Aircraft with hybrid propulsion

Abstract

An aircraft with hybrid propulsion is disclosed. An example propulsion system for the aircraft is disclosed. The propulsion system includes an engine, an electric motor, a first propeller mounted to the aerodynamic body of the aircraft—the first propeller being driven by the engine, a second propeller mounted to the aerodynamic body and positioned outward relative to the first propeller—the second propeller being driven by the electric motor, and a selector for controlling whether the propulsion system operates in a hybrid mode in which the first propeller and the second propeller are driven.

Description

Technical Field

[0001] This disclosure generally relates to aircraft, and more specifically to aircraft with hybrid propulsion. Background Technology

[0002] In recent years, vertical takeoff and landing (VTOL) aircraft have become increasingly common in areas where takeoff and landing are limited to relatively small areas and / or distances. As a result, some known VTOL aircraft employ cantilevered wings that extend through the fuselage and rotate relative to the fuselage to change the direction of thrust. Summary of the Invention

[0003] An example propulsion system for an aircraft includes an engine, an electric motor, a first propeller mounted to the aerodynamic body of the aircraft—the first propeller being driven by the engine, a second propeller mounted to the aerodynamic body and positioned outward relative to the first propeller—the second propeller being driven by the electric motor, and a selector that controls whether the propulsion system operates in a hybrid mode in which the first and second propellers are driven.

[0004] An example method of providing propulsion to an aircraft includes driving a first propeller of an aerodynamic body via an engine, and selectively driving a second propeller of the aerodynamic body via at least one electric motor, depending on whether the aircraft is operating in a hybrid mode, the second propeller being positioned outside the first propeller.

[0005] An example propulsion system for a tiltrotor aircraft includes a wing body, a first propeller mounted on the tiltrotor—which will be driven by an engine, a second propeller mounted on the tiltrotor—which is positioned outward relative to the first propeller and will be driven by at least one electric motor, and a selector that controls whether the propulsion system operates in a hybrid mode in which the first and second propellers are driven. Attached Figure Description

[0006] Figure 1A and 1B Example aircraft are shown respectively during hovering and cruising, in accordance with the teachings of this disclosure.

[0007] Figure 2 This is a perspective view of the example aircraft in Figure 1.

[0008] Figure 3 It shows Figure 1A-2 Example of a hybrid propulsion system for an example aircraft.

[0009] Figure 4A and 4B The interchangeability of components that can be implemented in the embodiments disclosed herein is shown.

[0010] Figure 5 This is a flowchart illustrating an instance method for performing the embodiments disclosed herein.

[0011] Figure 6 This is a flowchart illustrating an instance method for generating the embodiments disclosed herein.

[0012] Figure 7 This is a flowchart illustrating an instance method for implementing the embodiments disclosed herein.

[0013] The accompanying drawings are not drawn to scale. Instead, the thickness of layers or areas may be enlarged in the drawings. Generally, the same reference numerals will be used throughout the drawings and the accompanying written description to refer to the same or similar parts. As used in this patent, indicating that any part is in any way (e.g., positioned on, located on, arranged on, or formed on, etc.) another part indicates that the referenced part is either in contact with or on another part—where one or more intermediate parts are located therebetween. Unless otherwise indicated, connection references (e.g., attachment, coupling, connection, and engagement) will be interpreted broadly and may include intermediate members between sets of elements and relative movement between elements. Therefore, a connection reference does not necessarily imply that two elements are directly connected and fixed to each other. The statement that any part is "in contact" with another part means that there are no intermediate parts between the two parts.

[0014] When identifying multiple elements or components that can be separately referenced, descriptors such as "first," "second," "third," etc., are used herein. Unless otherwise specified or understood based on the context of their use, such descriptors are not intended to assign any meaning of priority, physical order, or arrangement or chronological order in a list, but are merely used as markers to separately reference multiple elements or components to facilitate understanding of the disclosed embodiments. In some embodiments, the descriptor "first" may be used to refer to an element in a specific description, while the same element may be referred to in the claims by different descriptors such as "second" or "third," etc. In such instances, it should be understood that such descriptors are merely used to facilitate reference to multiple elements or components. Detailed Implementation

[0015] Aircraft with hybrid propulsion have been disclosed. Some known vertical takeoff and landing (VTOL) aircraft implement tilting wings for hovering operations. In particular, the tilting wing, which pivots relative to the corresponding fuselage, is rotated to change the direction of thrust. Typically, the tilting wing includes an array of propellers mounted thereto, and the propellers are generally spaced along the spanwise length of the tilting wing and driven by engines and / or turbomachinery. The propellers typically require a transmission component spanning the spanwise length of the tilting wing. Therefore, increasing the number of propellers typically requires implementing multiple engines and / or increasing the amount of drive shafts implemented for the transmission. Typically, the propellers are driven in all phases of aircraft operation (e.g., takeoff, landing, hovering, transition, and cruise).

[0016] The embodiments disclosed herein utilize hybrid propulsion to achieve fuel efficiency and a relatively lightweight aircraft. Furthermore, the embodiments disclosed herein can reduce propulsion complexity, thereby reducing production and component costs, as well as component count, to improve production efficiency. The embodiments disclosed herein can also more efficiently transmit the mechanical power generated by the engine by reducing the power transmission distance and / or span. The embodiments disclosed herein utilize a cantilevered wing having a first propeller driven by an engine and a second propeller driven by at least one electric motor. The second propeller is positioned outward relative to the first propeller (e.g., outward of the fuselage). The fact that the second propeller is electrically driven instead of being driven by the aforementioned engine significantly reduces mechanical complexity, and thus reduces the cost of the overall propulsion system. When the aircraft is in cruise operation or cruise mode, the second propeller can be shut down and / or driven at reduced power to save and / or achieve energy storage. In some embodiments disclosed herein, the inner propeller (i.e., the propeller closer to the fuselage) is primarily used during cruise, while the outer propeller (i.e., the propeller further away from the fuselage) is primarily used for hovering and transition operations.

[0017] In some embodiments, the second propellers fold toward their respective nacelles and / or engine blocks during cruise (e.g., the second propellers are foldable), thereby reducing the aircraft's drag coefficient. In some embodiments, a generator is operatively coupled between the electric motor(s) and the engine. In some such embodiments, a battery may be operatively coupled between the generator and the electric motor(s). For example, the battery powers the second propellers during takeoff and landing, thus allowing the engine to be implemented with reduced size and power requirements. In some embodiments, the battery may be trickle-charged by the generator (e.g., during cruise).

[0018] As used herein, the term "cantilever wing" refers to an assembly, device, and / or component that defines a wing body that rotates relative to the fuselage of an aircraft. A wing body may include a single wing body extending through the fuselage or multiple wing bodies extending from the fuselage. As used herein, the term "aerodynamic body" refers to a fixed wing, a cantilever rotor, a variable pitch rotor, a cantilever wing, etc. As used herein, the terms "motorpod" and "interchangeable propeller assembly" refer to interchangeable parts and / or components that include at least a propeller and a motor. Interchangeable parts and / or components may also include a speed controller and are typically removably (e.g., detachably, etc.) coupled to / from the aerodynamic body and / or wing. As used herein, the term "propeller" refers to a rotor, fan, or any other suitable thrust device. As used herein, the term "engine" refers to an internal combustion engine, such as a jet engine, a gas turbine engine, etc.

[0019] Figure 1A and 1B Example aircraft 100 are shown in accordance with the teachings of this disclosure during hovering and cruise operations, respectively. Figure 1A An example aircraft 100 in hovering and / or take-off mode is depicted. The aircraft 100 of the illustrated embodiment includes a fuselage 102 with a cockpit 103, a tilting wing (e.g., a rotatable tilting wing, a rotatable hovering wing, a full-width tilting wing, etc.) 104 with corresponding tilting actuators 105, a straight tail 106, and a propeller-driven fan (e.g., an electric propeller-driven fan) 108. While the aircraft 100 is manned in this embodiment, alternatively, the aircraft 100 may be implemented as an unmanned aerial vehicle (UAV). Further, for example, the aircraft 100 may be implemented as a vertical take-off and landing (VTOL) aircraft, a short take-off and landing (STOL) aircraft, or a conventional take-off and landing (CTOL) aircraft.

[0020] During operation, the tilting wing 104 can rotate around the tilting actuator 105 and the fuselage 102 to influence the direction of thrust, thereby affecting the direction of motion of the aircraft 100. Figure 1A In the view shown, the tilting wing 104 is shown oriented in a substantially vertical direction relative to the ground, thereby moving the aircraft 100 in a relatively upward direction for vertical takeoff or landing. In other words, the tilting wing 104 can be implemented for hovering operations or vertical takeoff.

[0021] In the illustrated embodiment, the straight tail 106 and the pitch fan 108 are positioned at the tail or end of the fuselage 102 to promote stability of the aircraft 100 during hovering or takeoff operations. The pitch fan 108 controls the pitch of the aircraft 100, and thus controls the orientation of the aircraft 100 relative to the ground. Specifically, the negative pitch generated by the pitch fan 108 (e.g., the nose of the aircraft pointing downwards relative to the ground) cancels out the positive pitch generated by the cantilever wing 104 (e.g., the nose of the aircraft pointing upwards relative to the ground) to stabilize the aircraft 100. In some embodiments, the pitch fan 108 is operated to resist unwanted rotation and / or instability during VTOL operation. In some embodiments, the pitch fan 108 is removed (e.g., interchangeably removed) to configure the aircraft 100 for CTOL flight.

[0022] Figure 1B It shows the cruise operation Figure 1A The example aircraft 100 shown is illustrated. In the illustrated embodiment, the tilting wing 104 is oriented in a relatively horizontal direction relative to the ground. Therefore, the tilting wing 104 generates thrust substantially parallel to the spanwise length of the fuselage 102, and thus propels the aircraft 100 in a forward direction (e.g., for cruise). In this embodiment, the aforementioned pitch fan 108 is deactivated and / or shut down when the aircraft 100 is in cruise mode.

[0023] Figure 2 yes Figure 1A and 1B The illustration shows a perspective view of an example aircraft 100, with the outer surfaces shown as transparent to depict internal components. In the illustrated embodiment, the aircraft 100 includes an engine 202, a generator 204, a transmission (e.g., a mechanical transmission) 206, a first propeller (e.g., an inner propeller) 208, and a second propeller (e.g., an outer propeller) 210 mounted on a cantilever wing 104.

[0024] In the illustrated embodiment, engine 202 is located within fuselage 102 and serves as the primary propulsion power unit for aircraft 100. Specifically, the example engine 202 is implemented as a gas turbine engine that drives transmission 206 and, consequently, the first propeller 208. However, engine 202 can be implemented as any other suitable type of engine, including but not limited to piston engines, jet engines, diesel engines, etc. Although in this embodiment, the example aircraft 100 has a single engine 202, aircraft 100 can alternatively include multiple engines. Furthermore, any other suitable type of transmission, movement device, and / or system can be alternatively implemented.

[0025] exist Figure 2In the illustrated embodiment, generator 204 is located within fuselage 102 and is configured to transmit energy generated by engine 202 to electrical components of aircraft 100. However, in some other embodiments, aircraft 100 may alternatively implement multiple generators 204.

[0026] exist Figure 2 In the illustrated embodiment, the drive mechanism 206 is positioned within the tilting wing 104 and generally extends along the spanwise length of the tilting wing 104 between the first propellers 208. Specifically, the span of the example drive mechanism 206 depends on the relative positions of the first propellers 208 to each other. In some embodiments, multiple pairs of first propellers 208 are positioned on the tilting wing 104 and the drive mechanism 206 extends between the outermost pairs of first propellers 208.

[0027] exist Figure 2 In the illustrated embodiment, a first propeller 208 is mounted to and / or positioned on a tilting wing 104, which is shaped as a generally continuous body (e.g., a continuous aerodynamic body). A second propeller 210 is folded and positioned relative to the first propeller 208 outside the tilting wing 104. Specifically, the first propeller 208 and the second propeller 210 are positioned in pairs on the tilting wing 104, with the second propeller 210 being further from the fuselage 102 than the first propeller 208. However, in some other embodiments, the tilting wing 104 is implemented as multiple rotating bodies instead of a single rotating body.

[0028] Figure 3 It shows Figure 1A-2 The example aircraft 100 shown herein is equipped with an example hybrid propulsion system 300. This example hybrid propulsion system 300 moves the aircraft 100 during both flight (e.g., cruise) and hovering operations. Figure 3 As can be seen, the hybrid propulsion system 300 shows a pitch fan 108, an engine 202, a generator 204, a transmission 206, a first propeller 208, and a second propeller 210. The hybrid propulsion system 300 further includes an output shaft (e.g., an engine drive shaft, an engine output shaft, etc.) 302, gear interfaces (e.g., a gearbox, a differential, etc.) 304, 306, 308, a drive shaft 310 (e.g., a lateral drive shaft), a propeller drive shaft 312, gears 314, 316, an electric motor 318, a battery 320, and a selector (e.g., a selective hybrid propulsion drive system, a selective controller, a selection mechanism, etc.) 322.

[0029] To drive the first propeller 208 via propeller drive shaft 312, engine 202 rotates output shaft 302, and in turn rotates drive shaft 310 via gear interface 308. In the illustrated embodiment, drive shaft 310 is oriented perpendicular to output shaft 302 and extends longitudinally along tilting wing 104 to transmit the mechanical motion of engine 202 to propeller drive shaft 312, and thus to the first propeller 208. Specifically, gears 314 translate the rotational motion of drive shaft 310 to gears 316 via respective gear interfaces 306, thereby causing propeller drive shaft 312 to rotate the first propeller 208. In some embodiments, a clutch is implemented to change the meshing between first gear 314 and second gear 316. According to the embodiments disclosed herein, only the two innermost propellers 208 are mechanically driven, and battery 320 is mounted on the relatively outer portions of the wing or tail, thus eliminating most of the shafting due to the relatively localized electric power unit. Therefore, the overall shafting length can be relatively short. Conversely, excessive mechanical transmission increases the demand for wiring harnesses and shaft systems. Therefore, the power source distribution of the embodiments disclosed herein reduces the required weight, wiring harnesses, and / or transmission systems. As those skilled in the art will appreciate, allocating electric power systems (e.g., using battery 320) to propulsion units (i.e., propellers)—which are located further from the power source than those with mechanical or electromechanical power systems—is not limited to a specific number or group of propulsion units or any variation thereof.

[0030] To drive the second propeller 210, generator 204 is operatively coupled to engine 202 via gear interface 304 to provide power to motor 318. In some embodiments, in addition to motor 318, generator 204 is also electrically coupled to pitch fan 108. In this embodiment, battery 320 stores energy provided by generator 204 for later use by the corresponding motor 318. In some such embodiments, battery 320 can be trickle-charged by generator 204. However, in other embodiments, battery 320 is not implemented. Instance selector 322 controls whether electrical energy from generator 204 and / or battery 320 is provided to motor 318 (e.g., controlling whether the second propeller is driven or stopped).

[0031] exist Figure 3 In the illustrated embodiment, the example hybrid propulsion system 300 alters the aircraft 100 between hovering and cruise operation and / or modes. In this embodiment, during takeoff / landing or hovering modes, the tilting wing 104 rotates relative to the fuselage 102 (e.g., Figure 1A-2(As shown in the diagram) to achieve basic vertical orientation. In this operating mode, power generated by engine 202 drives first propeller 208, while selector 322 enables electrical energy supplied by generator 204 and / or battery 320 to drive second propeller 210 until aircraft 100 reaches or maintains the desired altitude and / or hovering conditions. In this embodiment, to switch aircraft 100 to cruise mode once it reaches or maintains the desired hovering altitude, tilting wing 104 is rotated to a generally horizontal orientation, and once cruise mode is achieved, selector 322 shuts down and / or deactivates second propeller 210 and pitch fan 108, allowing first propeller 208 to operate for cruise and / or flight. In some embodiments, second propeller 210 folds toward its respective nacelle and / or engine block during cruise to reduce drag on aircraft 100.

[0032] Go to Figure 4A and 4B This demonstrates the component interchangeability that can be implemented in the embodiments disclosed herein. Figure 4A In the illustrated embodiment, Figure 3 The second propeller 210, electric motor 318, and battery 320 shown define interchangeable propeller assemblies (e.g., motor pods, removable propellers, etc.) 402. The interchangeable propeller assembly 402 may also include a speed controller to change the rotational speed of the second propeller 210. In some embodiments, the battery 320 is not included in the interchangeable propeller assembly 402. In the illustrated embodiment, the example aircraft 100 is depicted in cruise mode, with four interchangeable propeller assemblies 402 implemented on a tilting wing 104. In this embodiment, the interchangeable propeller assemblies 402 are removably coupled to the tilting wing 104 (e.g., via quick-disconnect wiring, spring-loaded connectors, and / or mechanical connectors) to change the operating mode of the aircraft 100. Specifically, any number of interchangeable propeller assembly pairs 402 can be added to or removed from the aircraft 100 depending on the application, needs, and / or desired operation of the aircraft 100.

[0033] Go to Figure 4B The illustration shows an example aircraft 100 in which interchangeable propeller assemblies 402 and pitch fans 108 are removed (e.g., temporarily removed). In this embodiment, aircraft 100 is configured for STOL and / or CTOL operation, wherein aircraft 100 is propelled by a first propeller 208 in the absence of a second propeller 210. In this embodiment, removing the interchangeable propeller assemblies 402 and pitch fans 108 significantly reduces the weight of the example aircraft 100 and consequently increases payload capacity, mission range, and fuel efficiency.

[0034] Figure 5 The diagram shows a flowchart of an example method 500 for operating a tilt-wing aircraft 100. Figure 5 Example method 500 begins with the deployment and / or takeoff of aircraft 100. In the illustrated embodiment, the orientation of the tilting wing 104 changes the direction of thrust on aircraft 100, and consequently changes the flight direction of aircraft 100.

[0035] At box 502, the tilting wing 104 is rotated to a hovering orientation. That is, the tilting wing 104 is rotated around the fuselage 102 to a substantially vertical orientation relative to the ground, thereby directing the thrust from the first propeller 208 and the second propeller 210 to propel the aircraft 100 generally upward.

[0036] At box 504, engine 202 drives first propeller 208. Specifically, transmission 206 transmits power between engine 202 and first propeller 208.

[0037] At block 506, at least one of the electric motors 318 drives the second propeller 210. In particular, at least one of the electric motors 318 is powered by a generator 204 and / or a battery 320.

[0038] At box 508, the first propeller 208 and the second propeller 210 are driven until the aircraft 100 reaches the desired hovering state and / or altitude. For hovering operation, the example aircraft 100 maintains the desired altitude by driving both the first propeller 208 and the second propeller 210.

[0039] At box 510, the cantilever 104 is rotated to cruise orientation. Specifically, the example cantilever 104 is rotated relative to the fuselage 102 to a generally horizontal orientation relative to the ground, thereby directing thrust from the first propeller 208 and the second propeller 210 to propel the aircraft 100 in a forward direction.

[0040] At box 512, the second propeller 210 is shut down. In some embodiments, power from the generator 204 and / or battery 320 is no longer supplied to the motor 318. In other words, the second propeller 210 is turned off.

[0041] At box 514, the second propeller 210 folds toward its respective motor body and / or cabin to reduce the drag coefficient of the aircraft 100 during cruise.

[0042] At box 516, when the second propeller 210 is stopped, the battery 320 is charged by the generator 204. In this embodiment, the battery 320 is trickle charged during cruise.

[0043] Figure 6The diagram shows a flowchart illustrating an example method 600 that produces the embodiments disclosed herein. Figure 6 The instance method begins with the tilting wing 104 being implemented on the aircraft 100.

[0044] At box 602, a first propeller 208 is mounted on the tilting wing 104. In this embodiment, the first propellers 208 are mounted in pairs, with the left and right propellers of each pair mounted on the respective left and right sides of the fuselage 102.

[0045] At block 604, a second propeller 210 is mounted on the tilting wing 104 from outside the respective first propeller 208. In some embodiments, the second propeller 210 is removably coupled to the tilting wing 104 and / or interchangeable with the tilting wing 104.

[0046] At box 606, the first propeller 208 is operatively coupled to the engine 202.

[0047] At block 608, the second propeller 210 is operatively coupled to at least one of the respective electric motors 318.

[0048] At block 610, one or more of the batteries 320 are operatively coupled to at least one motor 318. In some embodiments, the batteries 320 are not implemented.

[0049] At block 612, generator 204 is operatively coupled between battery 320 and engine 202. Alternatively or additionally, generator 204 is operatively coupled between at least one of engine 202 and electric motor 318 (e.g., second propeller 210 is directly wired to generator 204). In some embodiments, generator 204 is configured to trickle charge battery 320.

[0050] Figure 7 The diagram shows a flowchart of an example method 700 that provides power to a hybrid propulsion system 300. Figure 7 Example method 700 begins with the deployment of the hybrid propulsion system 300. In the illustrated embodiment, selector 322 controls whether to drive the second propeller 210 based on whether the hybrid propulsion system 300 operates in a hybrid mode (e.g., simultaneously operating electric and engine-driven propellers) or a non-hybrid mode (e.g., operating a single engine-driven propeller).

[0051] At box 702, engine 202 drives first propeller 208. Specifically, transmission 206 transmits power between engine 202 and first propeller 208.

[0052] At box 704, selector 322 selects the hybrid operation mode of hybrid propulsion system 300. In some embodiments, the hybrid mode is selected for hovering, takeoff, and / or landing of aircraft 100.

[0053] At box 706, selector 322 directs at least one of the motors 318 to drive the second propeller 210. In particular, at least one of the motors 318 is powered by generator 204 and / or battery 320.

[0054] At box 708, selector 322 selects a non-hybrid operating mode for the hybrid propulsion system 300. In some embodiments, the non-hybrid mode is selected during the cruise of the aircraft 100. In other embodiments, the non-hybrid mode is selected when the interchangeable propeller assembly 402 is removed.

[0055] At box 710, selector 322 directs the second propeller 210 to stop and / or shut down during non-mixed mode. In some embodiments, the second propeller 210 is folded when stopped and / or shut down.

[0056] At box 712, when the second propeller 210 is stopped and / or turned off, the battery 320 is trickle charged by the generator 204.

[0057] The terms “including” and “comprising” (and all their forms and tenses) are used herein as open-ended terms. Therefore, whenever a claim uses any form of “include” or “comprise” (e.g., includes, includes, comprising, including, having, etc.) as a preamble or in any kind of claim statement, it should be understood that additional elements, terms, etc., may be present without falling outside the scope of the corresponding claim or statement. As used herein, when the phrase “at least” is used, for example, as a transitional term in a claim preamble, it is also open-ended in the same way that the terms “comprising” and “including” are open-ended. For example, when used in the form of, for example, A, B, and / or C, the term “and / or” refers to any combination or subset of A, B, and C, such as: (1) A alone, (2) B alone, (3) C alone, (4) A and B, (5) A and C, (6) B and C, and (7) A and B and C. As used in the context of describing structures, components, articles, objects, and / or things herein, the phrase “at least one of A and B” is intended to refer to an implementation including any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used in the context of describing structures, components, articles, objects, and / or things herein, the phrase “at least one of A or B” is intended to refer to an implementation including any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. As used herein in the context of describing the conduct or execution of a process, instruction, action, activity, and / or step, the phrase “at least one of A and B” is intended to refer to an implementation comprising any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing the conduct or execution of a process, instruction, action, activity, and / or step, the phrase “at least one of A or B” is intended to refer to an implementation comprising any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

[0058] As used herein, singular references (e.g., "a" or "an"), "first", "second", etc.) do not exclude multiple entities. As used herein, the term "a" (or "an") refers to one or more of those entities. The terms "a" (or "an"), "one or more", and "at least one" are used interchangeably herein. Furthermore, although listed separately, multiple means, elements, or method actions may be implemented by a single unit or processor, for example. Additionally, while individual features may be included in different embodiments or claims, these features may be combined, and inclusion in different embodiments or claims does not mean that the combination of features is not feasible and / or not advantageous.

[0059] Example 1 includes a propulsion system for an aircraft. The propulsion system includes an engine, an electric motor, a first propeller mounted to the aerodynamic body of the aircraft—the first propeller being driven by the engine, a second propeller mounted to the aerodynamic body and positioned outward relative to the first propeller—the second propeller being driven by the electric motor, and a selector for controlling whether the propulsion system operates in a mixed mode in which the first and second propellers are driven.

[0060] Example 2 includes a propulsion system as defined in Example 1, wherein the selector includes a selective hybrid propulsion drive system.

[0061] Example 3 includes a propulsion system as defined in Example 1, wherein a second propeller is mounted to an interchangeable propeller assembly, which is removably coupled to the aerodynamic body via a mechanical connector.

[0062] Example 4 includes a propulsion system as defined in Example 1, wherein at least one of the first or second propellers is foldable.

[0063] Example 5 includes a propulsion system as defined in Example 1, further including a generator operatively coupled between an electric motor and an engine.

[0064] Example 6 includes a propulsion system as defined in Example 5, further including a battery operatively coupled between a generator and an electric motor, wherein the battery is trickle-charged by the generator.

[0065] Example 7 includes a propulsion system as defined in Example 5, further including a tilting rotor operatively coupled to a generator.

[0066] Example 8 includes a method for providing propulsion to an aircraft. The method includes driving a first propeller of an aerodynamic body via an engine, and selectively driving a second propeller of the aerodynamic body via at least one electric motor, depending on whether the aircraft is operating in a hybrid mode, the second propeller being positioned outside the first propeller.

[0067] Example 9 includes the method as defined in Example 8, further comprising folding the second propeller toward the respective interchangeable propeller assembly when the second propeller is stopped.

[0068] Example 10 includes the method as defined in Example 8, further including activating a hybrid mode in response to at least one of hovering, takeoff, or landing of the aircraft.

[0069] Example 11 includes the method as defined in Example 8, further including trickle charging of a battery operatively coupled to at least one electric motor.

[0070] Example 12 includes the method as defined in Example 8, further including removing an interchangeable propeller assembly from the aircraft to change the flight mode of the aircraft, the interchangeable propeller assembly including one of the second propellers.

[0071] Example 13 includes a propulsion system for a cantilevered wing of an aircraft. The propulsion system includes a wing body, a first propeller mounted on the cantilevered wing—where the first propeller is driven by an engine, a second propeller mounted on the cantilevered wing—where the second propeller is positioned outside the first propeller and is driven by at least one electric motor, and a selector for controlling whether the propulsion system operates in a mixed mode in which the first and second propellers are driven.

[0072] Example 14 includes a propulsion system as defined in Example 13, further including a generator operatively coupled between at least one electric motor and an engine.

[0073] Example 15 includes a propulsion system as defined in Example 14, further including a battery operatively coupled between a generator and at least one electric motor.

[0074] Example 16 includes a propulsion system as defined in Example 15, wherein the battery includes a first battery operatively coupled to a first of the second propellers, and further includes a second battery operatively coupled to a second of the second propellers.

[0075] Example 17 includes a propulsion system as defined in Example 14, and further includes a tilting rotor operatively coupled to a generator.

[0076] Example 18 includes a propulsion system as defined in Example 13, wherein a second propeller is mounted to a respective interchangeable propeller assembly, which is removably coupled from the cantilevered wing via a mechanical connector.

[0077] Example 19 includes a propulsion system as defined in Example 13, wherein the second propeller is foldable relative to the respective interchangeable propeller assemblies.

[0078] Example 20 includes a propulsion system as defined in Example 13, wherein the wing body extends through the fuselage of the aircraft.

[0079] From the foregoing, it will be understood that cost-effective, easy-to-implement methods, apparatuses, and manufactured articles have been disclosed that can reduce the mechanical complexity of aircraft. Furthermore, the embodiments disclosed herein can reduce the weight of the aircraft and, consequently, increase fuel efficiency.

[0080] While certain example methods, apparatuses, and articles of manufacture are disclosed herein, the scope of this patent is not limited thereto. Rather, this patent covers all methods, apparatuses, and articles of manufacture that justly fall within the scope of the claims of this patent.

[0081] This disclosure includes the topics described in the following clauses:

[0082] Clause 1. A propulsion system (300) for an aircraft (100), the propulsion system comprising:

[0083] Engine (202);

[0084] Electric motor (318);

[0085] The first propeller (208) is mounted to the aerodynamic body (104) of the aircraft and is driven by an engine;

[0086] A second propeller (210) is mounted to the aerodynamic body and positioned outward relative to the first propeller; this second propeller is driven by an electric motor; and

[0087] Selector (322) controls whether the propulsion system operates in a hybrid mode in which the first and second propellers are driven.

[0088] Clause 2. The propulsion system as defined in Clause 1, wherein the selector includes a selective hybrid propulsion drive system (206).

[0089] Clause 3. A propulsion system as defined in Clause 1 or Clause 2, wherein the second propeller is mounted to an interchangeable propeller assembly (402), which is removably coupled from the aerodynamic body via a mechanical connector.

[0090] Clause 4. A propulsion system as defined in any of the preceding clauses, wherein at least one of the first or second propellers is foldable.

[0091] Clause 5. The propulsion system as defined in any of the preceding clauses further includes a generator (204) operatively coupled between the electric motor and the engine.

[0092] Clause 6. The propulsion system as defined in Clause 5 further includes a battery (320) operatively coupled between the generator and the electric motor, wherein the battery is trickle-charged by the generator.

[0093] Clause 7. The propulsion system as defined in Clause 5 further includes a tilting rotor (108) operatively coupled to the generator.

[0094] Clause 8. A method for providing propulsion to an aircraft, the method comprising:

[0095] The first propeller, driven by an engine, propels the aerodynamic body; and

[0096] Depending on whether the aircraft is operating in a hybrid mode, a second propeller, located outside the first propeller, is selectively driven by at least one electric motor via the aerodynamic main body.

[0097] Clause 9. The method as defined in Clause 8 further includes folding the second propeller toward the respective interchangeable propeller assembly when the second propeller is stopped.

[0098] Clause 10. The method as defined in Clause 8 or Clause 9 further includes activating the hybrid mode in response to at least one of the hovering, takeoff or landing of the aircraft.

[0099] Clause 11. The method as defined in any of Clauses 8 to 10 further includes trickle charging of a battery operatively coupled to at least one electric motor.

[0100] Clause 12. The method as defined in any of Clauses 8 to 11 further includes removing an interchangeable propeller assembly from the aircraft to change the flight mode of the aircraft, the interchangeable propeller assembly including one of the second propellers.

[0101] Clause 13. A propulsion system for a tiltrotor of an aircraft, the propulsion system comprising:

[0102] Wing body;

[0103] The first propeller is mounted on the tilting wing and is driven by the engine.

[0104] A second propeller mounted on the tilting wing, positioned outward relative to the first propeller, is driven by at least one electric motor; and

[0105] A selector that controls whether the propulsion system operates in a hybrid mode in which the first and second propellers are driven.

[0106] Clause 14. The propulsion system as defined in Clause 13 further includes a generator operatively coupled between at least one electric motor and an engine.

[0107] Clause 15. The propulsion system as defined in Clause 14 further includes a battery operatively coupled between the generator and at least one electric motor.

[0108] Clause 16. The propulsion system as defined in Clause 15, wherein the battery includes a first battery operatively coupled to a first of the second propellers, and further includes a second battery operatively coupled to a second of the second propellers.

[0109] Clause 17. The propulsion system as defined in any of Clauses 14 to 16 further includes a tilting rotor operatively coupled to a generator.

[0110] Clause 18. A propulsion system as defined in any of Clauses 13 to 17, wherein a second propeller is mounted to a respective interchangeable propeller assembly, the interchangeable propeller assembly being removably coupled from the cantilever wing via a mechanical connector.

[0111] Clause 19. A propulsion system as defined in Clause 17 or Clause 18, wherein the second propeller is foldable relative to the respective interchangeable propeller assemblies.

[0112] Clause 20. A propulsion system as defined in any of Clauses 13 to 19, wherein the main body of the wing extends through the fuselage (102) of the aircraft.

[0113] The claims are incorporated herein by reference, each of which exists independently as a separate instance of this disclosure.

Claims

1. A propulsion system (300) for a tiltrotor of an aircraft (100), the propulsion system comprising: Engine (202); Electric motor (318); The first propeller (208) is mounted to the aerodynamic body (104) of the aircraft and is driven by the engine; A second propeller (210) is mounted to the aerodynamic body and positioned on the outside relative to the first propeller, the second propeller being driven by the electric motor; and Selector (322) controls whether the second propeller is operated based on whether the propulsion system (300) is operating in a hybrid mode or a non-hybrid mode, wherein in the hybrid mode the first and second propellers are driven simultaneously, and in the non-hybrid mode the first propeller (208) is driven alone while the second propeller (210) is stopped and / or shut down; and The non-hybrid mode is selected during the cruise of the aircraft (100), and the hybrid mode is selected during the hovering of the aircraft (100), and the tilting wing rotates relative to the fuselage (102) to achieve the switching between the hybrid mode and the non-hybrid mode.

2. The propulsion system according to claim 1, wherein the selector comprises a selective hybrid propulsion drive system (206).

3. The propulsion system according to claim 1 or claim 2, wherein the second propeller is mounted to an interchangeable propeller assembly (402), the interchangeable propeller assembly (402) being removably coupled from the aerodynamic body via a mechanical connector.

4. The propulsion system according to any one of the preceding claims, wherein at least one of the first propeller or the second propeller is foldable.

5. The propulsion system according to any one of the preceding claims, further comprising a generator (204) operatively coupled between the electric motor and the engine.

6. The propulsion system of claim 5, further comprising a battery (320) operably coupled between the generator and the electric motor, wherein the battery is trickle-charged by the generator.

7. The propulsion system of claim 5, further comprising a tilting rotor (108) operatively coupled to the generator.

8. A method for providing propulsion to the tilting wing of an aircraft, the method comprising: The first propeller, driven by the engine, propels the aerodynamic body. and Depending on whether the aircraft operates in a hybrid or non-hybrid mode, a second propeller of the aerodynamic main body is selectively driven via at least one electric motor. The second propeller is located outside the first propeller. In the hybrid mode, the first and second propellers are driven simultaneously. In the non-hybrid mode, the first propeller (208) is driven alone while the second propeller (210) is stopped and / or shut down. The non-hybrid mode is selected during the cruise of the aircraft (100), and the hybrid mode is selected during the hovering of the aircraft (100), and the tilting wing rotates relative to the fuselage (102) to achieve the switching between the hybrid mode and the non-hybrid mode.

9. The method of claim 8, further comprising folding the second propeller toward the respective interchangeable propeller assembly when the second propeller is stopped.

10. The method of claim 8 or claim 9, further comprising activating the hybrid mode in response to at least one of the hovering, takeoff, or landing of the aircraft.

11. The method according to any one of claims 8 to 10, further comprising trickle charging a battery operatively coupled to the at least one electric motor.

12. The method according to any one of claims 8 to 11, further comprising removing an interchangeable propeller assembly from the aircraft to change the flight mode of the aircraft, the interchangeable propeller assembly including one of the second propellers.

13. A propulsion system for a tiltrotor wing of an aircraft, the propulsion system comprising: Wing body; A first propeller mounted on the tilting wing, the first propeller being driven by an engine; A second propeller is mounted on the tilting wing, the second propeller being positioned outward relative to the first propeller, and the second propeller is driven by at least one electric motor; and Selector (322) controls whether the second propeller operates based on whether the propulsion system (300) is operating in a hybrid mode or a non-hybrid mode, wherein in the hybrid mode the first and second propellers are driven simultaneously, and in the non-hybrid mode the first propeller (208) is driven alone while the second propeller (210) is stopped and / or shut down; and The non-hybrid mode is selected during the cruise of the aircraft (100), and the hybrid mode is selected during the hovering of the aircraft (100), and the tilting wing rotates relative to the fuselage (102) to achieve the switching between the hybrid mode and the non-hybrid mode.

14. The propulsion system of claim 13, further comprising a generator operatively coupled between the at least one electric motor and the engine.

15. The propulsion system of claim 14, further comprising a battery operatively coupled between the generator and the at least one electric motor.

16. The propulsion system of claim 15, wherein the battery includes a first battery operably coupled to a first of the second propellers, and further includes a second battery operably coupled to a second of the second propellers.

17. The propulsion system according to any one of claims 14 to 16, further comprising a tilting rotor operatively coupled to the generator.

18. The propulsion system according to any one of claims 13 to 17, wherein the second propeller is mounted to a respective interchangeable propeller assembly, the interchangeable propeller assembly being removably coupled from the tilting wing via a mechanical connector.

19. The propulsion system of claim 17 or claim 18, wherein the second propeller is foldable relative to the respective interchangeable propeller assemblies.

20. The propulsion system according to any one of claims 13 to 19, wherein the wing body extends through the fuselage (102) of the aircraft.

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