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WO2023084297A1 - Hybrid engine construction in the form of consecutive (contra-rotating) propellers for use in propeller light aircraft - Google Patents

Hybrid engine construction in the form of consecutive (contra-rotating) propellers for use in propeller light aircraft Download PDF

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Publication number
WO2023084297A1
WO2023084297A1 PCT/IB2021/060538 IB2021060538W WO2023084297A1 WO 2023084297 A1 WO2023084297 A1 WO 2023084297A1 IB 2021060538 W IB2021060538 W IB 2021060538W WO 2023084297 A1 WO2023084297 A1 WO 2023084297A1
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WO
WIPO (PCT)
Prior art keywords
fuel
electric motor
propeller
engine
motor
Prior art date
Application number
PCT/IB2021/060538
Other languages
French (fr)
Inventor
Majid HAZERI
Hamzeh ROSHDI FERDOSI
Original Assignee
Hazeri Majid
Roshdi Ferdosi Hamzeh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hazeri Majid, Roshdi Ferdosi Hamzeh filed Critical Hazeri Majid
Priority to PCT/IB2021/060538 priority Critical patent/WO2023084297A1/en
Publication of WO2023084297A1 publication Critical patent/WO2023084297A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/46—Arrangements of, or constructional features peculiar to, multiple propellers
    • B64C11/48—Units of two or more coaxial propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/026—Aircraft characterised by the type or position of power plants comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
    • B64D35/04—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors
    • B64D35/06—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors the propellers or rotors being counter-rotating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D2027/005—Aircraft with an unducted turbofan comprising contra-rotating rotors, e.g. contra-rotating open rotors [CROR]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • this system could be an alternative to traditional fuel engines.
  • the system works by connecting the fuel motor to the front propeller via a series of shafts and bearings that pass through the electric motor. It revolves in the same direction as the engine (possibly counterclockwise).
  • the parallel system hybrid aircraft can takeoff with the internal combustion engine and climb to a cruising altitude.
  • the internal combustion engine then can be turned off and the electric motor turned on to power the aircraft's propeller.
  • the aircraft is capable of alternating operation between the electric motor and internal combustion engine as often as required at altitude.
  • the aircraft can be landed using either the internal combustion engine or the electric motor.
  • the transition of power from the internal combustion engine to the electric motor and back is performed through a hybrid clutch and pulley assembly that interconnects the internal combustion engine propeller flange to the propeller driveshaft.
  • the electric motor is connected to the hybrid assembly through belts and sheaves.
  • the electric motor throttle is controlled in the cockpit.
  • the electric motor can also act as a generator when needed.
  • the starter system by removing the starter system and replacing it with a simple gearbox as the interface between the electric motor and the fuel motor, we use the electric motor as a starter when the fuel motor is off and as a large generator when it is on.
  • the transition of power from the internal combustion engine to the electric motor and back is performed through a hybrid clutch assembly that interconnects the internal combustion engine propeller flange to the propeller driveshaft.
  • the hybrid clutch assembly independently allows either the internal combustion engine or the electric motor in parallel to power the aircraft's propeller.
  • the hybrid clutch assembly includes a hybrid clutch, a drive belt housing, a hybrid clutch assembly shaft, and an adapter plate. The hybrid clutch assembly is inserted between the internal combustion engine and the propeller of an aircraft.
  • the fuel motor equals and rotates the next propeller in the opposite direction of the fuel motor, and by considering another clutch system to disconnect the rear propeller and the electric motor, the electric motor can also be removed when not needed.
  • by removing the starter system and replacing it with a simple gearbox it is used as an interface between the electric motor and the fuel motor.
  • the electric motor is used as a starter when the fuel motor is off and as a large generator when it is on.
  • Hybrid propulsive engine including at least one independently rotatable propeller/fan
  • a hybrid propulsive technique includes providing at least some first thrust associated with a flow of a working fluid through at least a portion of an at least one axial flow jet engine.
  • the hybrid propulsive technique includes extracting energy from the working fluid that is at least partially converted into electrical power, and converting at least a portion of the electrical power to torque.
  • the hybrid propulsive technique further includes rotating an at least one independently rotatable propeller/fan of at least one rotatable propeller/fan assembly at least partially responsive to the converting the at least a portion of the electrical power to torque, wherein the rotating of the at least one independently rotatable propeller/fan of the at least one rotatable propeller/fan assembly is arranged to produce at least some second thrust.
  • the aircraft may have a tail with landing mounts to support the aircraft in a vertical position for takeoff and landing.
  • the aircraft may have a hybrid propulsion system including an electric power source, such as a generator and an electric motor, and a prime power subsystem, such as an internal combustion engine.
  • the electric and prime power subsystems may be used controllably in varying amounts depending on the phase of flight, such as takeoff, horizontal flight, landing, or maneuvers.
  • the aircraft may have blades with piezo elements to provide shape-changing capability to the blade.
  • the shape of the blade such as the pitch and/or twist, may be controllably changed for optimal efficiency with the blade depending on phase of flight.
  • the blade shape may be changed from a rotor-like shape during takeoff and landing, to a propeller-like shape during horizontal flight.
  • the present invention is a hybrid engine for light propeller aircraft with a sequential propeller system and a combined fuel of electric energy and super gasoline. Attaches to the front and turns it in the direction of the engine rotation (possibly counterclockwise).
  • the motors are operated sequentially in one location and with successive propellers, and the motors can also operate separately, and the electric motor can also act as a generator when needed, and....
  • the fuel engine used in this system will provide half of the power required by the aircraft, with the remainder supplied by the electric motor.
  • the battery compartments will also be equivalent to the aircraft's conventional fuel weight. Which can provide the required power for the stated distance for the electric motor (which must be charged prior to flight), and the fuel chamber will be installed in proportion to the need for the fuel motor.
  • Electric planes are propelled by electric motors rather than internal combustion engines, which can be powered by batteries, fuel cells, or solar cells.
  • the benefits of designing aircraft with electric motors include reduced pollution and a significant reduction in the contribution of air transport to greenhouse gas emissions.
  • this system could be an alternative to traditional fuel engines.
  • the system works by connecting the fuel motor to the front propeller via a series of shafts and bearings that pass through the electric motor. It revolves in the same direction as the engine (possibly counterclockwise).
  • a clutch system at the beginning of this system separates the driving force from the propeller when the propeller does not need to be rotated. Following that is an electric motor with a hollow shaft whose power, rotation speed, and torque are comparable to those of the fuel motor, and the next propeller rotates in the opposite direction as the fuel motor. Both motors direct the airflow backwards and in the opposite direction of the plane by taking into account the different steps of the two propellers (puller & pusher).
  • the electric motor can also be removed in cases where it is not required by considering another clutch system to disconnect the rear propeller and the electric motor.
  • the fuel engine used in this system will provide half of the power required by the aircraft, with the remainder supplied by the electric motor.
  • the battery compartments will also be equivalent to the aircraft's conventional fuel weight. Which can provide the required power for the stated distance for the electric motor (which must be charged prior to flight), and the fuel chamber will be installed in proportion to the need for the fuel motor
  • the price of used fuel can be up to one-fifth that of new fuel.
  • the system works by connecting the fuel engine to the front propeller via a series of shafts and bearings that pass through the electric motor and rotate it in the direction of engine rotation (possibly counterclockwise).
  • a clutch system at the beginning of this system separates the driving force from the propeller when the propeller does not need to be rotated.
  • the next propeller is rotated in the opposite direction of the fuel engine by an electric motor with a hollow shaft. (Taking into account the different steps of the two propellers in the form of a puller and a pusher.).
  • the electric motor can also be removed in cases where it is not required by considering another clutch system to disconnect the rear propeller and the electric motor.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

As a hybrid system with a combination of fuel and electric motors, this system could be an alternative to traditional fuel engines. The system works by connecting the fuel motor to the front propeller via a series of shafts and bearings that pass through the electric motor. It revolves in the same direction as the engine (possibly counterclockwise).

Description

Hybrid engine construction in the form of consecutive (contra-rotating) propellers for use in propeller light aircraft
As a hybrid system with a combination of fuel and electric motors, this system could be an alternative to traditional fuel engines. The system works by connecting the fuel motor to the front propeller via a series of shafts and bearings that pass through the electric motor. It revolves in the same direction as the engine (possibly counterclockwise).
Units of two or more coaxial propellers (B64C 11/48) - for indicating aircraft presence (B64D 47/06) - with provision for separate direct mechanical propulsion (B60L 50/16)
According to research, inventions in the field of hybrid engines for aircraft have been made in similar foreign models, but due to the operation and basis of operation of this system, similarity with them (except for the combined use of fuel and gasoline engines) was not found, most cases Similarly, two electric and fuel motors have been designed in two different places and separately, but in this invention, the motors have been operated one after the other in one place with successive propellers, at the same time the motors have the ability to operate separately. They also have, the electric motor can also act as a generator when needed. Below are some of the similar cases found.
Hybrid assembly for an aircraft
United States Patent 9102326
A propeller driven aircraft powered by either an internal combustion engine or an electric motor. The parallel system hybrid aircraft can takeoff with the internal combustion engine and climb to a cruising altitude. The internal combustion engine then can be turned off and the electric motor turned on to power the aircraft's propeller. The aircraft is capable of alternating operation between the electric motor and internal combustion engine as often as required at altitude. The aircraft can be landed using either the internal combustion engine or the electric motor. The transition of power from the internal combustion engine to the electric motor and back is performed through a hybrid clutch and pulley assembly that interconnects the internal combustion engine propeller flange to the propeller driveshaft. The electric motor is connected to the hybrid assembly through belts and sheaves. The electric motor throttle is controlled in the cockpit.
While in this invention the motors were operated one after the other in one place with the propellers in a row, and at the same time the motors have the ability to operate separately, the electric motor can also act as a generator when needed. On the other hand, by removing the starter system and replacing it with a simple gearbox as the interface between the electric motor and the fuel motor, we use the electric motor as a starter when the fuel motor is off and as a large generator when it is on.
HYBRID AIRCRAFT AND METHOD FOR IN FLIGHT OPERATION
European Patent EP2964524 Kind Code: B1
A propeller driven hybrid aircraft powered by either an internal combustion engine or an electric motor. The transition of power from the internal combustion engine to the electric motor and back is performed through a hybrid clutch assembly that interconnects the internal combustion engine propeller flange to the propeller driveshaft. The hybrid clutch assembly independently allows either the internal combustion engine or the electric motor in parallel to power the aircraft's propeller. The hybrid clutch assembly includes a hybrid clutch, a drive belt housing, a hybrid clutch assembly shaft, and an adapter plate. The hybrid clutch assembly is inserted between the internal combustion engine and the propeller of an aircraft.
While in the present invention there is a clutch system that separates the driving force of the motor from the propeller when there is no need to rotate the propeller, and then there is an electric motor with a hollow shaft whose power, rotational speed and torque are relatively The fuel motor equals and rotates the next propeller in the opposite direction of the fuel motor, and by considering another clutch system to disconnect the rear propeller and the electric motor, the electric motor can also be removed when not needed. on the other hand, by removing the starter system and replacing it with a simple gearbox, it is used as an interface between the electric motor and the fuel motor. The electric motor is used as a starter when the fuel motor is off and as a large generator when it is on.
Hybrid propulsive engine including at least one independently rotatable propeller/fan
United States Patent 8857191
A hybrid propulsive technique includes providing at least some first thrust associated with a flow of a working fluid through at least a portion of an at least one axial flow jet engine. The hybrid propulsive technique includes extracting energy from the working fluid that is at least partially converted into electrical power, and converting at least a portion of the electrical power to torque. The hybrid propulsive technique further includes rotating an at least one independently rotatable propeller/fan of at least one rotatable propeller/fan assembly at least partially responsive to the converting the at least a portion of the electrical power to torque, wherein the rotating of the at least one independently rotatable propeller/fan of the at least one rotatable propeller/fan assembly is arranged to produce at least some second thrust.
In this invention, an attempt has been made to create a hybrid engine from two electric and fuel motors in the form of consecutive propellers to obtain an alternative to conventional fuel engines. The electric motor passes to the front propeller and rotates it in the direction of rotation of the motor (possibly counterclockwise).
Tail-Sitter Aircraft with Hybrid Propulsion
United States Patent Application 20190118943 Kind Code: A1
Features for a tail-sitter aircraft having efficiently designed propulsive elements are disclosed. The aircraft may have a tail with landing mounts to support the aircraft in a vertical position for takeoff and landing. The aircraft may have a hybrid propulsion system including an electric power source, such as a generator and an electric motor, and a prime power subsystem, such as an internal combustion engine. The electric and prime power subsystems may be used controllably in varying amounts depending on the phase of flight, such as takeoff, horizontal flight, landing, or maneuvers. The aircraft may have blades with piezo elements to provide shape-changing capability to the blade. The shape of the blade, such as the pitch and/or twist, may be controllably changed for optimal efficiency with the blade depending on phase of flight. The blade shape may be changed from a rotor-like shape during takeoff and landing, to a propeller-like shape during horizontal flight.
The present invention is a hybrid engine for light propeller aircraft with a sequential propeller system and a combined fuel of electric energy and super gasoline. Attaches to the front and turns it in the direction of the engine rotation (possibly counterclockwise).
Because of the limited capacity of batteries as aircraft weight increases, it is not possible to fully utilize the electric motor in these aircraft, so in this invention, by adding an electric motor to the system, the consumption and type of fuel is significantly changed. In this invention, the motors are operated sequentially in one location and with successive propellers, and the motors can also operate separately, and the electric motor can also act as a generator when needed, and....
The fuel engine used in this system will provide half of the power required by the aircraft, with the remainder supplied by the electric motor. The battery compartments will also be equivalent to the aircraft's conventional fuel weight. Which can provide the required power for the stated distance for the electric motor (which must be charged prior to flight), and the fuel chamber will be installed in proportion to the need for the fuel motor.
Given the current global situation and the possibility of future scarcity of fossil fuels posing a problem for the world, particularly in the field of transportation, the importance of research, investment, and development of electric aircraft will be doubled. Electric planes are propelled by electric motors rather than internal combustion engines, which can be powered by batteries, fuel cells, or solar cells. The benefits of designing aircraft with electric motors include reduced pollution and a significant reduction in the contribution of air transport to greenhouse gas emissions.
Because of the limited capacity of batteries as aircraft weight increases, it is not possible to fully utilize the electric motor in these aircraft; therefore, in this invention, we attempted to significantly change the consumption and type of fuel by adding an electric motor to the system (Consumption is halved and the type of fuel changes from special gasoline for aircraft to super gasoline, which is much better in terms of price and availability.) It also outperforms conventional fuel engines in terms of cost and environmental impact. Because of its electric motor, it is safer in flight than many conventional fuel engines. The only disadvantage and challenge that can be mentioned here is the lower operating range (bounds) of this type of engine with conventional fuel engines, which, of course, we were able to achieve an acceptable range compared to conventional aircraft, making it an ideal aircraft for flights under 300 km (range of about 1000 km for conventional aircraft)
Solution of problem
As a hybrid system with a combination of fuel and electric motors, this system could be an alternative to traditional fuel engines. The system works by connecting the fuel motor to the front propeller via a series of shafts and bearings that pass through the electric motor. It revolves in the same direction as the engine (possibly counterclockwise).
A clutch system at the beginning of this system separates the driving force from the propeller when the propeller does not need to be rotated. Following that is an electric motor with a hollow shaft whose power, rotation speed, and torque are comparable to those of the fuel motor, and the next propeller rotates in the opposite direction as the fuel motor. Both motors direct the airflow backwards and in the opposite direction of the plane by taking into account the different steps of the two propellers (puller & pusher).
The electric motor can also be removed in cases where it is not required by considering another clutch system to disconnect the rear propeller and the electric motor.
If you do not need to use all of the engine's power or work, you can replace the conventional fuel engine alternator with a larger alternator (equivalent to the weight of the previous alternator and the removed battery) and its coupling with the electric motor via a simple CVT gearbox. By shifting the fuel engine into neutral and adjusting the gear ratios via the CVT gearbox, the fuel engine can be used as a power generator with the least amount of energy loss.
By removing the starter system and replacing it with a simple gearbox as the interface between the electric motor and the fuel motor, we can use the electric motor as a starter when the fuel motor is turned off and as a large generator when it is turned on.
The fuel engine used in this system will provide half of the power required by the aircraft, with the remainder supplied by the electric motor. The battery compartments will also be equivalent to the aircraft's conventional fuel weight. Which can provide the required power for the stated distance for the electric motor (which must be charged prior to flight), and the fuel chamber will be installed in proportion to the need for the fuel motor
Advantage effects of invention
1.Fuel consumption is approximately half that of conventional fuel engines.
2.The price of used fuel can be up to one-fifth that of new fuel.
3.Access to fuel is much easier than it is for regular planes. Super gasoline as opposed to 100LL gasoline))
4.Less pollution of the environment
5.More secure than engine shutdown or failure (despite an electric motor)
6. Probably makes less noise than a high-powered gasoline engine.
7- Finally, a significant reduction in travel costs for distances of less than 300 kilometers without interruption.
: Overview and technical of Hybrid engine construction in the form of consecutive (contra-rotating) propellers for use in propeller light aircraft
: parts of Main shaft, propeller, motor propellers, First part of starter and Second part of starter
: General and side view of the fuselage including: Cessna 172 half fuselage and wing, Complete hybrid engine, About 30L fuel tank, About 60kwh li-on battery pack
: 1. Rotax 912/ 912S engine 2. Electric motor main stand 3. Gas engine gear for start/ generator 4. Constant generator with CVT gear 5. First pinion for starter/ generator system 6. First bearing for starter/generator system 7. Shaft for starter/generator system 8. Second bearing for starter/generator system 9. Second pinion for starter/generator system 10. Slave pulley for Constant generator with CVT gear 11. Belt for Constant generator with CVT gear 12. Master pulley for Constant generator with CVT gear 13. First part of clutch system for gas engine 14. First Bearing for gas engine clutch system 15. Gas engine clutch actuators (left and right) 16. Second part of gas engine clutch 17. Base frame of gas clutch system 18. Second bearing for gas engine clutch system 19. Electric motor/ generator gear for start/generator 20. First Bearing for gas engine shaft 21. Electric motor/ generator with hollow shaft 22. Second bearing for gas engine shaft 23. First part of electric motor clutch system 24. Nut for adjusting electric motor clutch system 25. Second part of electric motor clutch system 26. Second chassis for electric motor and other parts 27. Actuators of electric motor clutch system (left/right) 28. Bearing for electric motor clutch 29. Base frame of electric motor clutch 30. Main shaft for gas engine 31. Nut for adjusting the distance between propellers 32. Electric motor propellers with reverse pitch 33. Gas engine propeller 34. First part of starter/ generator actuator 35. Second part of starter/ generator actuator
: parts of Main shaft, propeller, motor propellers, First part of starter and Second part of starter
: 37. Cessna 172 half fuselage and wing 38. Complete hybrid engine 39. About 30L fuel tank 40. About 60kwh li-on battery pack
Examples
The system works by connecting the fuel engine to the front propeller via a series of shafts and bearings that pass through the electric motor and rotate it in the direction of engine rotation (possibly counterclockwise). A clutch system at the beginning of this system separates the driving force from the propeller when the propeller does not need to be rotated. The next propeller is rotated in the opposite direction of the fuel engine by an electric motor with a hollow shaft. (Taking into account the different steps of the two propellers in the form of a puller and a pusher.). The electric motor can also be removed in cases where it is not required by considering another clutch system to disconnect the rear propeller and the electric motor.
The construction of hybrid engines with a combination of propeller systems and a combination of electric fuel and super gasoline is of particular importance in the aerospace and aircraft industries.

Claims (8)

  1. A hybrid engine construction in the form of consecutive (contra-rotating) propellers that a hybrid system with a combination of fuel and electric motors. The system works by connecting the fuel motor to the front propeller via a series of shafts and bearings that pass through the electric motor. It revolves in the same direction as the engine (possibly counterclockwise). This system includes the following components: propeller, electric motor, shaft, fuel engine, clutch system, CVT gearbox, starter system.
  2. According to claim 1, A clutch system at the beginning of this system separates the driving force from the propeller when the propeller does not need to be rotated.
  3. According to claim 2, An electric motor with a hollow shaft whose power, rotation speed, and torque are comparable to those of the fuel motor, and the next propeller rotates in the opposite direction as the fuel motor. Both motors direct the airflow backwards and in the opposite direction of the plane by taking into account the different steps of the two propellers (puller & pusher).
  4. According to claim 3, The electric motor can also be removed in cases where it is not required by considering another clutch system to disconnect the rear propeller and the electric motor.
  5. According to claim 4, If do not need to use all of the engine's power or work, can replace the conventional fuel engine alternator with a larger alternator and its coupling with the electric motor via a simple CVT gearbox. By shifting the fuel engine into neutral and adjusting the gear ratios via the CVT gearbox, the fuel engine can be used as a power generator with the least amount of energy loss.
  6. According to claim 5, by removing the starter system and replacing it with a simple gearbox as the interface between the electric motor and the fuel motor, we can use the electric motor as a starter when the fuel motor is turned off and as a large generator when it is turned on.
  7. According to claim 6, The fuel engine used in this system will provide half of the power required by the aircraft, with the remainder supplied by the electric motor.
  8. According to claim 7, The battery compartments will also be equivalent to the aircraft's conventional fuel weight. Which can provide the required power for the stated distance for the electric motor (which must be charged prior to flight), and the fuel chamber will be installed in proportion to the need for the fuel motor
PCT/IB2021/060538 2021-11-14 2021-11-14 Hybrid engine construction in the form of consecutive (contra-rotating) propellers for use in propeller light aircraft WO2023084297A1 (en)

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PCT/IB2021/060538 WO2023084297A1 (en) 2021-11-14 2021-11-14 Hybrid engine construction in the form of consecutive (contra-rotating) propellers for use in propeller light aircraft

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20200017228A1 (en) * 2018-07-16 2020-01-16 Ampaire, Inc. Parallel Hybrid Aircraft

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20200017228A1 (en) * 2018-07-16 2020-01-16 Ampaire, Inc. Parallel Hybrid Aircraft

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