft. Another embodiment is a unique aircraft propulsion system. Still another embodiment is a unique system for taxiing an aircraft without starting one or more main aircraft propulsion engines. Other embodiments include apparatuses, systems,

One embodiment of the present invention is a unique aircraft. Another embodiment is a unique aircraft propulsion system. Still another embodiment is a unique system for taxiing an aircraft without starting one or more main aircraft propulsion engines. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for aircraft taxiing and propulsion systems. Further embodiments, forms, features, aspects, benefits, and advantages of the present application will become apparent from the description and figures provided herewith.

대표청구항 ▼

1. A propulsion system for an aircraft, comprising: a gas turbine engine having at least a high pressure (HP) spool and a low pressure (LP) spool, wherein the LP spool is operative to drive a propulsor; anda hybrid auxiliary power unit (APU) mechanically coupled to both the HP spool and the LP spool

1. A propulsion system for an aircraft, comprising: a gas turbine engine having at least a high pressure (HP) spool and a low pressure (LP) spool, wherein the LP spool is operative to drive a propulsor; anda hybrid auxiliary power unit (APU) mechanically coupled to both the HP spool and the LP spool, wherein the hybrid APU includes an APU compressor; an APU turbine; and a fuel cell fluidly disposed between the APU compressor and the APU turbine, wherein the fuel cell is operative to receive as an oxidant air pressurized by the APU compressor; to generate electrical power using a fuel and the oxidant; to heat the air pressurized by the APU compressor; and to discharge the heated pressurized air into the APU turbine, wherein the hybrid APU is operative to supply rotational power to both the HP spool and the LP spool at the same time. 2. The propulsion system of claim 1, wherein the hybrid APU further includes a start-up combustor fluidly disposed between the APU compressor and the APU turbine; and wherein the start-up combustor is configured to add heat to the air pressurized by the APU compressor for discharge into the APU turbine. 3. The propulsion system of claim 1, wherein the gas turbine engine includes a gearbox; and wherein the hybrid APU is mounted on the gearbox. 4. The propulsion system of claim 1, further comprising a transmission mechanically disposed between the hybrid APU and one of the HP spool and the LP spool, wherein the transmission is operative to vary the speed of the one of the HP spool and the LP spool relative to the other of the HP spool and the LP spool. 5. The propulsion system of claim 4, wherein the transmission is a continuously variable transmission. 6. The propulsion system of claim 4, wherein the transmission is mechanically disposed between the hybrid APU and the HP spool; and wherein the transmission is operative to vary the speed of the HP spool relative to the LP spool. 7. The propulsion system of claim 4, further comprising a controller configured to execute program instructions to control the transmission to vary a speed ratio between the HP spool and the LP spool to reduce internal drag in the gas turbine engine. 8. The propulsion system of claim 4, wherein the transmission is operative to selectively engage the one of the HP spool and the LP spool with the hybrid APU and to selectively disengage the one of the HP spool and the LP spool from the hybrid APU. 9. The propulsion system of claim 1, further comprising a reformer in fluid communication with the fuel cell, wherein the reformer is operative to reform aircraft fuel into syngas for use in the fuel cell. 10. An aircraft, comprising: a fuselage;an empennage coupled to the fuselage;a plurality of wings coupled to the fuselage; andat least one propulsion system, including: a gas turbine engine having at least a high pressure (HP) spool and a low pressure (LP) spool, wherein the LP spool is operative to drive a propulsor; and wherein the gas turbine engine is coupled to at least one of the fuselage, the empennage and at least one of the plurality of wings;a hybrid auxiliary power unit (APU) mechanically coupled to both the HP spool and the LP spool, wherein the hybrid APU includes an output reduction gearbox, an APU compressor; an APU turbine; and a fuel cell fluidly disposed between the APU compressor and the APU turbine, wherein the fuel cell is operative to receive as an oxidant air pressurized by the APU compressor; to generate electrical power using a fuel and the oxidant; to heat the air pressurized by the APU compressor; and to discharge the heated pressurized air into the APU turbine; and wherein the hybrid APU is operative to supply rotational power to both the high pressure spool and the low pressure spool at the same time; anda shafting system mechanically coupling both the HP spool and the LP spool to the output reduction gearbox, wherein the hybrid APU is operative to supply rotational power to both the HP spool and the LP spool via the shafting system and the output reduction gearbox. 11. The aircraft of claim 10, wherein the hybrid APU is operative to provide power to the LP spool for generating thrust via the propulsor for taxiing the aircraft without having started the gas turbine engine. 12. The aircraft of claim 10, further comprising a clutch operative to selectively engage and to disengage the hybrid APU from the LP spool. 13. The aircraft of claim 10, wherein the fuel cell is configured to generate electrical power for use by the aircraft during ground operations and/or flight operations. 14. The aircraft of claim 10, wherein the hybrid APU is configured to start the gas turbine engine by supplying mechanical power to rotate the HP spool. 15. The aircraft of claim 10, wherein the hybrid APU is configured to start the gas turbine engine by supplying electrical power to rotate the HP spool. 16. The aircraft of claim 10, further comprising an APU electrical machine mechanically coupled to and powered by the hybrid APU. 17. The aircraft of claim 16, wherein the APU electrical machine is configured to generate electrical power for use by the aircraft during ground operations and/or flight operations. 18. The aircraft of claim 10, wherein the hybrid APU generates an exhaust; and wherein the exhaust is supplied to the gas turbine engine to warm up the gas turbine engine prior to starting the gas turbine engine. 19. The propulsion system of claim 10, wherein the propulsor is a turbofan of the gas turbine engine. 20. The system of claim 19, further comprising means for varying a rotational speed of one of the high pressure spool and the low pressure spool relative to the rotational speed of the other of the high pressure spool and the low pressure spool. 21. A system, comprising: a gas turbine engine having at least a high pressure (HP) spool and a low pressure (LP) spool, wherein the LP spool is operative to drive a propulsor; andmeans for supplying mechanical power from a hybrid APU to both the high pressure spool and the low pressure spool, wherein the means for supplying mechanical power is operative to supply rotational power to both the HP spool and the LP spool at the same time,wherein the hybrid APU includes an APU compressor; an APU turbine; and a fuel cell fluidly disposed between the APU compressor and the APU turbine, wherein the fuel cell is operative to receive as an oxidant air pressurized by the APU compressor; to generate electrical power using a fuel and the oxidant; to heat the air pressurized by the APU compressor; and to discharge the heated pressurized air into the APU turbine.