System and method for implementing regional air transportation network using hybrid-electric aircraft

Abstract

The present application relates to systems and methods for implementing a regional air transportation network using hybrid-electric aircraft. Systems, devices and methods for overcoming the shortcomings of current air transportation systems available for regional travel by providing a more cost-effective and convenient regional air transportation system. In some embodiments, the present air transportation system, method of operation and related aircraft include: a highly efficient plug-in series hybrid electric powertrain optimized specifically for aircraft operating within regional ranges; a forward-compatible range-optimized aircraft design based on electric air travel services that can be influenced earlier as the overall transportation system and related technologies evolve; a platform for semi-automated optimization and control of the powertrain and determination of the flight path for semi-automated optimization of regional distance hybrid-electric aircraft flights.

Description

[0001] This application is a divisional application of invention patent application 201580058880.0, filed on August 27, 2015, entitled "System and method for realizing regional air transport network using hybrid electric aircraft".

[0002] Cross-reference to related applications

[0003] This application claims the benefit of U.S. Provisional Application No. 62 / 043990, filed August 29, 2014, entitled “System and Methods for Implementing Regional Air Transit Network Using Hybrid-Electric Aircraft,” the entire contents of which (including appendices) are incorporated herein by reference for all purposes. Background Technology

[0004] Transport vehicles and systems are a vital part of the infrastructure for facilitating trade and the movement of people between locations. Therefore, they are essential services for economic growth, social development, and effective regional governance. Transport vehicles and systems are used to move goods between distribution points, enable face-to-face meetings and discussions, and generally promote the development of relationships. Furthermore, the development of new modes of transport has dramatically altered travel times and cargo carrying capacity, enabling new and often faster methods of communication and delivery of goods and services. In this regard, several major types of transport systems have been developed over the years; however, each type typically has its own focus, advantages, and disadvantages compared to other modes of transport.

[0005] For example, in the United States today, more than 100 years after the first powered flight, the vast majority (>97%) of regional long-distance travel (i.e., 50 to 500 miles) is done by private car. While countries with extensive rail systems could shift 10-15% of travel to rail, this still leaves more than 80% of travel to be done by car. This is inefficient and may not be in the best interests of society as a whole because it translates to poor mobility (relatively long door-to-door times), pollution, and strain on existing road infrastructure. However, current commercial air service in this range is generally relatively expensive and inconvenient. One reason for this inefficiency is that shorter flight distances mean a significant portion (>70%) of the total travel time is spent on the ground (where this "ground" time includes airport transfers, navigating terminals, and taxiing at gates or on the tarmac). Therefore, air transport is generally not the preferred mode of transport in these situations and is currently used for less than 1% of such regional travel.

[0006] Air transport services for people and goods roughly double every 15 years, resulting in unprecedented global mobility and cargo distribution. In contrast, the relatively poor value proposition (and therefore the use) of air travel within regional routes could be considered a stark failure; this is especially true given that almost all (94%) long-haul travel is regional. In this sense, there is clearly a need for regional distance air transport in the form of expectations, but a system of expectations to meet this need is lacking.

[0007] This failure to develop an effective and efficient form of regional air transport has resulted in sluggish door-to-door travel times and has been a significant factor limiting improvements in mobility in the United States for decades. This is highly undesirable because restricted mobility impacts business and leisure travel, career development and opportunities, educational choices, and other factors conducive to social development and prosperity. In some respects, in fact, the viability of regional air transport has been steadily declining since the 1960s as airlines have shifted to larger aircraft and longer ranges to cope with competitive pressures and reduce per-passenger-mile transport costs. Consequently, current economic conditions are causing the current methods of providing air transport to continue to deviate from the types of systems and approaches described in this paper.

[0008] As will be described, conventional methods of providing air transport services for regional travel are neither convenient nor efficient enough for the purpose of encouraging widespread use by potential customers. Embodiments of the present invention relate to addressing these and other problems individually and collectively. Summary of the Invention

[0009] As used herein, the terms “invention,” “the described invention,” “this invention,” and “the present invention” are intended to broadly refer to all the subject matter described in this document and the claims. Statements containing these terms should not be construed as limiting the subject matter described herein or limiting the meaning or scope of the claims. Embodiments of the invention covered by this patent are defined by the claims, not this summary. This summary is a high-level overview of various aspects of the invention and introduces some concepts further described in the detailed description section below. This summary is not intended to identify key, essential, or necessary features of the claimed subject matter, nor is it intended to be used alone to determine the scope of the claimed subject matter. The subject matter should be understood by referring to appropriate portions of the entire specification of this patent, any or all of the drawings, and each claim.

[0010] As the inventors recognized, the failure of modern air services to address the needs of regional air transport is a direct consequence of the use of conventional aircraft technology.

[0011] It is well known to those skilled in the art that optimizing the regional operation of conventional aircraft leads to design and performance trade-offs that adversely affect efficiency. For example, gas turbines (jet and turboprop engines) are significantly less efficient at lower altitudes and slower speeds, and this efficiency is further reduced when scaled down to a smaller size. Furthermore, short-runway operation imposes a burden on wings and / or engines that are larger than the size optimal for efficient cruise performance. Therefore, large aircraft over long distances offer the lowest per-passenger-per-mile operating costs, while the cost of flying distances <500 miles and with fewer than 100 passengers (or an equivalent cargo weight of 25,000 pounds) increases rapidly. It should be noted that, given the relatively poor efficiency on the ground or in climb mode, scaled-down gas turbines are more expensive to operate over short distances than over longer distances (where ground or climb time can represent a significant and relatively large percentage of the total travel time for shorter distances).

[0012] This inefficient cost relationship is reflected in many aspects of today's air service. Competitive pressures have driven airlines to move to larger aircraft and longer flights. This has resulted in fewer flights from a smaller number of hub airports capable of generating enough passenger volume to support the larger aircraft. For example, the United States has approximately 13,500 airports; however, 70% of air traffic is concentrated in 29 hubs and 96% in 138 hubs. Fewer flights from a small number of increasingly congested hubs, coupled with longer ground handling times, have led to a considerably low practicality of air transport for regional travel purposes. Furthermore, the recent emphasis on "capacity discipline" by airlines, as they attempt to concentrate demand on even fewer hubs, has exacerbated this problem.

[0013] Embodiments of the present invention relate to systems, apparatus, and methods for overcoming the shortcomings of current air transport systems available for regional travel by providing a more cost-effective and convenient regional air transport system. In some embodiments, the air transport system, operating method, and associated aircraft of the present invention include one or more of the following elements, functions, or features:

[0014] 1. A highly efficient plug-in series hybrid electric propulsion system, specifically optimized for aircraft operating within regional ranges;

[0015] 2. Forward-compatible range-optimized aircraft design, enabling earlier impacts on electric-based air travel services as the overall transportation system and related technologies evolve; and

[0016] 3. A platform for semi-automatic optimization and control of the power system and for semi-automatic optimization of flight paths for regional distance hybrid electric aircraft.

[0017] In one embodiment, the present invention relates to a hybrid electric aircraft, wherein the aircraft comprises:

[0018] An energy source, comprising a source of stored electrical energy and a source of generated energy supplied by a generator;

[0019] A power system operable to receive energy from an energy source as input and, in response, to operate one or more electric motors;

[0020] One or more thrusters, wherein each thruster is coupled to at least one of one or more electric motors;

[0021] An electronic processor programmed with a first set of instructions, which, when executed, provide one or more functions or processes for managing the operation of an aircraft, wherein these functions or processes include functions or processes for:

[0022] Determine the current status of the aircraft's available stored electrical energy and generator fuel.

[0023] Determine the amount of stored electrical energy and generator fuel required to enable the aircraft to reach its intended destination;

[0024] Determine the amount of energy that can be produced from the energy sources currently available to the aircraft;

[0025] Determine the optimal way to extract energy from the sources of stored electrical energy and the sources of generated energy; and

[0026] In the event of component failure or malfunction of the power system, determine the reconfiguration of the power system and the revised control strategy for continued flight;

[0027] An electronic processor programmed with a second set of instructions, which, when executed, provide one or more functions or processes for planning flight for an aircraft, wherein these functions or processes include functions or processes for:

[0028] Access data on the total amount of stored electrical energy and generator fuel currently available on the aircraft;

[0029] Determine whether the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, which includes considering a first aircraft operating mode in which the stored electrical energy is used exclusively and a second aircraft operating mode in which a combination of stored electrical energy and generated energy is used.

[0030] If the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then plan the route to reach the intended destination.

[0031] If the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then the plan is to optimally extract energy from the sources of stored electrical energy and generated energy along the planned route to the intended destination.

[0032] If the amount of stored electrical energy and generator fuel currently available to the aircraft is insufficient to enable it to reach its intended destination, then a planned route to an intermediate destination is proposed, which includes:

[0033] Identify one or more potential energy and / or fuel providers;

[0034] Determine whether the available stored energy and generator fuel are sufficient to reach at least one of the providers;

[0035] Generate a route to the at least one provider; and

[0036] The plan is to optimally extract energy along the route; and

[0037] One or more communication elements operable to enable the transmission of data from an aircraft to a remote data processing platform or operator, and operable to receive data from a remote data processing platform or operator for exchanging data about one or more of the route plan or recharge and refueling sources.

[0038] In another embodiment, the present invention relates to a regional air transport system comprising: a plurality of hybrid electric aircraft of the present invention; a plurality of aircraft takeoff or landing points, wherein each takeoff or landing point includes a recharging and refueling platform operable to provide recharging services to a source of stored electrical energy and to provide fuel to a source of generated energy; and a data processing system or platform operable to provide route planning data to one or more of the plurality of hybrid electric aircraft.

[0039] In yet another embodiment, the present invention relates to a non-transitory computer-readable medium having a set of instructions thereon, wherein the set of instructions, when executed by a programmable electronic processing element, causes a device comprising the electronic processing element to:

[0040] Determine the current status of the amount of stored electrical energy and generator fuel available for use in the hybrid electric aircraft;

[0041] Determine the amount of stored electrical energy and generator fuel required to enable the hybrid electric aircraft to reach its intended destination;

[0042] Determine the amount of energy that can be produced from the energy sources currently available for hybrid electric aircraft;

[0043] Determine the optimal way to extract energy from the sources of stored electrical energy and the sources of generated energy; and

[0044] In the event of component failure or malfunction in the power system, determine the reconfiguration of the power system and the revised control strategy for continued flight.

[0045] Other objectives and advantages of the invention will become apparent to those skilled in the art upon reading the detailed description and the accompanying drawings. Attached Figure Description

[0046] Various embodiments of the invention according to this disclosure will be described with reference to the accompanying drawings, wherein:

[0047] Figure 1 This is a diagram illustrating certain key components, elements, and processes that may exist in an implementation of the transportation system 100 of the present invention;

[0048] Figure 2 It is a diagram illustrating some of the main components, elements, data flows, and processes that may exist in an implementation of the transportation system 200 of the present invention;

[0049] Figure 3 This is a diagram further illustrating certain key components, elements, and processes that may exist in an implementation of the transportation system 300 of the present invention;

[0050] Figure 3 (A) is a flowchart or diagram illustrating a process, method, operation or function for determining the recharging and refueling services required at the destination airport and that may be used in an implementation of the system and method of the present invention. Figure 3 (B) is a flowchart or diagram illustrating a process, method, operation or function for determining recharging and refueling services on the route to the destination airport and which may be used in an implementation of the system and method of the present invention.

[0051] Figure 4 This is a diagram further illustrating certain key components, elements, and processes that may exist in an implementation of the transportation system 400 of the present invention;

[0052] Figure 5 This is a figure illustrating an example of the range-optimized hybrid electric aircraft 500 of the present invention, which can be used in an implementation of the regional air transport system of the present invention.

[0053] Figure 6 This is a diagram illustrating a propulsion system 600 with an integrated variable-pitch electric ducted fan that can be used in an embodiment of an electric hybrid aircraft as part of the air transport system of the present invention.

[0054] Figure 7 This is a diagram illustrating a power system 700 and its associated components that can be used in an embodiment of an electric hybrid aircraft as part of the air transport system of the present invention;

[0055] Figure 8 This is a schematic diagram of a series hybrid drive configuration 800 for a representative aircraft that can be used in an embodiment of the transportation system of the present invention;

[0056] Figure 9 This is a diagram illustrating an exemplary user interface 900 used by a pilot of an embodiment of the aircraft of the present invention;

[0057] Figure 10 This is a diagram illustrating the main functional elements or modules of a power system optimization and control system (POCS) that can be used in an embodiment of an electric hybrid aircraft that can be used as part of the air transport system of the present invention.

[0058] Figure 11 This is a diagram illustrating the main functional elements or modules of the POCS (Point of Control System) in an embodiment of the air transport system of the present invention, which are accessible and used to control or modify processes on the aircraft.

[0059] Figure 12 An interface configuration for an exemplary power system 1200 is shown, which is connected to an onboard POCS by a plurality of interfaces / connectors 1202 for the purpose of sensing performance parameters and returning control signals to components of the power system or its control system.

[0060] Figure 13 This is a diagram illustrating an exemplary flight path optimization for an aircraft in an embodiment of the regional air transport system of the present invention, the exemplary flight path optimization being generated by a flight path optimization platform (FPOP) and used at least in part for controlling the operation of the aircraft.

[0061] Figure 14 This is a flowchart or diagram illustrating some of the inputs, functions, and outputs of a Flight Path Optimization Platform (FPOP), which can be used to determine or revise the flight path of an electric hybrid aircraft that can be used as part of the air transport system of the present invention.

[0062] Figure 15 This is a flowchart or flowchart illustrating the design process of a hybrid electric aircraft that can be used to implement the air transport system of the present invention;

[0063] Figure 16 This is a diagram of an example of a hybrid electric aircraft designed based on the principles and processes described in this article;

[0064] Figure 17 It is a graph showing the efficiency of a certain aircraft and propulsion configuration as a function of flight altitude and required power;

[0065] Figure 18 This is a map illustrating several regional areas and associated airports or landing zones that can be used as part of an implementation scheme for the regional air transport system of the present invention; and

[0066] Figure 19 It is a diagram illustrating elements or components that may exist in a computer device or system 1900 configured to implement a method, process, function or operation according to an embodiment of the invention.

[0067] It should be noted that the same numerals are used throughout this disclosure and the accompanying drawings to refer to similar parts and features. Detailed Implementation

[0068] The subject matter of embodiments of the invention described herein is specifically presented to satisfy legal requirements, but this description is not necessarily intended to limit the scope of the claims. The claimed subject matter may be embodied in other ways, may include different elements or steps, and may be used in combination with other prior or future technologies. This description should not be construed as implying any particular order or arrangement of the various steps or elements, unless the order of individual steps or the arrangement of elements is explicitly described.

[0069] Embodiments of the invention will now be described more fully with reference to the accompanying drawings, which form part of the invention and illustrate exemplary embodiments available for carrying out the invention. However, the invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will satisfy the statutory requirements and convey the scope of the invention to those skilled in the art.

[0070] Among other things, the present invention may be embodied, in whole or in part, as a system, one or more methods, one or more elements of an aircraft or transportation system, one or more elements or functional modules of an aircraft (flight) control system or a regional aircraft transportation system control system, or one or more devices. Embodiments of the invention may take the form of hardware implementations, software implementations, or a combination of software and hardware aspects. For example, in some embodiments, one or more of the operations, functions, processes, or methods described herein for use in flight control (or other forms of control) of an aircraft or transportation system may be implemented by one or more suitable processing elements (e.g., processors, microprocessors, CPUs, controllers, etc.) that are part of a client device, server, or other form of computing or data processing apparatus / platform and are programmed with a set of executable instructions (e.g., software instructions), which may be stored in a suitable data storage element. In some embodiments, one or more of the operations, functions, processes, or methods described herein may be implemented by dedicated form of hardware (e.g., programmable gate arrays, application-specific integrated circuits (ASICs), etc.). Therefore, the following detailed description is not to be construed as limiting.

[0071] Before describing several embodiments of the aircraft and associated regional air transport network of the present invention, it should be noted that the following abbreviations or terms may be used herein, and these abbreviations or terms are intended to have at least the meaning indicated with respect to concepts, processes, or elements:

[0072] • ADS-B: Automatic Dependent Detection Broadcast—Enables air-to-air and air-to-ground communication and data for NextGen air traffic control.

[0073] • ATC: Air Traffic Control — refers to both the controller and the flight path assigned to an aircraft.

[0074] • BPF: The blade pass frequency of a ducted fan, measured in Hz. It is calculated as the rotational frequency (Hz) divided by the number of blades.

[0075] • Conventional aircraft engines: Gas turbines currently used to provide propulsion for aircraft, including but not limited to reciprocating or rotary internal combustion engines, gas turbines, turboprop engines, turbojet engines, turbofans, and ramjet engines.

[0076] • COT: Time Cost—In this context, it refers to the time cost for a passenger or payload. For example, business jets allocate a very high time cost to their passengers, while cargo has a much lower COT. It is a measure of the “value” (and therefore a pricing factor) of the amount of time a particular passenger, piece of cargo, etc., spends.

[0077] • DOC: Direct operating cost, calculated as the sum of energy (fuel and / or electricity), amortization of energy storage units, and maintenance reserves for racks and range extenders or engines.

[0078] Ducted fan: A multi-bladed aerodynamic propulsion unit located in an axial duct. The duct is shaped to maximize the fan's efficiency.

[0079] • FMS: Flight Management System, which is an integrated computer system that controls an aircraft through an autopilot and autothrottle interface. The FMS is typically programmed before takeoff and can keep the aircraft flying for most or all of the journey to its destination without pilot intervention.

[0080] • I: Indirect operating costs on an hourly basis, including rack depreciation, unit costs, insurance, etc.

[0081] Mach number: The fraction of the speed of sound at which a vehicle is moving.

[0082] • Range extender generator: It may consist of an internal combustion engine, each internal combustion engine driving one or more electric generators; alternatively, it may consist of a unit that directly converts stored chemical energy into electricity (e.g., a hydrogen fuel cell).

[0083] • Rechargeable energy storage units: These consist of battery packs, supercapacitors, or other media (or combinations thereof) for storing electrical energy, coupled to a battery management system that manages the operation and safety of these packs. Each pack may include multiple individually removable battery modules and operates with some or all of these modules in place. Also known as an "energy storage unit".

[0084] • Compaction: A measure of the area of ​​the propeller disk occupied by the blades. It is defined as the ratio of the total blade chord at a given radius to the circumference of the fan disk at that radius.

[0085] •STOL: Shortest Takeoff and Landing – not a hard definition, but it implies a significantly shorter runway length and a significantly steeper approach angle compared to similar-sized aircraft that do not have STOL.

[0086] • TDI: Turbocharged Diesel Injection – A compression ignition engine with boosted intake manifold pressure.

[0087] In some implementations, the transportation network of this invention can be defined by airports (and associated ground transportation options), aircraft, and supply and demand mechanisms optimized for regional electric air transport services. This combination of technologies, processes, apparatus, and control methods can be used to provide a variety of benefits to users. Compared to other modes of travel—highways, high-speed rail, and conventional air transport—regional electric air transport offers significantly shorter door-to-door travel times and significantly lower per-mile costs. Therefore, the system of this invention will drive and support four large-scale applications:

[0088] A. Planned Business Applications: Regional electric air transport will be able to provide twice the door-to-door speed of conventional air transport at approximately half the cost, accompanied by convenience and comfort. Unlike today's highly concentrated air networks of large aircraft flying long-haul flights to a set of dwindling high-capacity hubs, the regional electric air network of this invention will be (far more) more distributed. Smaller aircraft flying lower will serve a large number of community airports. More schedules and destination options, along with lower-traffic routes, will result in a much more personalized travel experience compared to today's air travel. Regional electric air transport will serve two main demand pools: point-to-point and feeder. Point-to-point flights will serve destination pairs within the region that typically bypass conventional aircraft and hub airports. Feeder flights will transport passengers from their local regional airports to more distant conventional hubs to connect to long-haul flights outside the region. In turn, feeder flights will transport passengers arriving on long-haul flights to their local regional airports. Both of these will significantly reduce door-to-door travel time for both regional and long-haul travel by bypassing congested hubs and by reducing ground segments.

[0089] B. Business and On-Demand Applications: Regional electric air transport systems also offer a strong value proposition for business and on-demand travel. Electric aircraft provide comfortable travel on regional routes at 80% to 90% lower costs than business jets. Furthermore, silent STOL (Short Takeoff and Landing) capabilities will open up all-weather access to a large number of smaller airports, providing door-to-door times comparable to faster business jets that require longer runways and generate noise pollution and other problems. In addition, the ultra-low cost of electric air transport will amplify demand for this form of travel, while sharing technologies will multiply the options available. Capacity can be offered on a shared or on-demand basis, in addition to the currently available airbus, charter, and partial ownership models. For example, in shared flights, open seats on existing flights will typically be offered to other passengers at reduced fares. On the other hand, on-demand flights will be scheduled based on passenger traffic. These flights will include on-demand markets that accept passenger requests for flights, enabling flight scheduling based on a combination of requests and historical demand patterns.

[0090] C. Cargo Applications: While regional transportation infrastructure has stagnated over the past few decades, the demand for rapid goods delivery has multiplied, driven by the rapid growth of online commerce. Electric air transport will offer a disruptive alternative, providing door-to-door speeds 4 to 5 times faster than ground transport at comparable or lower costs. This will be achieved through cargo flights (manned, remotely driven, or autonomous) from regional logistics hubs or nearby airports to local warehouses or nearby airports. For example, rapid delivery of goods to residential or commercial areas will be achieved through electric air cargo flights between regional distribution centers and local supply warehouses. Electric aircraft will load packages destined for one or more local supply warehouses at the distribution center. Once loaded, the aircraft will take off from a nearby or adjacent airstrip to fly regionally to the airstrip near or close to each local supply warehouse to which the goods are delivered. Delivery from local warehouses to the final destination can utilize existing models, such as delivery trucks, or one of several emerging platforms, such as autonomous vehicles or delivery drones. As another example, rapid delivery of goods to the point of use will be achieved through electric air transport flights from corresponding production points (e.g., manufacturing facilities, farms) or logistics hubs (e.g., warehouses, transport terminals). Electric aircraft will be loaded at the production point or logistics hub and take off from a nearby airstrip for rapid flight to an airstrip near the point of use.

[0091] D. Military Applications: Despite significant advancements in military technology over the past few decades, the development of platforms for transporting troops or cargo over regional distances has largely stagnated and remains largely confined to ground convoys or far less cost-effective conventional or rotary-wing aircraft. In much the same way as for cargo, electric aircraft can transform regional military logistics by enabling the transfer of small supply convoys from the ground to electric aircraft. Doing so would reduce exposure to enemy operations and increase supply chain speeds significantly (estimated to be 5 times or more) at costs comparable to or lower than ground transport. For example, rapid supply to forward bases can be achieved via electric airlift flights from battlefield logistics hubs. Electric aircraft can load troops and cargo destined for one or more forward bases at the logistics hub. Once loaded, the aircraft will take off from a nearby airstrip for regional flights to airstrips near each forward base to which the cargo is destined. Delivery at the forward base can also be made without touching ground by using parachutes or other mechanisms to safely guide cargo to the forward base. Other opportunities include replacing conventional or rotary-wing aircraft performing tactical transport missions to increase travel speed, enhance stealth, and significantly reduce costs; and

[0092] E. Manned and Unmanned Applications: Given the rapid and ongoing development of autonomous vehicles and remotely piloted unmanned aerial vehicles (UAVs), the four applications of the aforementioned regional electric air transport services may include conventionally piloted aircraft as well as aircraft designed with increased autonomy. These aircraft will include manned aircraft equipped with backup control by a remote pilot, unmanned aircraft controlled by a remote pilot, and semi-autonomous aircraft equipped with backup control by a remote pilot.

[0093] In one embodiment, the regional air transport network of the present invention may include four types of airports, most of which have runways >1,500 ft (or landing pads for VTOL aircraft) and are distinguished based on their respective roles in the regional network and the extent to which they are equipped to support high-frequency hybrid electric flight:

[0094] • Regional Tier I, II, and III airports. These airports are key nodes in the regional network. Tier I airports are ideally equipped for high-frequency electric flight and offer rapid recharging and swapping stations, as well as the ability to operate 24 / 7 and at night. Some Tier I airports may also be served by scheduled flights of regular aircraft. Tier II airports include rapid recharging and swapping stations, while Tier III airports have the ability to perform basic recharging on the tarmac. Given the relatively lower traffic volume and smaller aircraft, regional airports will offer fewer or lower levels of ground services (e.g., baggage, security) compared to regular hubs. This will enable rapid transport throughout the airport, further reducing door-to-door travel time.

[0095] • Large regional trunk hubs. A subset of large business hubs located within the region that support flights of small to medium-sized hybrid electric aircraft. These subsets may include dedicated short runways, non-disruptive flight corridors, relatively fast recharging and swapping stations, and rapid passenger transfers from regional electric flights to conventional air flights (and vice versa). Given that a significant portion of regional electric flights will be “non-sterile,” hubs may also include measures for this passenger flow to access sterile areas of the airport, such as baggage “disinfection” and security services for arriving regional passengers.

[0096] • Regional service hubs. Airports within a region equipped to serve and accommodate electric aircraft. These airports are typically subsets of regional Class I or II airports and will generally include parking, maintenance facilities, and operations centers; and

[0097] • Cargo airports. Airports that facilitate regional transport of goods between network hubs or distribution centers and local delivery warehouses. Like the Level I, II, and III airports mentioned above, these airports are equipped for high-frequency electric flight and may include shared cargo and passenger facilities. These cargo airports are typically located near the point of origin of the goods (e.g., network hubs, distribution centers) or the point of delivery of the goods (e.g., local delivery warehouses).

[0098] In some embodiments, the hybrid electric range-optimized aircraft and associated regional air transport network of the present invention can provide a relatively quieter, more cost-effective, more energy-efficient, and more convenient mode of transportation, while also offering a number of associated social and economic benefits. These benefits include a reduction in the need for reliance on automobiles for regional transport, which is expected to reduce pollution and traffic congestion. The aircraft and systems of the present invention can also save passenger time, leading to increased productivity, encouraging more local development and housing construction, supporting decentralized living and working arrangements, and creating new markets for connecting transport services.

[0099] To allow for the opportunities offered by more efficient and effective regional air transport systems, the inventors have recognized the need for several enabling devices, systems, data processing methods, and technologies. These include, but are not limited to, efficient hybrid electric aircraft with silent short-range takeoff capability for regional operations in "close proximity" to communities and urban centers, and associated and appropriately optimized technologies. Furthermore, there is a need for regional transport networks comprising such aircraft, supporting airports, and appropriate supply-demand matching mechanisms. Elements of embodiments of the present invention are designed to address these and other needs. Specifically, embodiments of the systems and methods of the present invention may include one or more of the following:

[0100] • A highly efficient plug-in series hybrid electric propulsion system optimized for regional ranges. The propulsion system can be designed to minimize energy requirements by sizing the system for fast cruise within a defined portion of the range representing most of the flight and slower cruise for longer distances. This allows for a down-adaptive generator with less power output than required for standard cruise, enabling continuous use of the energy storage unit during flight and complete depletion of it (minus the reserves required by the FAA). This also achieves a relatively high energy storage mass fraction in the range of 12-20% of the aircraft's total weight. This higher energy storage-to-power ratio (and the fact that power generation is typically optimized for cruise modes) compared to conventional hybrid designs is a key factor in the 65-80% lower DOC (compared to conventional aircraft) achieved by this invention. Further reductions are achieved through regenerative braking of the propellers and all electric ground operations.

[0101] • Range-optimized aircraft design, realizing early impacts on electric air transport. To date, efforts to design commercial electric aircraft have focused on size, speed, and range capabilities comparable to conventional aircraft. This scaling, considering the energy required for flight, multiplied by the square of speed, results in either “mildly electric” designs that store only a fraction of the energy onboard, or more electric designs that require advanced electric technologies. This has led to the view that electric air transport offers limited savings in the near term, and that key technologies will take 10 years or more to mature. In contrast, by tailoring the aircraft of this invention to regional range and lower speeds, altitudes, and sizes, the “range-optimized” design of this invention can deliver significantly lower DOC based on technologies that will be available in a significantly shorter time. This allows for market access many years earlier.

[0102] The inherent degree of "future proofing" (such as preventing relatively rapid technological or business-related obsolescence) is achieved through a modular, forward-compatible powertrain-propulsion system coupled to a forward-compatible rack. Similar to the rapidly advancing technology of electric vehicles, a key obstacle to the early adoption of electric aircraft was obsolescence driven by technological evolution. The modular, forward-compatible design of the powertrain, propulsion system, and rack counteracts this potential inhibitory factor on the adoption of electric aircraft and associated transportation systems, enabling technology upgrades through simple module exchanges. This enables early access to hybrid electric aircraft, which continuously deliver improved DOC through upgrades to maintain and improve energy storage technology and / or operational efficiency. Another important driving force is the present invention's Hybrid Electric Aircraft Powertrain Optimization and Control System (referred to herein as "POCS"). This platform adjusts the operation of the modular powertrain based on the characteristics of the onboard energy storage unit and generator to deliver optimal performance. Therefore, it is easy to adapt to technological upgrades: flight objectives (i.e., speed, efficiency, noise, payload) are transformed in order to control the power system in a way that makes the best use of the onboard modules, without requiring a lot of operator or pilot intervention.

[0103] • Quiet operation and short takeoff and landing (STOL) capability enable “close-range” flight and greater community acceptance. Quiet STOL capability significantly improves an aircraft’s ability to fly “close-range” in communities and population centers, thereby dramatically reducing door-to-door travel time. STOL enables operation to smaller community airports (>13,000 in the U.S.), thus bypassing congested hubs. Quiet operation translates into greater community acceptance, which is often a limiting factor for this type of flight. The system and aircraft of this invention utilize a quiet electric ducted variable-pitch fan (referred to herein as “eFan”) for propulsion to reduce runway requirements and lower noise levels, thereby enabling operation at most existing airports. The proposed fan design of this invention features aerodynamics and acoustics optimized for the aircraft’s mid-speed and altitude for range optimization. This includes: using a low-pressure-ratio variable-pitch fan, enabling the propeller blade pitch to be adjusted for flight modes for greater efficiency; and using regenerative braking instead of typically noisy spoilers. The fan is powered by one or more high-density electric motors located at the center of the duct and connected directly to the fan or via an optional elliptical reduction gear. The high torque at the low RPM of the electric motors, combined with the high static thrust of the ducted fan, results in excellent STOL performance. The combination of low fan tip speed, fan-stator and duct acoustic design, and duct acoustic treatment delivers a significantly lower noise signature. As an added benefit, the improved safety and "jet-like" appearance of the ducted fan are expected to translate into strong consumer appeal relative to open-propeller aircraft typically used for regional operations. The aircraft and power system also include other features designed to reduce cabin and ambient noise.

[0104] • A distributed regional hybrid electric air transport network for passengers and cargo, enabling efficient large-scale operation of the electric aircraft of this invention. Modern air services require passengers (or cargo carriers) to match their travel to large, cost-competitive aircraft flight configurations. In contrast, and as the inventors recognize, hybrid electric technology achieves the opposite, even when aircraft and flight configurations match passenger travel needs. This is achieved through a distributed regional electric air transport network operating outside a relatively large number of neighborhood and community airports and operating smaller electric aircraft optimized for individual routes. This network configuration will differ significantly from conventional long-haul air transport networks and systems, resulting in different requirements for the components and processes used to implement and operate the network. These requirements are described herein and include requirements for airports (including ground transport options) and aircraft-to-demand matching mechanisms. Regarding airports, in one embodiment, this includes four categories of airports, all with runways (or VTOL landing pads) greater than 1,500 ft and differentiated based on their role in the regional network and the extent to which they are equipped to enable high-frequency electric flight. Regarding aircraft, in one implementation, this includes hybrid electric aircraft designed for “lean” operations both in flight and on the ground at low-service community airports. These elements are coordinated and their use is optimized through the use of next-generation regional capacity management to improve aircraft load factor and utilization.

[0105] The development and use of fault-tolerant designs for aircraft power systems for aviation-grade safety is a critical requirement for the large-scale application of hybrid electric power systems. In one implementation, this is addressed by designing the power system and supporting optimized control and management systems (“POCS” systems) to achieve a relatively high degree of redundancy, thereby ensuring continued safe operation in the event of a failure. This may include features that provide redundancy in the event of failure of power sources, converters, sensors, or motors, among other components or processes. Other safety features may include those designed to prepare the power system prior to a collision to ensure that the platform and modules respond to impacts in a manner that minimizes risk to the aircraft occupants.

[0106] The use of a power system designed for semi-automatic optimization and control is crucial for pilot acceptance and for achieving high-frequency operation with optimal efficiency. A key factor in pilot acceptance of hybrid electric aircraft is a control platform with a simple pilot interface that simulates conventional aircraft operation. This platform (examples of which are found in...) Figure 9The power system optimization and control system (POCS) shown in the diagram and further described herein should be optimized across the integrated power system (e.g., generator operation during flight) and for each module (e.g., motor RPM and torque at maximum efficiency) to meet the pilot's flight objectives. Furthermore, the control platform (i.e., POCS) should support the safe operation of the power system through appropriate fault isolation and recovery mechanisms. Other features of the control platform may include streamlined power system preparation and inspection before flight, auxiliary diagnostics and maintenance after flight, and simple calibration after power module replacement. Many of these features or requirements are achieved through the indicated power system optimization and control system (POCS), which serves as a single control platform for the power system and its modules; and

[0107] • An automated optimization method for generating and correcting flight paths for regional hybrid electric flight. It should be noted that determining optimal paths for one or more regional hybrid electric flights (typically at altitudes <30,000 ft) is more complex than for long-haul flights with well-defined optimal altitudes and speeds, as is typical for conventional jet aircraft. For example, the different operating characteristics of various power sources cause the optimal flight altitude to vary during flight based on the degree to which a generator is needed. Therefore, it is necessary to consider the operating characteristics of the power sources along with physical conditions during flight (e.g., terrain, weather, and flight distance) and pilot preferences for the flight (e.g., high speed or economy) to determine the optimal path. In some implementations, this is done through a flight path optimization platform (referred to herein as “FPOP” and referenced in [reference]). Figure 13 and 14 (Description provided) The flight path optimization platform integrates with the flight management system (FMS) and point of sale control system (POCS) to define optimal flight paths and improve these optimal flight paths as conditions evolve along the flight path.

[0108] Figure 1 This is a diagram illustrating some of the key components, elements, and processes that may exist in an implementation of the transportation system of the present invention. As described herein, the transportation system and associated equipment and processes of the present invention may include a distributed air transport network for regional transport based on small to medium-sized (6-90 seats) mixed and electric aircraft (with V / STOL capability). These are intended to supplement current conventional long-haul air transport systems that are concentrated in a small number of hub airports.

[0109] The air transport network is tailored for high-frequency operations by electric aircraft to a large number of regional airports currently underserved by conventional air systems, as well as low-impact operations to major hubs. This enables airlines, transportation authorities, airbuses, charter and cargo operators to provide profitable scheduled and on-demand flights throughout the region at a cost structure competitive with long-haul routes. Compared to alternative regional travel modes—highways, rail or high-speed rail, and conventional air transport—the present invention’s transport network offers significantly shorter door-to-door travel times and significantly lower total cost per mile. In some embodiments, this is achieved by using the present invention’s silent range-optimized hybrid electric aircraft to conveniently and frequently fly “short-distance” to a large number of regional airports near communities and population centers.

[0110] As shown in the figure, embodiments of the transportation network 100 of the present invention may include one or more regional subnetworks 102. Each subnetwork 102 may be attached to a region of a country, state, or other geographic area. Each subnetwork 102 will typically include multiple cities and one or more regional or hub airports 104 from which one or more aircraft 106 of the present invention operate. Each regional air or hub airport 104 may include elements and services supporting the scheduling and “refueling” of aircraft, wherein fuel herein refers to the recharging or exchange of energy storage units and the refueling of range extenders (as indicated by “recharging and refueling services” 108 in the figure). Management of scheduling, refueling, and other services (such as record keeping) may be performed by one or more service platforms 110. Such platforms may include those for accessing and processing diagnostic information about flights, operating refueling stations, and scheduling refueling operations. In some embodiments, service platform 110 may include processes capable of performing supply-demand matching to schedule flights, processes to efficiently make parts available, or other desired matching or optimization processes related to the management of the network and its components.

[0111] Figure 2This is a diagram illustrating certain key components, elements, data flows, and processes that may exist in an implementation of the transportation system of the present invention. As shown, such a system 200 may include an implementation of the hybrid electric regional aircraft 202 of the present invention. Aircraft 202 includes an implementation of the hybrid power system 203, power system optimization and control system (POCS) 204, flight path optimization platform (FPOP) 205, flight management system (FMS) 206, and communication capability 207 described herein, which is used to transmit messages and data to other components or processes of system 200. Regional air transport operator 210 may include a set of processes used in flight planning and other scheduling or management tasks related to the operation of one or more airports and their associated aircraft. Communication capability 207 can be used to transmit data related to aircraft payload, flight path, and energy state (and other parameters) to regional air transport operator 210. Data obtained from and / or processed by one or more of the aircraft 202 and transport operator 210 can be used to assist in flight scheduling via regional capacity management platform or process 212, to assist in managing and scheduling “refueling” processes via recharge and refueling platform 214, or to assist in monitoring aircraft operations during and after flight (for the purpose of pilot logs and diagnosing any problems) via POCS online process or platform 216.

[0112] As shown in the figure, demand for regional air transport services can be driven by various types of bookings and the availability of aircraft, parts, and pilots. This information 218 is typically used by a regional capacity management platform or process 212 to determine the appropriate number and type of flights available to customers. Similarly, fuel / energy / electricity service providers can use information related to flight scheduling, fuel demand, available fuel (such as charging modules), and sales / payment 220 to schedule refueling operations and accept payments for these operations through a recharge and refueling platform 214. Aircraft manufacturers 222 typically provide information about the structure and operation of their aircraft and systems to the POCS online process or platform 216 to assist pilots or process engineers in operating the aircraft and for diagnosing problems.

[0113] Figure 3This diagram further illustrates certain key components, elements, and processes that may exist in an implementation of the transportation system 300 of the present invention. As shown, the aircraft and pilot 318 may utilize one or more systems, platforms, modules, or processes (as indicated by “FMS,” “FPOP,” “POCS,” “Field RRP”) as part of scheduling or operating the aircraft. The Field Recharge and Refueling Platform 314 (“Field RRP”) assists the pilot in determining the optimal recharge and refueling services required en route or at the destination by utilizing one or more systems, platforms, modules, or processes (as indicated by “Recharge and Refueling Assistant,” “Service Provider Database,” “Preferences”). Alternatively, recharge and refueling decisions may be made by the regional air transport operator 302 based on information provided to it by the aircraft and pilot 318. As shown, the Field Recharge and Refueling Platform 314 similarly assists in these operations. The online recharging and refueling platform 316 can exchange information about requested recharging and refueling services and proposed schedules by the service provider with aircraft and pilots 318 or regional air transport operators 302 via a suitable interface 308. The online recharging and refueling platform 316 may utilize one or more systems, platforms, modules, or processes (such as those indicated by "service scheduling," "service calendar and logs," "provider database," "payment platform," "mapping platform," etc.) as part of providing recharging and refueling scheduling, processing payments for such services, etc. Similarly, the online recharging and refueling platform 316 can exchange data with airport fuel service providers 306.

[0114] As noted, airports / airports served by the regional electric air transport system of this invention can provide various levels of rapid exchange and recharge infrastructure to enable high-frequency electric flight. Recharge stations will operate to perform standard and rapid charging of aircraft energy storage units in situ, while exchange stations will operate to exchange discharged or partially discharged energy storage units and replace them with charged ones. The aircraft of this invention includes compartments for accommodating standard and extended energy storage units, and these compartments can each be modular to allow the removal of discrete modules comprising standard or extended packages. Therefore, exchange can include replacing existing modules with a smaller or larger number of modules based on operator requirements such as speed, range, payload, and cost for the next flight.

[0115] It should be noted that an aircraft's speed, range, payload, and operating costs are largely determined by its onboard energy storage capacity. Therefore, the ability to add or remove energy supply modules allows performance to be tailored to the specific needs of a flight. For example, in flights with a payload below the design payload, the operator can reduce operating costs and / or increase electric range by adding energy storage units weighing up to the design payload minus the actual payload, thus reducing the required fuel reduction. Conversely, the operator can accommodate a payload above the design payload by removing energy storage units weighing more than the payload plus the additional fuel required for the flight. This capability allows the operator to reduce costs on segments where the aircraft's payload is less than its capacity and to accommodate overloaded flights. Furthermore, to enable efficient module swapping and recharging, the transport network can be supported by software and communication platform 312, which allows pilots or regional air transport operators to determine energy requirements and communicate these requirements to fuel service providers at the destination airport or en route to the destination.

[0116] As pointed out, Figure 3 The diagram shows a block diagram of an implementation scheme for the recharging and refueling platform 304. Figure 3 (A) illustrates aspects of the operation of the recharge and refueling platform 304. Figure 3 (A) is a flowchart or diagram of an exemplary process for determining the recharging or refueling service required at the destination, and Figure 3 (B) shows a flowchart or diagram illustrating an exemplary process for determining such services required en route to the destination. These processes or operations are performed by the “Recharge and Refueling Assist” module or process of the field aspect 314 of platform 304 based on a request from the pilot or operator.

[0117] Figure 3 The processes or process flows shown in (A) and 3(B) depend on a number of factors, including the payload and energy requirements of the route segment, the remaining onboard energy storage capacity and charge, the turnaround time and cost of the exchange, and recharging requirements. These parameters and data are typically communicated to the airport fuel service provider 306 along with flight details, ETA, and turnaround time, enabling the provider 306 to schedule services and prepare for a rapid and accurate exchange or recharging. To assist the pilot with recharging and refueling at the destination airport, platform 304 determines the additional energy required for the next flight (such as a flight segment) and generates feasible options based on the capabilities of the preferred service provider at the airport.

[0118] These options may include one or more of the following: customizing the stored energy capacity according to the payload, adding stored energy units to the payload on low-payload flights to improve energy efficiency, or removing units on flights requiring additional payload. Options may also include exchanging or recharging energy storage units based on one or more of the following: cost, turnaround time, or impact on the operational lifespan of the energy storage units. Options, along with the required costs and time, are presented to the pilot, and the pilot's selection of the desired option is transmitted to provider 306 for service scheduling. Similarly, to assist the pilot with service en route to the destination, platform 304 determines the aircraft's range, given the remaining onboard energy and additional energy required for the next segment. This is done to generate feasible pilot options based on the service providers within the aircraft's range, along with the cost and time impact of each option. It should be noted that platform 304 can be used to support recharging and refueling plans for single flights, sequential multiple flights, or flights with multiple segments. The service sequence for multi-step trips is selected by the pilot based on guidance from the platform and transmitted to the service provider. During the journey, recharging and refueling needs and schedules are periodically refreshed based on flight progress, and are transmitted to the service provider whenever they change significantly or meet specific rules or conditions.

[0119] The recharge and refueling platform 304 also provides support for billing, payment, and account management, enabling such transactions to be conducted efficiently using standard transaction authentication, authorization, and processing technologies. Energy storage units can be owned by the aircraft operator, in which case the exchange units will be pre-located based on flight type, much like today's spare parts. Energy storage packs can also be owned by service providers or third parties and loaned to aircraft operators as a service. Service providers store and recharge the backup packs, exchanging them with discharged packs as needed.

[0120] The recharge / refueling platform 304 includes a set of on-site functional modules 314 and a set of online functional modules 316. The on-site functional modules 314 are implemented on the aircraft or at the regional air transport operator's location, while the online functional modules 316 are accessible via the Internet or other suitable communication networks. It should be noted that although the services provided by operators of such a platform will be referred to herein as recharge / refueling, they may also include the exchange of energy sources, and this exchange may necessitate adding more battery packs or reducing the total number of battery packs as needed for operations. The recharge / refueling platform connects hybrid electric aircraft, regional air transport operators, and airport fuel service providers, allowing communication between them to achieve efficient refueling operations. The platform's components may include one or more of the following:

[0121] The online service provider database 320 and the field service provider database 321 are periodically updated directories of airports, fuel service providers at each airport, each provider's service capabilities, service schedules, pricing, and other logistical details (e.g., affiliates, supported payment methods, etc.). Typically, the latest and most comprehensive version of this database is maintained within the online platform 316. A simplified (e.g., locally / regionally customized) version of the database is deployed as part of the field aspect 314 of platform 304, enabling the field recharging and refueling support module / process 322 to function independently of or without connection to the online platform 316. However, it should be noted that, as a backup, one or more distributed sites may also maintain copies of the comprehensive version of the database; this redundancy can help provide recharging and refueling data to pilots and regional facilities in the event of a disruption in services provided by the central data repository, or to assist pilots significantly deviating from their flight paths. The simplified version can be periodically updated from the online database when appropriate and secure access is available and updates can be performed without undesirable operational impacts.

[0122] • Preference data (components, processes, or modules 324 and 325) are records of customized settings for the aircraft or operator. These may include default units, currencies, and time zones, preferred fuel service providers and customized pricing, communication and transaction processes, and standard refueling agreements for specific routes. This is stored on-site 324 and online on platform 325;

[0123] • The Recharge and Refueling Assist 322 enables pilots or operators to determine the optimal fuel refueling required to support one or more flights and to select from available providers at the airport or during the aircraft's flight. This function or process utilizes the field provider database 321 and preference data 324 of the Recharge and Refueling Platform 304, as well as a set of modules or functions accessible on the aircraft or to the operator, such as POCS and FPOP (whose functions or operations are described in more detail herein).

[0124] • Service scheduling module 326 receives specific fuel service requests and attempts to schedule the requested provider for them. If the requested time slot is available, the module returns confirmation and records the reservation on the aircraft's service calendar 328. If the time is unavailable, the module returns an alternative opening. Providers may delegate control of their scheduling to the recharge and refueling platform and / or manage their scheduling themselves. If the platform has control, module 326 schedules the service on the provider's calendar and sends a notification to the provider. If the provider has control, module 326 notifies the provider of the service request and awaits confirmation or details regarding the alternative opening.

[0125] • The Service Calendar and Log Module 328 maintains records of all services scheduled by aircraft and providers. For each past service, the module tracks handling, whether the service was performed, the invoice for the performed service, details of completed payments, and outstanding feedback from customers. Module 328 enables service providers to define service gaps available in the future, allows the platform to book or retain control on their behalf, updates their calendars to reflect bookings made outside the platform, and more; and

[0126] • Account module 330 is a record keeping and transaction module that enables providers to issue invoices and customers to make payments. This module utilizes standard payment platforms 332 currently used by pilots and operators, such as EDI, credit cards, and EFT.

[0127] Another aspect of the system 300 of the present invention is an airport fuel service provider 306. Provider 306 represents an operator or manager of an airport or airfield that is part of the transportation system of the present invention. Such an operator or manager can provide a set of services to enable aircraft to efficiently recharge or exchange energy storage units, handle additional fuel for range extenders, process payments for these services, etc. The regional airport or airfield service provider 306 can interact with and transmit data to the recharging and refueling platform 304 via a suitable interface 310.

[0128] return Figure 3 (a) is a flowchart or diagram of an exemplary process for determining the required recharge or refueling service at a destination, in one embodiment using POCS (Reference Points). Figure 11 and 12 (More detailed description) to determine the aircraft's available energy / fuel, estimated arrival time, and post-arrival energy / fuel status (step or phase 350). Next, based on input from the pilot or flight dispatch process, information or data about the next segment or section of the flight can be received (step or phase 352). Using the FPOP process (refer to...) Figure 14 (Describe in more detail) to determine the total energy required for the next segment or section (step or phase 354). Next, determine the maximum available stored energy capacity for the next segment or section (step or phase 356).

[0129] Then consider preference data (such as references) Figure 3The process involves determining the allocation of total energy required for the next flight segment or section between stored energy (e.g., batteries) and generated energy (e.g., based on fuel usage). If such a preference exists (as indicated by the "Yes" branch of step or stage 358), then such preferences or conditions / constraints are used to determine recharge and / or refueling requirements (stage or step 360). If such a preference does not exist (or is not applicable for some reason, as indicated by the "No" branch of stage or step 358), then recharge and / or refueling options may be determined based on availability, pricing, etc. (step or stage 362). As shown in the figure, this determination may involve considering data contained in the airport service provider's database. The determined recharge and / or refueling options may be presented to the pilot, and the pilot's decision is received (stage or step 364).

[0130] Based on preferences and / or the pilot's decision, the recharge and / or refueling request is communicated to the appropriate service provider 367 (stage or step 366). This may include information about the flight, the aircraft, available and required energy, the configuration of the energy source, etc. Upon receipt and processing, the service provider 367 may provide the pilot with confirmation of the recharge and / or refueling order and any associated information (stage or step 368).

[0131] return Figure 3 (b) is a flowchart or diagram illustrating an exemplary process for determining a recharge or refueling service en route to a destination, in one implementation using POCS (Reference Points for Refrigeration and Refueling Services). Figure 11 and 12 (For a more detailed description) determine the aircraft's available energy / fuel, estimated time of arrival, and post-arrival energy / fuel status (step or phase 380). Next, the FPOP process (see reference...) is used... Figure 14 (Describe in more detail) to estimate the aircraft's remaining range and determine the total energy required for the next segment or phase (step or phase 382). Airport service provider databases can be used as a source of information and data about airports with suitable recharging and / or refueling facilities (phase or step 384).

[0132] Then consider preference data (such as references) Figure 3The process involves determining the allocation of total energy required for the next flight segment or section between stored energy (e.g., batteries) and generated energy (e.g., based on fuel usage). If such a preference exists (as indicated by the "Yes" branch of step or step 386), then such preference or condition / constraint is used to determine recharge and / or refueling requirements (step or step 388). If such a preference does not exist (or is not applicable for some reason, as indicated by the "No" branch of step or step 386), then recharge and / or refueling options may be determined based on consideration of the impact of one or more recharge / refueling service options on the flight (as indicated by step or step 390). This may involve considering required turnaround time and any anticipated delays, costs, airport charges, etc., of the flight. Based on the determined options and the application of any applicable rules, conditions, or constraints, a subset of possible options may be determined and presented to the pilot (as indicated by steps or steps 392 and 394), and the pilot's decision is received.

[0133] Using the FPOP module or process, the estimated arrival time of the aircraft, stored energy, and available fuel can be determined (stage or step 396). Based on preferences and / or the pilot's decision, the recharge and / or refueling request is communicated to the appropriate service provider 397 (stage or step 398). This may include information about the flight, the aircraft, available and required energy, energy source configuration, etc. After receiving and processing, the service provider 397 may provide the pilot with confirmation of the recharge and / or refueling order and any associated information (stage or step 399).

[0134] Figure 4 This is a diagram further illustrating certain key components, elements, and processes that may exist in an implementation of the transportation system 400 of the present invention. Reference Figure 4 In some embodiments, the transportation system of the present invention includes a hybrid electric regional aircraft 402, a regional Class I or Class II airport 404, a regional air transport operator 406, an airport fuel service provider 408, and a recharge and refueling platform 410.

[0135] As shown in the figure, an embodiment of the aircraft 402 of the present invention may be equipped with several modular energy storage units: a standard unit 412, which is sized for use in flight with a design payload; and an extension unit 413, which is used for increased electric range in flight with a payload smaller than the design payload. These units may be located in locations such as the wings, in pods suspended from the wings, or under the fuselage for easy exchange via a quick-release mechanism 414 when on the ground. The aircraft 402 controls include a Power System Optimization and Control System (“POCS”, described in more detail herein) 416, a Flight Management System (FMS) 417, and a secure data link 418. The POCS 416 and FMS 417 may be implemented in the form of a set of computer / software instructions executed by electronic processing elements, a CPU, a state machine, etc. Among other functions, the POCS 416 tracks onboard energy storage capacity and remaining energy, the FMS 417 estimates time to arrival at the destination airport, and the data link is used for communication with operators and fuel service providers.

[0136] Regional Class I or II airports 404 are equipped with exchange, refueling, and recharging stations 420 to enable rapid turnaround for hybrid electric flight. This includes equipment for the automatic or semi-automatic removal and replacement of energy storage units, equipment for transporting packages to and from storage units, and storage and recharging facilities for the energy storage units. Airport 404 may include a solar power plant 422 for on-site power generation and an on-site grid storage unit 424 connected to the power grid 426. Power for recharging the energy storage units can be optimally drawn across the solar power plant, grid storage unit, and power grid, depending on demand, cost, availability, etc.

[0137] The Recharge and Refueling Platform 410 connects entities across an air network to help orchestrate efficient recharge and swapping. The platform is engaged by pilots or air transport operators to identify / select providers and services based on operational needs. These requests are forwarded to the confirmation and dispatch service providers, ensuring the station is ready for aircraft arrival. This document has referenced... Figure 2 and Figure 3 This describes certain operations or functions that can be performed by platform 410. Regional air transport operator 406 is operable to schedule and manage services for passengers, pilots, and aircraft. This document has referenced... Figure 2 and Figure 3 This describes certain operations or functions that can be performed by platform 406. Airport fuel service provider 408 is operable to schedule and manage equipment for recharging and exchanging energy storage units (such as elements 412 and 413 in the figure) or for refueling range extenders on aircraft. This document has referenced... Figure 2 and Figure 3 Describes certain operations or functions that can be performed by platform 406.

[0138] Figure 5 This figure illustrates an example of the range-optimized hybrid electric aircraft 500 of the present invention, which can be used in an implementation of the regional air transport system of the present invention. In some embodiments, such an aircraft and / or air transport system may have one or more of the following characteristics or qualities, wherein the regional hybrid electric aircraft is designed for optimal passenger or cargo transport over regional ranges typically between 500 and 1000 miles:

[0139] • The aircraft is designed to utilize one or more of the elements or processes described herein to perform “lean fuel” operations in flight and on the ground to enable air operations to small, service-limited airports.

[0140] This "lean fuel" maneuver during flight is achieved through one or more of the following aircraft characteristics:

[0141] - Lower energy and cost: Aircraft and power systems are optimized for regional flights (e.g., lower speeds, ranges, and altitudes compared to long-haul flights). A power system optimization and control (POCS or similar) platform is used to optimize energy usage across one or more energy / power sources during flight;

[0142] - Lower ATC payload: Airborne ADS-B, including optional data link to air traffic control;

[0143] - Fewer pilots: Fly-by-wire flight capability, including (if needed) automatic landing. Utilizes an integrated FMS uploaded by the operator. High degree of automation, including facilities for remote piloting or fully autonomous flight;

[0144] - All-weather operation: pressurization for medium-altitude flight (e.g., 25,000 ft) to achieve weather and terrain avoidance; and

[0145] - Minimum runway requirement. Takeoff equilibrium field <5,000ft. Soft surface landing capability;

[0146] In addition, "low-fuel" ground operations are achieved through the following characteristics on the aircraft and at the airport:

[0147] - Rapid refueling and repair: The ability to rapidly recharge or exchange onboard energy storage units (e.g., batteries) in the air. Automatic or manual transmission of refueling, recharging, and maintenance requests via data link before landing;

[0148] -Fast Check-in and Loading: The cabin features storage racks near the doors to allow passengers to board with standard airline carry-on baggage, compensating for the low headroom typical of small to medium-sized aircraft. Reconfigurable partitions can also be used to separate passengers from security holds for oversized and checked baggage. A simple aircraft-side check-in platform (e.g., smartphones, tablets, PCs) enables rapid identity and ticket checks and fee collection. The design supports operation even in offline mode without internet access, thanks to pre-downloaded passenger and cargo manifests and payment delays until the next network coverage period.

[0149] Flight preparation: Utilizing an integrated FMS uploaded by an optional operator. Automated system checks performed by POCS or other systems. An onboard aircraft monitoring platform with a data link; and

[0150] Regional air transport networks can be supported by next-generation capacity management capabilities to help maximize aircraft load factor and utilization, such as:

[0151] - Higher load factor: Regional booking platform, including links to GDS for regular air transport. Booking platform operations match real-time customer demand with available flights, including measures for fixed and demand-based scheduling (including near real-time capabilities), on-demand and charter operations. Operators engage with the platform through their private ARS (larger operators) or through various managed, privately-owned tagged ARS providers (typically used by smaller operators); and higher aircraft utilization: Virtual “pools” of electric aircraft can be created, enabling owners and operators to offer and lease aircraft for short (hours) or medium (days-weeks) durations. The platform enables the listing of pooled aircraft, including availability and lease terms. The platform includes streamlined processes for locating available aircraft based on requests, negotiating terms and signing contracts, processing and transferring payments, and receiving or returning aircraft. Similar virtual pools of spare parts and pilots / crews enable rapid turnaround and scheduling flexibility.

[0152] return Figure 5 The table below provides a description of the main components of the aircraft shown in the figure, and also points out the differences in construction, materials and requirements between the aircraft of the present invention and conventional aircraft.

[0153]

[0154]

[0155]

[0156]

[0157]

[0158] It should be noted that, regarding Figure 5 The illustrated embodiment of the aircraft of the present invention is a conceptual design for a range-optimized regional passenger aircraft. Electricity for the propulsion engine 522 is supplied by a range-optimized series hybrid electric propulsion system (see herein). Figure 7 and Figure 8 (Further description) The power system includes an energy storage unit 510 and range extender generators 526-527 (shown only on the left side):

[0159] The energy storage unit (in this case, a battery pack) is located in the wing and includes a standard pack 510 and an extended pack 511 for use during flights with a payload less than the design payload. In other embodiments, the energy storage unit may be located in an underwing pod 512 and at various locations within the fuselage. The illustrated embodiment has a battery pack 513 located below the cabin in the forward fuselage. Fuel for the range extender generator is stored in a wing-body fairing box 519.

[0160] In this embodiment, the propulsion motor 522 is embedded in a ducted fan 523 for high static thrust, enabling short takeoff and landing, high climb rate, and silent operation. Additional noise reduction is achieved by positioning the fan between the V-tail fins 531 and above the fuselage to isolate the ground from the nose. The generator 527 is integrated within a noise-isolating aerodynamic nacelle 521.

[0161] Power to the propulsion motor is delivered by a power distribution system 525, which draws energy from any combination of energy storage units 510, 511, 512, 513 and range extender generators 526, 527. Optimal energy extraction from the storage units and generators is controlled by a power system optimization and control system 534 (POCS, referenced herein). Figure 9 and 10 (Further description) Management;

[0162] The aircraft is a "plug-in" hybrid electric vehicle, designed to recharge stored electrical energy via plug-in point 528 through a ground-based charging station, or by exchanging fully or partially discharged storage units with charged storage units. The aircraft includes charging mechanisms connected to trunk lines or fast-charging stations, enabling in-situ recharging at low or high rates. Storage units are also equipped with quick-release mechanisms for rapid exchange of storage units or modules. Limited recharging of storage units via an onboard generator is also possible during low-power operation in flight or on the ground.

[0163] · All or most aircraft subsystems can be electric and driven by a hybrid-electric power system. These subsystems can include flight control systems, landing gear, environmental control systems, anti-icing, fuel pumps, taxi motors, and lighting; and

[0164] · The aircraft can be equipped for a variety of flight modes, from conventional piloting, to on-board piloting with remote assistance, to remote piloting, to fully autonomous piloting with remote assistance. Thus, the cockpit of aircraft 533 can be configured for zero, one, or two pilots and can include the ability to be controlled by a remote pilot and an autopilot unit.

[0165] An embodiment of the present invention's range-optimized hybrid-electric regional transport aircraft 500 represents a relatively quiet, forward-compatible hybrid-electric aircraft, manned or unmanned, optimized for regional passenger or cargo operations. In some embodiments, such an aircraft uses a propulsion system powered by one or more electric motors to deliver thrust via a propeller or other suitable mechanism, such as a ducted fan (such as the present invention's "eFan," described in more detail below). The aircraft is designed to operate efficiently in regional operations: distances < 1,000 miles, with cruise speed and altitude optimized for this range (< M 0.7, < 30,000 ft), and fuel burn typically 60 - 80% lower than an equivalent conventional aircraft. The aircraft can be smaller than a conventional jet (< 100 seats) to match the lower passenger volumes on regional routes, is designed for shorter runway operations (< 5,000 ft) to open access to a large number of smaller community airports, and operates with low cabin and environmental noise (< 70 EPNdB sideline and cabin) for greater passenger and community acceptance. Figure 6 is a diagram showing a propulsion system 600 incorporating a variable pitch electric ducted fan that can be used in an embodiment of an electric hybrid aircraft as part of the present invention's air transportation system:

[0166] Figure 6

[0167] · Propulsion system 600 utilizes the present invention's quiet electric ducted fan thruster (referred to herein as "eFan") to achieve critical silent STOL capabilities. Silent STOL significantly enhances the aircraft's ability to fly "close-in" to communities and population centers, thereby dramatically reducing the door-to-door travel time for passengers or cargo. STOL enables operation to smaller community airports (in the United States, > 13,000), bypassing congested hubs and saving passenger time. Silent, efficient, reverse thrust can be used for ground maneuvering in place of ground support equipment, reducing the need for personnel and infrastructure that may not be available at smaller airports. Silent operation translates into greater community acceptance, which is often a limiting factor for this type of flight;

[0168] As described herein, the inventors propose a novel range-optimized design whose aerodynamics and acoustics are optimized for the intermediate speed and altitude of a regional hybrid electric aircraft, thereby highlighting the STOL's high cruise efficiency and high static thrust. This is achieved by using a low-pressure-ratio (1.02 to 1.10) variable-pitch fan, enabling the adjustment of propeller blade pitch according to flight mode, including thrust reverser, regenerative braking, and feathering.

[0169] The eFan is powered by one or more high-power-density electric motors located at the center of the duct and connected directly or via an optional gearbox to the fan. Liquid or air cooling of the motors is fully integrated within the duct. The gearbox is fault-tolerant and designed to continue safe operation in the event of motor, sensor, or communication failures, preserving or allowing for a flexible degradation of thrust output.

[0170] In addition to enabling flexible thrust degradation, variable-pitch electric fans offer additional safety and efficiency benefits that are not easily obtained through conventional propulsion systems and methods. The available high torque and high response rate to thrust variations can be used to supplement flight control, improve efficiency, and enhance or completely replace flight control (e.g., in the event of a primary control failure).

[0171] • During normal operation, propeller control is achieved through pilot or autopilot commands for % power, % reverse power, or % regenerative braking. These are translated by the POCS system into appropriate propeller blade pitch angle, motor RPM, and torque (or regenerative RPM and torque) and transmitted to the motor and pitch controller. In backup mode, POCS automation is bypassed, and the pilot directly commands the motor and pitch controller.

[0172] ■ The POCS system converts % of full power into RPM, torque, and propeller blade pitch angle based on power plan, % power, flight mode, altitude, and speed. For multiple propellers, commands can be synchronized so that all connected propellers operate with the same settings;

[0173] Similarly, the POCS system converts % regenerative braking or % reverse power into a propeller blade pitch angle matched to the motor set to the appropriate regenerative RPM and torque levels; and

[0174] ■ In the event of an emergency shutdown, the POCS system (or the pilot directly via backup mode) commands the propeller blades to feather and stops the motor.

[0175] The high torque at low RPM of the electric motor, combined with the high static thrust of the ducted fan, results in excellent STOL performance, while the combination of low fan tip speed, fan stator, and ducted acoustic design and treatment delivers a significantly lower noise profile. As an additional benefit, the improved safety and "jet-like" appearance of the ducted fan are expected to translate into strong consumer appeal relative to open-propeller aircraft typically used for regional operations.

[0176] • The thruster is designed for forward compatibility with the goal of achieving optimal efficiency in a speed range 30% higher, and its structure is designed to accommodate higher torque and gyroscopic loads from future motors.

[0177] • The range-optimized design is tailored to achieve high cruise efficiency at medium speeds and altitudes (Mach < 0.7, altitude < 30,000 ft) characteristic of regional operations;

[0178] ■ Forward-compatible design is achieved by selecting a mass flow design point within a cruise range that includes future maximum speed and altitude. At Mach numbers <0.7, this range extends from 30 mph to 250 mph at equivalent airspeed. A significantly lower fan cruise pressure ratio (1.02–1.10) is required relative to high-speed jet engines to achieve high net installation efficiency, especially during climb and low-altitude, low-speed cruise operations. Intake and exhaust zones are selected to avoid separation and deformation within this mass flow condition range; and

[0179] • The variable pitch fan disk and blades 601 achieve high efficiency within the target speed range.

[0180] In some implementations, the eFan design includes:

[0181] - The fan disc has multiple fan blades (6-20 blades) and a disc density of over 60%;

[0182] - The fan blades are designed to achieve high efficiency at low pressure ratios and operate at 3000-4000 RPM. This results in increased aerodynamic loads as the span and chord length increase accordingly.

[0183] - The fan tip can have a spherical cross-section to allow for pitch variation within a matching duct wall profile, while maintaining the small tip clearance required for high efficiency; and

[0184] - The fan blades are designed to achieve optimal efficiency at target cruise speeds extending to future maximum speeds and altitudes. This includes designs for static thrust, thrust reverse, and regenerative braking through pitch control capabilities;

[0185] - The fan blades are mechanically tilted over a wide range of angles. The fan pitch angle is measured such that 0° aligns the blade tip chord plane with the plane of rotation;

[0186] - The fan blades are variable pitch, and their angle changes at a rate >100° / sec;

[0187] - At the minimum value, the pitch mechanism will adapt to the normal operating range, low RPM cruise, which ranges from 15° at takeoff with a small pitch to 50° at high speed.

[0188] - The maximum positive angle can reach up to 80°, corresponding to the "feathering" position with minimal drag when the blades are aligned with the inflow; and

[0189] - The minimum angle can be as high as -40° to achieve reverse thrust while maintaining continuous rotation of the motor and fan.

[0190] like Figure 6 As shown, fan blade 601 is attached at its root 611 to a mechanical hub with mechanism 610, which electromechanically changes the blade angle (pitch) from a negative angle that provides reverse thrust to enhance runway braking to a fully streamlined angle corresponding to minimum drag when the thrusters are off during flight. The entire mechanism rotates with the fan disk and the electric drive motor. The blade pitch change signal is transmitted across the rotation boundary. The mechanism drives all blades simultaneously via a mechanical linkage. The design includes an anti-reverse directional brake to lock the feedback torque outside the mechanism during periods without pitch change.

[0191] The eFan can be installed in an aerodynamically profiled flow duct 603 to deliver the noise reduction and static thrust required for silent STOL operation. In one embodiment, the duct axial length is 50-125% of the diameter, with the fan located at 40-60% of the duct length. The duct is supported by a plurality of stators 602 located behind the fan disk. The duct inlet lip profile 604 has a continuously variable radius and is designed to achieve high cruise efficiency, no separation at low speeds and high power, and reduced propagation of forward fan tone. The duct inlet lip profile 604 in front of the fan promotes laminar flow while minimizing separation. The gradient of the duct profile behind the fan is sufficient to avoid flow separation within the normal operating envelope. The duct outlet region minimizes jet noise by widening the flow behind the fan, thereby reducing the flow rate to near free-flow levels. The duct outer profile 603 is designed to maximize natural laminar flow for low drag. The duct inner cross-section may include radial recesses or other mechanisms aligned with the fan to achieve the small tip clearance required for high efficiency.

[0192] The eFan 600 of the present invention may be characterized by one or more of the following:

[0193] The eFan 600 is designed for low-noise operation, with noise levels 15-25 EPNdB lower than conventional aircraft, achieved through one or more of the following characteristics:

[0194] ■ The smaller blades in ducted fans compared to equivalent thrust open propellers result in quieter operation due to reduced tip velocities (target 500-600 fps, maximum 800 fps) and attenuation of radial noise components through the duct and duct insulation. Furthermore, the blades are optimized for low noise, including leading-edge sweep angle, trailing-edge shape, blade tip and root shapes, and the shape of the blade tip-to-duct clearance with varying pitch.

[0195] ■ Rotor-stator noise reduction is achieved through stator design and placement for low noise operation.

[0196] ■ The number of stators is optimized for noise and determined by the number of fan blades and blade rpm to ensure that the primary and secondary BPF drops below 2500Hz. (BPF = blade pass frequency);

[0197] ■ The stator spacing behind the blades is optimized for noise reduction, with 1.5 to 2.5 blade chords behind the fan. Stator torsion and plateau are designed to remove eddies to reduce turbulent eddy noise;

[0198] ■ The use of variable-pitch blades reduces the intensity of the wake, which is a major driver of rotor-stator noise, especially during takeoff;

[0199] ■ The duct is designed to attenuate noise, including optimized axial fan positioning within the duct, design of the duct's lateral profile, inlet lip profile, and outlet profile to minimize fan tone propagation, and acoustic treatment of key areas at the duct inlet, center fairing, and outlet; and

[0200] ■ Ductwork can be used as a variable drag air brake, thus replacing conventional spoilers, which are the main source of rack noise;

[0201] The duct is designed for energy recovery and aircraft speed control via regenerative braking to improve overall efficiency and eliminate the need for typically noisy airbrake mechanisms. Regenerative, and therefore airspeed control, is fully variable and is achieved through adjustments to the variable-pitch propeller and the electrical load applied to the motor. The pilot can request % regenerative braking using the standard power lever angle to move into a protected area below standard flight idle. The POCS system delivers % regenerative braking by controlling the propeller blade pitch angle and the motor's regenerative power output to deliver a target level of aerodynamic drag as measured by the motor power output.

[0202] It is designed to generate reverse thrust to reduce stopping distance, especially on surfaces with reduced braking force, and is also used in ground operations requiring reverse force (e.g., standard door "pushing out"), thereby reducing the need for airport operational infrastructure. Reverse thrust can be achieved through a variable-pitch fan with blades tilted to a negative angle, or by reversing the direction of motor rotation. Reverse rotation is a capability unique to electric fans and cannot be achieved using conventional aircraft engines without complex gears.

[0203] It is designed for use in either supplementary or primary aircraft control. High constant torque, millisecond-fast motor response, and high-speed fan pitch rate response enable the ducted fan to rapidly change thrust output. This differential or vectored thrust generates a torque around the aircraft's center of gravity, which can be used to provide primary or supplementary control. In the event of primary control failure, the control system can be reconfigured to utilize the thrust torque to regain some degree of lost control.

[0204] - Differential thrust. In one implementation, the thrust from one or more thrusters can be varied to provide torque around the center of gravity. Depending on the motor location and the number of thrusters, this can produce pitch or yaw torque;

[0205] - Vector thrust. In a more active implementation, thrust from one or more thrusters can be directed using exhaust louvers, thruster universal joints, or other devices to generate pitch, yaw, or roll moments;

[0206] Ducted fans can be designed to: directly increase lift, where thrust from one or more propellers is directed via louvers, gimbals, or other means to generate a thrust vector (i.e., lift) that directly counteracts the weight of the aircraft; or indirectly increase lift by directing exhaust flow on aerodynamic surfaces to generate suction (lift) and / or flow deflection (e.g., Coanda surfaces such as “blowing flaps”).

[0207] It is designed for integrated cooling. The electric motor and associated controller-inverter electronics generate a significant amount of waste heat. Ideally, this heat dissipation should be achieved with minimal added weight and drag. This can be directly implemented in the ducted fan design as follows:

[0208] - The heat exchanger surface can be incorporated into the rear inner surface of the stator and / or duct. In this way, there are no additional heat sinks and additional surface areas for drag, and importantly, since the heat flux varies directly with the power output and may drop to zero during flight in descent, cooling losses are expected to be negligible;

[0209] - Heat from the motor can be dissipated to a heat exchanger in the leading edge of the nacelle to prevent icing when flying in freezing water; this is significantly more energy efficient than providing power to the electric heating leading edge.

[0210] It should be noted that the eFan design is a fault-tolerant architecture, as illustrated by the following characteristics:

[0211] ■ The components are designed to ensure safe operation through thrust-based flexible degradation in the event of a failure in any motor system (including the motor inverter, controller, power bus, etc.), such as by POCS (… Figure 10 Component 1042 and / or Figure 11 Implemented by component 1160). Hardware designed to support flexible thrust degradation (including multiple motors) can drive a single shaft. Electrical isolation ensures that a failure in one motor does not affect the safe operation of other motors, and the individual motor can be designed to achieve 60-80% higher peak performance than continuously, with a recovery period of 5-10 minutes, allowing the surviving motor to be powered up to partially or fully adapt to failures elsewhere. This may include designing the motor for a higher power rating and introducing mechanisms for actively cooling hot spots so that the extended peak does not damage the motor. In the event of motor power loss due to motor failure, POCS warns the pilot and redistributes power to the healthy unit to preserve thrust for a duration sufficient to allow the pilot to maneuver to a safe state. Figure 11 Component 1144);

[0212] ■ In the event of complete propeller failure (including failure due to physical damage), the blades can automatically set to "windmill" (the blades continue to rotate but do not extract energy from the flow to obtain minimal drag) or tilt to a fully streamlined angle ("feathering"), and the motor is subsequently braked to prevent any rotation. Failure or potential failure can be detected by monitoring the motor power output and command output, and by monitoring vibrations at the motor to detect mechanical damage / failure; and

[0213] ■ Fault tolerance in the event of communication or sensor failure can be achieved through redundant systems. Standard connections between the motor and pitch controller and the POCS are supplemented by backup wiring, including the ability to directly access the controller without POCS intervention. Similarly, motor and pitch sensors are supplemented by backup sensor or sensorless control capabilities. Sensor fault detection capabilities within the POCS can be switched across these as needed.

[0214] return Figure 6 The table below provides a description of the main components of the eFan shown in the figure, and also points out the differences in construction, materials and requirements between the eFan of the present invention and conventional fans / propellers.

[0215]

[0216]

[0217]

[0218] Figure 7 This is a diagram illustrating a power system 700 and its associated components that can be used in an embodiment of an electric hybrid aircraft as part of the air transport system of the present invention. As shown, in one embodiment, the power system 700 and its associated components may include or be characterized in one or more of the following features, elements, processes, or aspects:

[0219] A series hybrid electric propulsion system that delivers power via one or more electric motors combines a battery (or other method for storing electrical energy) with a chemical fuel-based engine and generator as an optional range extender. The engine can be a piston, turbine, or other form of thermal engine that converts the stored chemical energy into electricity. The propulsion system also delivers power to other electronic subsystems of the aircraft, which may include flight control systems with electric actuators, electrically actuated landing gear, environmental control systems, taxi motors, anti-icing, fuel pumps, and lighting.

[0220] The powertrain system comprises a set of modules integrated through a powertrain platform including power supply and control circuitry, such as a battery pack, engine, generator, power inverter (DC / DC converter), fuel system, and electric motor. Each module is connected to the Powertrain Optimization and Control System (POCS) via control circuitry. The module controllers are queried or directed by the POCS platform and transmit a series of status and performance information to the POCS on demand or continuously. Communication between the POCS and module controllers is implemented via an API, which defines the protocol used by the POCS and modules for communication.

[0221] The powertrain operation is controlled by the POCS in semi-automatic or fully automatic mode based on pilot instruction. To achieve this, individual powertrain modules are equipped with controllers that communicate with the POCS on demand and / or periodically via an API cross-module interface. Key metrics communicated to the POCS include: on / off status, RPM, power, and status of each motor; battery capacity, power, and status of each battery pack; fuel level and flow rate; engine on / off status, power, and status; and the status of each converter. Key control instructions received from the POCS include: on / off status, RPM, and torque of each motor; power of each battery pack; engine on / off status and power; and...

[0222] The power system is "plug-in" and designed to recharge stored electrical energy via ground-based charging stations. Limited recharging during flight can also be achieved by the engine during low-power operation; and / or by regenerative braking of the autorotating thrusters during descent and by regenerative braking of the landing gear after touchdown. As noted above, the energy storage unit can be housed in multiple modules, installed internally or externally (e.g., in the wing), with an optional quick-release mechanism for rapid exchange or jettison. Onboard charging and cooling mechanisms connected to trunk lines or fast-charging stations are included for low- or high-rate in-situ recharging.

[0223] refer to Figure 7 The power system 700 includes one or more electric thrusters 701, one or more power distribution buses 730, one or more rechargeable energy storage units 710, and (if required) one or more optional range extender generators 720. The power system 700 may also include elements 731 for supplying power from an external source to the power distribution buses 730, elements 713 for charging the rechargeable energy storage units 710 from an external source, and elements 732 for distributing power to other electrical systems of the aircraft. It should be noted that elements 713, 731, and 732 may take any suitable form, such as (but not limited to) electrical interfaces, cables, connectors, or controllers. Regardless of the form of element 732, it typically includes one or more DC-DC converters to convert power to lower voltage levels typically required by other electrical systems, such as environmental control systems, fuel pumps, anti-icing, lighting, and backup / fail-safe distribution for life support systems (e.g., flight control and avionics).

[0224] The power system 700 is a plug-in series hybrid electric system designed to optimally power the electric thrusters 701 using energy drawn from the rechargeable energy storage unit 710 and the range extender generator 720. Given the generally lower total cost of energy from the rechargeable energy storage unit 710, power is drawn from the range extender generator 720 only when the stored energy is insufficient to complete the flight or maneuvering required for power exceeding that available from the rechargeable energy storage unit 710. The total cost of energy from the rechargeable energy storage unit equals the cost of the energy used to charge the unit, the unit's charge and discharge efficiency, and the unit cost amortized over its usable life, defined as the number of charge-discharge cycles before performance degrades below a threshold. For example, a cost-effective battery pack can be charged using low-cost electricity from the grid and provides very efficient charge and discharge with a lifespan >1,000 cycles.

[0225] The electric propulsion unit 701 is a ducted fan as shown in the figure (such as reference). Figure 6(Those described) or open-type propellers. The thruster is designed to operate in multiple modes via the pitch mechanism 703 shown or via other means such as an adjustable exhaust vent. The implemented operating modes may include, for example, takeoff, cruise, regenerative braking, feathering, and reverse thrust. The fan 702 is mechanically coupled to one or more electric motors 704 using mechanisms or processes for isolating individual motors to enable continued operation in the event of mechanical or electrical failure. In normal operation, the fan 703 is driven by the electric motors 704, which receive electrical energy from the distribution bus 730 via a motor controller and a DC-AC inverter-rectifier 705. Conversely, in regenerative braking, the fan 703 drives the electric motors 704 to generate electrical energy, which is delivered to the distribution bus 730 via the DC-AC inverter-rectifier 705.

[0226] The rechargeable energy storage unit 710 comprises a battery pack 711, a supercapacitor, or other medium (or combination thereof) for storing electrical energy, which are coupled to a battery management system 712 for managing the operation and safety of the pack. Each pack may include multiple individually removable battery modules and operates with some or all of these modules in place. The storage unit 711 is primarily charged by an external source via 713, but can also be partially charged in flight via electric thruster 701 during regenerative braking or via range extender generator 720 during low-power flight. The rechargeable storage unit 710 delivers power to the power distribution bus 730 when discharging, or receives power from the power distribution bus 730 or external source 713 when recharging.

[0227] The storage unit 711 is equipped for rapid in-situ charging via an external source 713 and for rapid exchange using a quick-release mechanism. These features enable the onboard storage unit to be manually or automatically replaced with a pre-charged replacement located on the ground.

[0228] Optional range extender generators 720 may include internal combustion engines 721, each driving one or more generators 723. Alternatively, these may include units that directly convert stored chemical energy into electricity, such as hydrogen fuel cells. Internal combustion engines 721 may be conventional internal combustion engines that use one of a range of fuels (e.g., diesel, gasoline, jet-A) to initiate and sustain combustion in one or more combustion chambers. Fuel is stored in one or more fuel tanks 722 and pumped to the generator as needed. Engines 721 are typically mechanically connected to generators 723 using mechanisms or processes for isolating individual generators in case of failure. When operating, engines 721 drive generators 723 to deliver electrical energy to a power distribution bus 730 via an AC-DC rectifier or inverter, which functions as an active rectifier 724.

[0229] Figure 8 This is a schematic diagram of a series hybrid drive configuration 800 for a representative aircraft that can be used in embodiments of the transportation system of the present invention. The following features, elements, processes, or aspects should be noted:

[0230] The power system includes two electric thrusters 801, each powered by two electric motors 802, two battery packs 803 serving as rechargeable storage units, and a single range extender generator. In this example, the generator is coupled to a single internal combustion engine 804 connected to the two electric generators 805.

[0231] - In some implementations, motor 802 is a brushless, electronically controlled axial flux drive motor with an efficiency >90%, a specific power density >5 kW / kg at continuous output power, and a peak power output >50% higher than the continuous output. Furthermore, the motor can be designed for low RPM (e.g., <4,000) for direct drive. Generator 805 has the same architecture as the drive motor, enabling operation at peak power and sustained recovery time from, for example, battery pack failures. Each motor 802 and generator 805 is coupled to a solid-state converter-controller (e.g., a rectifier) ​​to provide precise motor control with minimal losses and protect the motor from voltage fluctuations.

[0232] - In one embodiment, the internal combustion engine 804 is a turbo-diesel piston engine tuned to operate at maximum efficiency at a fixed RPM, which is aligned with the design RPM of the electric motor to achieve direct drive. Turbocharging allows the engine to deliver relatively consistent power from sea level all the way up to 10,000 ft;

[0233] Power to each of the thrusters 801 is delivered by one of two main buses 806, which is powered by one of two battery packs 803 and one of two electric generators 805. The main bus 806 also distributes power to the aircraft's non-propulsion subsystems 810 via a buck DC-DC converter 807.

[0234] - The third life support bus 808 reroutes power to accommodate the failure of any of the electric motors, distribution buses, battery packs, or generators. In the event of a motor 802 failure, the life support bus 808 reroutes power to the surviving motor, allowing the pilot to request peak thrust for regaining control. In the event of a main bus 806 failure, the life support bus 808 engages to completely replace the lost functionality. In the event of a battery pack 803 or generator 805 failure, the life support bus 808 reroutes power from the surviving source to maintain balanced output from the electric motors; and

[0235] In the event of a failure in either the main bus 806 or the buck DC-DC converter 807, the life support bus 808 will also reroute power to the non-propulsion subsystem 810 and avionics 812.

[0236] - Figures 810 and 812 illustrate standard circuits used to power non-propulsion subsystems and avionics on an aircraft. The former includes systems such as anti-icing, fuel pumps, pressurization, cooling, and flight control, and operates at intermediate voltages (e.g., 270V). The latter operates at low voltages (e.g., 28V) and includes the most critical avionics systems on the aircraft. As shown, these circuits typically include redundant paths for fault tolerance in case of failure and additional power sources.

[0237] For reference Figure 5 The described transportation system of the present invention includes an aircraft design optimized for maximum transport efficiency over regional ranges, specifically an innovative range-optimized hybrid electric propulsion system. In some embodiments, this design objective contributes to achieving the following characteristics that collectively reduce DOC by 65-80% compared to conventional aircraft over target regional ranges:

[0238] The power system is sized to achieve maximum transport efficiency over regional ranges of <1,000 miles, designed with Level 3 or 3 objectives in mind:

[0239] • (A) Highest efficiency (DOC 80+% lower than conventional aircraft) and optimal speed within the all-electric range;

[0240] (B) Moderate efficiency (60-70% lower DOC than conventional aircraft) and optimal speed over longer mixed ranges; and

[0241] • (C) Good efficiency (30-60% lower DOC than conventional aircraft) and lower speeds, exceeding the maximum range determined by the energy and fuel stored on board minus the safety reserve;

[0242] The propulsion system is sized to achieve optimal speed and altitude for regional sub-range (B) (or may be optimized for lower speeds on sub-range (C) based on a comparison of relative travel frequencies within ranges (A) and (B) within regional sub-range (C)), which are determined by minimizing an objective function (e.g., “DOC+I+COT” for flight within the sub-range). This results in a design for slower speeds, lower altitudes, and shorter ranges than conventional jet aircraft.

[0243] The rechargeable energy storage unit and range extender generator are sized based on speed and range requirements (A), (B), and (C). The stored energy is designed so that, for flights at ranges (B) and (C), the rechargeable energy storage unit is fully depleted, with the required reserves maintained as fuel for the optional range extender generator, or with less required reserves if no range extender generator is on board. The rechargeable energy storage unit and range extender generator are sized to achieve optimal speed over mixed ranges (B), and the rechargeable energy storage unit is sized to achieve optimal speed over pure electric ranges (A). The range extender generator is sized to achieve low-speed cruise over range (C), and is therefore downsized to below 70% of the maximum continuous power system output (significantly lower than conventional aircraft) to improve efficiency; and

[0244] • Optimized energy storage device mass (12-20% of aircraft weight), and down-adapted range extender generators with very low power output, typically less than 70% of the maximum continuous output of the power system (lower than conventional aircraft).

[0245] It should be noted that this document describes the design process for the proposed range-optimized aircraft and power system implementation, including the process of sizing the components of the hybrid electric power system using a set of three-level speed and range requirements. The described design for the aircraft and associated components of this invention is forward-compatible to support anticipated upgrades to operational capabilities or critical power system modules throughout the airframe's lifespan. Given the rapid development of EV technology, this feature ensures that the power system remains competitive over time as individual module technologies (e.g., batteries, supercapacitors, electric motors, internal combustion engines, fuel cells) improve. Furthermore, this feature enables a smooth transition from hybrid electric to fully electric aircraft once energy storage technology advances to a point where range extenders are no longer necessary.

[0246] To provide forward compatibility, the power system is designed by setting the size of the energy storage unit and generator combination for the mentioned speed and range requirements (A), (B), and (C) based on technologies available at the time of aircraft launch and those projected to be available over the next 15 years (including transition plans from hybrid to all-electric). This leads to forecasts for onboard rechargeable storage devices and range extenders, and consequently, the determination of performance characteristics over time: speed, electric and hybrid range, and operating costs; with technological advancements, electric range increases and operating costs decrease.

[0247] Forward compatibility may require limiting the weight of rechargeable energy storage units to 12-20% of the aircraft weight, ensuring roughly consistent payload capacity as EV technology improves. A higher weight fraction would result in a larger and heavier design in the initial years compared to aircraft with similar payloads, where payload increases over time. A lower weight fraction leads to suboptimal efficiency, considering the much higher utilization rate of range extender generators.

[0248] To achieve forward compatibility, the powertrain platform is designed to support modular technologies throughout the rack's design life (typically 15-20 years). This is achieved by designing the platform based on powertrain operation with future modules, where appropriate, and ensuring that upgrades required to accommodate future technologies are relatively simple and cost-effective. For example, wiring to the electric motor can be rated up to 30% higher peak power to support future, more powerful motors and higher aircraft speeds. The platform's wiring can be designed to allow for upward adaptation and redistribution of rechargeable storage units, thereby downward adaptation or removal of the range extender. Wiring from the energy storage unit can be designed to support future higher-capacity packages, and when the range extender is removed, the space previously used for the generator can be wired for the rechargeable storage unit. Furthermore, powertrain modules and components that may require upgrades (e.g., wiring, harnesses, switches, converters) are designed and positioned for easy replacement and easy access.

[0249] Powertrain Platform and Powertrain Optimization and Control System (POCS, Reference) Figure 9-11 as well as Figure 7-8 The exemplary power system configuration described herein is designed to enable the power system to transition from hybrid to fully electric as storage technologies improve. This includes designs for operation over time with or without optional range extender generators, fuel- or rechargeable storage capacity, and a platform designed to allow exchange between generator and storage units. Furthermore, the power system may be characterized by the following:

[0250] Modularity—A set of interchangeable, virtually plug-and-play modules connected via hardware and software platforms. This allows the powertrain to adapt to rapidly evolving technologies through relatively simple module upgrades. Powertrain modules may include rechargeable storage units, range extenders, and electric motors. The powertrain platform includes the Powertrain Optimization and Control System (POCS), electrical wiring, power distribution bus, converters, fuel system, sensors, cooling, shielding, and any additional processes or structures that allow modules to collaborate to form the powertrain.

[0251] Modularity is facilitated by designing the powertrain platform and the interfaces that connect modules to the platform to be compatible with a range of modular technologies likely to be available throughout the rack's lifespan (as previously mentioned). This enables the plugging of modules into the powertrain by connecting compatible modules to interfaces including electrical and control circuitry, as well as services such as cooling, shielding, fuel, and structural support. For example, the range extender generator plugs into the platform via an electrical connector to the generator rectifier, via POCS connectors to the generator controller, internal combustion engine controller, and fuel system controller, and via fuel and cooling services to the generator and engine. In areas where upgrades may be needed to accommodate new modules, the powertrain is designed to allow for relatively simple and cost-effective modifications.

[0252] A separate module controller connects to the Powertrain Optimization and Control System (POCS) to precisely orchestrate powertrain operation. The module controller is queried or instructed by the POCS platform and transmits a range of status and performance information / data to the POCS on demand or continuously. Communication between the POCS and the module controller is implemented via an API, which defines the protocol used by the POCS and the module for communication. Powertrain operation is controlled by the POCS in semi-automatic or fully automatic mode based on pilot instruction. To achieve this, individual powertrain modules are equipped with controllers that communicate with the POCS on demand and periodically via the API across module interfaces. Key metrics communicated to the POCS may include: switching, RPM, and power / status for each motor; battery capacity, power / status for each battery pack; fuel level and flow rate; and generator switching, power / status. Key control instructions received from the POCS may include: switching, RPM, and torque for each motor; power for each battery pack; and generator switching and power.

[0253] The power system is designed to support relatively simple module swapping / exchange. The power system platform and interfaces to the platform, electrical, control, and services such as cooling, shielding, fuel, and structure are designed to accommodate a wide variety of modules. These include specifications for corresponding wiring, control or monitoring, and other service capabilities on each module to achieve "plug-and-play" type pairing. For example, in the case of a battery pack, this would typically include peak and steady-state discharge rates, BMS protocols, and socket instructions. POCS also enables the calibration of the power system after module changes. This can include FAA certification for power systems used with a range of pre-approved compatible modules. Furthermore, in some cases, the power system design may include the ability to support relatively simple or cost-effective modifications in areas where modifications might be necessary in a new module.

[0254] • It allows for powertrain variants with performance tailored to different markets; in some cases, this can be achieved by changing the selection of powertrain modules to provide different speeds, ranges, and operating costs for the aircraft configuration. For example, an "economy" commuter powertrain can connect a high-efficiency turbojet range extender with a medium-density battery, providing best-in-class operating costs but longer flight times for longer ranges. In contrast, a "performance" business powertrain can connect a less efficient but lighter turboshaft range extender with a higher-density battery, providing best-in-class regional speeds but with moderately higher operating costs.

[0255] • Power system operation can provide optimal efficiency within regional ranges by maximizing the utilization of the rechargeable storage units; this can be achieved by targeting complete depletion during flight (or even less if within the electric range (A)), with the range extender generator only activating when the available stored energy is insufficient to complete the flight. This translates to highly efficient stored energy flight within the pure electric range (A), and very efficient hybrid flight within the longer mixed range (B) or total range (C);

[0256] • A safety reserve is maintained across the rechargeable storage unit and the range extender generator to maximize the utilization of the rechargeable storage unit. For example, if the power output of the onboard range extender generator enables safe control of the aircraft, the reserve is maintained as sufficient fuel for the generator to operate for the duration determined by regulations or other means. If the range extender generator cannot enable safe control of the aircraft, the fuel reserve is replenished by the stored energy equivalent to that required to achieve control for the target duration.

[0257] The power system is "plug-in," and the rechargeable storage units are designed to be replenished by roadside charging stations. This is achieved through an onboard charging platform for connecting to trunk lines or fast-charging stations for in-situ recharging at low or high rates. It also includes the ability to rapidly exchange rechargeable storage units via a release mechanism, enabling the quick replacement of depleted units with charged ones.

[0258] Each rechargeable storage unit may include multiple individually interchangeable modules. This allows for increased efficiency during low-payload flight by loading additional modules to extend the all-electric range. Alternatively, some modules can be unloaded to increase payload capacity, but at the cost of reduced all-electric range. In the case of batteries, this is achieved through a design that inserts battery modules into compartments within the battery pack. Each module may include one or more wired batteries, sensors, and controllers, along with primary cooling, structural support, and fire protection features. Simple installation is achieved through connectors leading to the battery pack's power, sensor, control, and cooling circuitry, and via a quick-release mechanism; and

[0259] The power system is designed to provide energy recovery through regenerative braking of the propeller. To achieve this, the propeller is equipped to vary the degree of air braking by using a variable-pitch propeller or another mechanism (e.g., an adjustable exhaust vent). Therefore, when air braking is engaged, the rechargeable energy storage unit receives energy from the electric motor, which operates as a generator. The power system is also designed for selective charging by the range extender generator during low-power operation. In this mode, some or all of the electrical energy generated by the range extender generator is directed to the rechargeable energy storage unit.

[0260] The power system design and configuration of this invention are built to allow for flexible degradation in order to achieve safety and fault tolerance exceeding stringent aerospace requirements (FAA and EASA). This includes the ability to tolerate failures of power sources (energy storage units, generators), motors (propulsion, generators), converters (inverters, rectifiers, DC-DC converters), power distribution units (buses, wiring), and controls (sensors, communication devices), as well as the safety of the system in cases that cause moderate or severe impact.

[0261] To achieve this, the power system is designed for flexible degradation, whereby a failure in any region has no greater impact on the power system's performance than partial impact, thus allowing near-normal flight to a nearby airport for repairs. This is achieved by at least three unique aspects of the hybrid power system of this invention, with modest cost or weight loss:

[0262] • By setting the size of multiple airborne power sources so that the aircraft can fly only on a subset of these paths, the sources generate simple paths with flexible degradation.

[0263] The ability to design a power system using multiple components, each with high peak-to-continuous performance, limits the impact of failure to a functional equivalent. Unlike mechanical or hydraulic components, electrical components (e.g., motors, converters, power distribution buses, wiring, switches) allow this with only modest cost or weight loss. Many of these components also possess high peak-to-continuous performance capabilities (often with thermal limitations), allowing surviving components to partially compensate for the failure of other components during recovery; and

[0264] Compared to the microseconds of conventional contactors or even the seconds of mechanical devices, high-speed solid-state sensors and connectors can detect and remedy failures within milliseconds. Therefore, the hybrid power system implementation of this invention uniquely enables the engagement of redundant components and the redistribution of power to surviving components on a timescale comparable to that of a physical power system.

[0265] In some implementations, designs for flexible degradation include specifying the size of the power source, rechargeable energy storage unit, and range extender generator so that the aircraft can be safely maneuvered in the event of failure of one or more of these components. For example, the aircraft may be designed to fly relying solely on the rechargeable storage unit or range extender generator to tolerate the failure of either. Furthermore, multiple storage units or generators can be used for additional security, thereby reducing the likelihood of complete source loss. This power source design is consistent with being built to withstand failures (such as...) Figure 8 (As shown) The power redistribution components (e.g., buses, switches, and wiring) are combined to ensure that the thrusters receive a fair allocation from the remaining power source. This redistribution is managed by the Power System Optimization and Control System (POCS). The POCS's fault detection and recovery module detects failures in storage units or generators and then optimally redistributes power to maintain safe flight. Furthermore, the POCS ensures that storage units and the fuel system retain sufficient reserves to independently meet safety requirements.

[0266] Designs for flexible degradation can also include the use of multiple components, thrusters, generators, motors, and storage units to achieve fault tolerance for the failure of any one of them. This can include powering the propulsion system with more than one thruster or generator, and powering each thruster or generator with more than one motor, so that the failure of any one component does not equate to a loss of overall capability. Individual motors can be designed to achieve peak performance 60-80% higher than continuous performance, with a recovery period of 5-10 minutes, allowing surviving motors to power up to compensate for motor failures in other motors. This peak output capability is combined with distribution devices (buses, switches, wiring) built to reroute power to surviving motors so that they can safely reach peak performance. The POCS's fault detection and recovery module detects failures in thrusters, generators, motors, or storage units and then optimally redistributes power to maintain safe flight.

[0267] Designs for flexible degradation can also include building distribution elements (e.g., buses, switches, wiring, fault isolation components) with redundancy, enabling the power system to withstand faults in individual circuits. This can include using multiple buses (each feeding one or more thrusters) along with backup buses, such that the impact of a bus failure is limited to a subset of thrusters, and that power can be rerouted to the affected thrusters via redundant buses. This bus architecture, combined with wiring and switches, ensures that power from the source is fairly distributed across the primary and backup buses, and that power can be routed to the thrusters via either the primary or backup bus. This can also include fault-tolerant schemes for converters with fault isolation (e.g., redundant converters or redundant phase branches), such that the functionality of a failed converter is largely restored. The POCS's fault detection and recovery module detects failures in the distribution system and then optimally redistributes power to maintain safe flight.

[0268] Designs for flexible degradation may also include the design of a power system control system (POCS) that enables safe operation in the event of one or more sensor failures. This may include sensor failure detection capabilities in a fault detection and recovery module within the POCS, as well as backup sensor or sensorless (sensor-independent) monitoring covering critical sensor failure modes. For example, thruster motor fault-tolerant control is managed by a fault detection and recovery module within the POCS that monitors flight conditions to detect and diagnose problems and then optimally redistributes power to healthy motors to restore sufficient flight capability.

[0269] The invention also includes procedures for safety in collision scenarios. For example, a fault detection and recovery module within the POCS can trigger emergency isolation of high-voltage circuits (e.g., storage units, generators, converters) upon pilot request or upon detection of a significant impact. It should be noted that the mentioned flexible degradation measures are combined with the distribution architecture to reroute power in a manner that minimizes the impact on performance in the event of failure. For example, Figure 8 This illustrates the architecture of a representative dual-thrust aircraft with two rechargeable storage units and a single range extender generator, implemented using a redundant life support bus.

[0270] Figure 9 This is a diagram illustrating an exemplary user interface 900 used by a pilot in an embodiment of an aircraft of the present invention. This diagram illustrates various operational and status indicators and can be used in embodiments of electric hybrid aircraft that are part of the air transport system of the present invention. In one embodiment, the displays are digital and display performance parameters in the same or similar format as those of conventional aircraft for ease of use. This diagram illustrates an example of a pilot interface in "in-flight optimization and control" operating mode and includes the following indicators and information:

[0271] • Color coding is chosen to be industry-standard to facilitate pilot transitions. Green or white items are labels; magenta items are activity indicators of system status. Triangular "removable markers" display the current indication or the target indication of a marker. Standard green / yellow / red color coding is used for normal / warning / hazardous operating areas;

[0272] The power indicator (top left) displays the current thruster power output in both RPM and % of maximum power, as commanded by the power lever. These are very similar to the power output indications of conventional gas turbines.

[0273] The speed band (top right) displays the current airspeed of the target for comparison using an industry-standard vertical airspeed indicator in indicated airspeed in knots per hour (KIAS). Specific to this innovation, a "speed repositioning scale" is displayed at the calculated airspeed in one or more flight modes; in this example, "High" is displayed at 213 KIAS, "Optimal" at 196 KIAS, and ECON is indicated in the absence of a repositioning scale to indicate that it is below the current range of the speed band.

[0274] The second row of indicators displays battery, fuel, and power balance. Typical industry-standard battery and fuel utilization indicators include color coding for normal, warning, and depleted energy states. When combined with an active flight plan obtained via POCS, an "energy movable marker" is activated, displaying the expected energy state upon landing (regarding battery and fuel). A segmented pie chart shows the balance between generator power and battery power; this is a unique indicator for hybrid electric aircraft.

[0275] The lower quarter displays more detailed data about the power system and the configuration of the current power system components. The example shown here utilizes three discrete battery packs connected to a turbojet reciprocating generator engine; relevant information for each battery pack is displayed using a typical indicator style. These lower quarters can display multiple system information pages, allowing the pilot to scroll through the information. These displays are specific to the hybrid electric power system implementation; and

[0276] This cockpit interface to the hybrid electric powertrain has multiple modes; in this example, mode selection is made via a three-position knob on the lower right. The "Flight" mode is shown here; other modes include: "Calibration," which is invoked whenever a module changes; "Pre-Flight," which activates the internal systems and displays their status for a self-check before flight; and "Diagnostics," which displays more detailed information about all monitored and controlled systems, primarily used for system configuration, maintenance, and repair.

[0277] In addition to the display 900 shown in the diagram and the associated aircraft functions or systems, the underlying power system optimization and control system (POCS) platform allows control of one or more specific power system capabilities, including but not limited to rechargeable energy storage units (e.g., batteries, supercapacitors, and range extenders), internal combustion engines, or fuel cells. POCS provides a unified interface for power system modules to simplify installation, flight preparation, flight operation, and diagnostics.

[0278] The capabilities of POCS are important for the early adoption of hybrid electric aircraft because they: optimize operations for maximum efficiency in regional flights; provide rapid and safe fault recovery; reduce pilot workload and facilitate pilot transitions to electric power systems; and simplify module-to-alternative or future technology changes. POCS implementations can assist in the adoption of regional air traffic systems based on hybrid electric aircraft because of one or more of the following:

[0279] • Range optimization for regional flights is achieved by optimizing energy sources along the flight path. To maximize efficiency, during flight, energy source seeking should prioritize lower-cost sources (typically energy storage units) over higher-cost sources (typically generators). For example, on flights with a range longer than pure electric, lower-cost energy storage units should be depleted to the minimum permissible level determined by safety or battery life considerations. Furthermore, source seeking should be hybrid-charged, optimally utilizing both storage units and generators throughout the journey while ensuring energy extraction improves safety and operational life. POCS achieves this by determining the optimal energy plan that minimizes total flight costs (operator-defined) within system constraints, based on the flight path and flight mode, and the aircraft's departure and arrival energy states and characteristics. This defines the energy state of the hybrid system along the path to the destination, such as the battery pack's state of charge percentage, the generator's fuel capacity percentage, and guides the real-time power flow from the storage units and generators. POCS further optimizes by identifying opportunities to upfit energy storage units during low-payload flights with a range longer than pure electric.

[0280] • Optimally control the real-time power flow from the energy storage unit and generator to achieve the target energy plan. While the energy plan defines the overall source-seeking strategy for flight, it is insufficient for real-time control given the need to adapt to unpredictable and changing flight environments. Furthermore, it is necessary to guide each power system module to deliver the requested power in an optimal manner, such as the generator operating according to its optimal operating curve. POCS achieves this in two phases. First, by determining the optimal source-seeking for the requested power aligned with the energy plan, which defines the real-time power flow from the energy storage unit and generator. Second, the settings of the power system modules are optimized to deliver the requested power with maximum efficiency, and these are used to guide the module controllers. For example, the requested propulsion power is delivered through optimized settings of the propulsion engine (torque, RPM) and thrusters (e.g., fan pitch angle, exhaust vent position). POCS also manages energy harvesting during flight, for example, through regenerative braking of the thrusters or through the generators during low-power operation.

[0281] • Fault-tolerant control of the power system: Assisting operators in maintaining normal or flexibly degraded operation in the event of a failure. The hybrid power system is designed for flexibly degraded operation, ensuring that the impact of a failure in any area on the power system's performance is no more than partial. This is achieved through multiple onboard power sources; a design with multiple components; the use of redundant components and circuitry; and the use of high-speed solid-state sensors and connectors for rapid detection and remediation. POCS establishes this capability by enabling rapid auxiliary response to failures to continue safe flight. This is accomplished through continuous monitoring of the power system's health via fault detection and identification functions. A combination of signals and models is utilized to identify and isolate faults as quickly and accurately as possible. If a failure occurs, POCS alerts the operator to trigger a remedial response. POCS can also trigger a power system redesign for flexibly adapting to failures, and a controller redesign to adjust to a potential redesign in the event of a failure. Power system and controller redesigns can also be triggered by the operator. POCS also assists in ensuring safety during collision events by isolating high-voltage circuitry upon pilot request or upon detection of a collision.

[0282] • Provides a simplified, unified interface for hybrid propulsion systems, thereby reducing pilot workload and facilitating pilot transitions from conventional to hybrid aircraft. A key to rapid adoption of hybrid propulsion is ensuring pilots can operate more complex power systems with minimal incremental training. POCS achieves this through optimized and control devices that interface with conventional aircraft, freeing pilots from the increased complexity of the power system. Furthermore, POCS provides automation to streamline a range of pilot and maintenance activities, such as power system calibration, pre-flight preparation, in-flight control, and power system diagnostics; and

[0283] • Enables the installation of new modules to support forward compatibility and modularity streamlining. This key difference in hybrid power systems is achieved by POCS in two ways. First, POCS provides standardized control and monitoring interfaces for a range of modular alternatives, allowing for generator swapping, upgrades to advanced technology energy storage units, or the addition or removal of storage modules to compensate for payload. Second, POCS performs simple calibration of new modules through upgrades to matching aircraft and power system models, operator input, or online libraries, while simultaneously fine-tuning the model based on the installed units, combined with target performance testing. Similar tests are also performed on routine basis to ensure the model maintains fidelity as modules age with use.

[0284] For reference Figure 10 As described, POCS provides operators with two interfaces: "integrated" and "modular." The integrated interface is a simplified user interface to the power system, simulating controls for conventional aircraft, thus reducing pilot workload and facilitating transitions from conventional to hybrid systems. The modular interface is a direct user interface to individual modules of the power system, enabling low-level, granular control over its operation. These are described in more detail below:

[0285] • Integration. A unified front end to all POCS capabilities allows operators to switch to the appropriate operating mode: calibration; pre-flight; in-flight control; diagnostics. Displays use similar performance parameters to those used in conventional aircraft to facilitate pilot transitions to new technologies and capabilities. An example of the pilot interface in "Flight" mode is shown below. Figure 9 The display 900 is connected to cockpit controls similar to those found in conventional aircraft today, and translates operator input into optimal settings for the underlying hybrid power system based on a defined flight objective function, such as:

[0286] - Power levers - One for each thruster, controlling the thruster's power output. The power lever angle (PLA) determines the power output of each thruster as a percentage of full power and achieves a surge to peak power for a finite duration. The in-flight control module converts the power requested by the power levers into an optimal setting for each thruster in real time and optimally obtains this power from the onboard generators and stored energy units to meet operator-defined flight objectives within the constraints of the aircraft and power system. Some implementations may also provide fan or propeller control levers to control the RPM of each thruster, ranging from maximum to minimum and extending to feathering. Some implementations may allow for synchronized control of multiple thrusters, so that all connected thrusters operate at the same settings, or allow autothrottle operation, whereby the in-flight control module guides the throttle based on the flight path. In these cases, servo motors or similar mechanisms are used to move the throttle based on the current power setting (standard FAA autothrottle operation).

[0287] - Regenerative Braking Control - One for each thruster, controlling the thruster's regenerative power output. This is achieved either through a dedicated regenerative braking lever or by extending the power lever's range to a negative power level, thus extending from zero power to full regenerative power. In both cases, the lever angle determines the regenerative power output of each thruster as a percentage of full regenerative power. The flight control module translates the regenerative power requested by the lever into an optimal setting for each thruster in real time.

[0288] -Reverse Power Controls- One for each thruster, controlling the thruster's reverse power output. This can be achieved via a dedicated reverse power stick, or by extending the stick's range to negative power levels, thus expanding from zero power to full reverse power. In both cases, the stick angle determines the percentage of full reverse power output for each thruster. The flight control module converts the reverse power requested by the stick into an optimal setting for each thruster in real time.

[0289] -Low-level controls- are provided in some implementations to enable the operator to manually control the generator, storage unit, and power distribution device. These may include generator controls for switching the generator on and off, controlling the generator output from idle to peak power. Controls may also include power distribution controls to redirect power flow from the airborne source to the thrusters. In twin-thrust aircraft with left and right thrusters and left and right sources, these provide selection of split (left to right, right to right), orientation (split plus right to left or left to right), and coupling (left to right to left and right); and

[0290] Modular design. Direct interfaces to individual power system modules are provided via the onboard controller. Designed for situations requiring flight optimization capabilities that bypass POCS to directly engage the controller, such as repairs, emergencies, and non-standard operations. The sample hybrid power system offers access to a range of modules within... Figure 10 It is shown in the figure and described in more detail in this article.

[0291] Figure 10 This diagram illustrates the main functional elements or modules of a power system optimization and control system (POCS) that can be used in an embodiment of an electric hybrid aircraft that may be used as part of the air transport system of the present invention. Each or a combination of functions, operations, or processes performed or controlled by the elements or modules shown in the diagram can be implemented by executing a set of instructions by appropriately programmed processing elements (such as controllers, state systems, microcontrollers, CPUs, microprocessors, etc.).

[0292] As shown in the figure, the components or functional modules of an implementation of the POCS platform 1000 may include "airborne" components 1002 and "online" components 1004. Airborne components, elements, and processes 1002 typically reside on a controlled aircraft, while online components, elements, and processes 1004 typically reside on a data processing platform or system located remotely on the aircraft (e.g., in a control center, centralized data processing and scheduling platform, etc.) and communicate with airborne components 1002 (where necessary) via suitable communication channels or combinations of communication channels (e.g., wireless technology connected to a server that can communicate with it via the Internet).

[0293] In an exemplary implementation, the functionality of the POCS platform 1000 is achieved through the following onboard capabilities (components, elements, and processes 1002):

[0294] • Standard procedures (component / part 1041), which are a library of preset and operator-defined standard operating procedures for power systems and their modules, and may include:

[0295] • Flight modes: for example, optimal, high speed, economy, custom;

[0296] • Scanning and diagnostics: For example, initialization scan, energy scan, pre-flight scan, in-flight scan, and post-flight scan;

[0297] • Operational rule base: Defines the operational priorities of the power system required for safety or based on operator preferences. These constrain the hybrid energy planner and hybrid power manager, and may include:

[0298] - Minimum energy state to ensure sufficient safety reserves, such as 20% of the stored energy unit capacity, and generator fuel equivalent to 45 minutes of flight;

[0299] - The energy state upon arrival, such as consuming the stored energy units to a minimum level of 20% of their capacity;

[0300] - Power allocation priority is based on flight segment. For example, taxiing solely on stored energy, or approaching solely on stored energy and idling generators for high availability; and

[0301] - Set the power level according to the flight segment. For example, climb at 80% full power, or for the initial descent, at neutral thrust.

[0302] • Onboard Logs. A database that captures information about key aspects of the power system and its performance. These include: operator details; onboard modules; operator preferences; lifecycle and maintenance records; performance logs; inspection and diagnostic logs; and access to historical logs. The database periodically transmits logs to the online log (component / part 1023) via a secure data link (component / part 1043) and stores only a limited amount of history onboard.

[0303] • Secure Data Link (Component / Part 1043). This enables remote diagnostics and maintenance of specific power systems by periodically uploading them from the power system's onboard logs to the online log 1023, and allows access to the aircraft and power system library (Component / Part 1020) for calibration or benchmarking purposes. The data link may include two levels of security: a lower level for communicating log or library data, and a higher level for diagnostic and maintenance data. Access to the data link is secure, and all access history is logged. This also enables bidirectional data flow of flight data between POCS and FPOP / FMS.

[0304] • Module Interfaces (Components / Parts 1050). These are connector interfaces to lower-level controllers of a series of onboard modules, enabling the controllers to be queried or guided by the POCS platform and to transmit a range of status and performance information to the POCS on demand or continuously. Typically, the API specification defines the protocol used for communication between the POCS and the modules. Control modules may include variable pitch fan controllers, propeller motor controllers, battery management systems, engine controllers, fuel system controllers, generator motor controllers, distribution controllers (switches, connectors, and converters), etc.

[0305] It should be noted that Figure 12An interface configuration for an exemplary power system 1200 is shown, which is connected to an onboard POCS via a plurality of interfaces / connectors 1202 for the purpose of sensing performance parameters and returning control signals to components of the power system or its control system. Similarly, Figure 10 and Figure 11 The diagram illustrates the communication and data flow from the POCS optimization module 1130 and the power system and control manager 1142 to the power system's matching module interfaces (components 1050 and 1150). The system provides the pilot with an auxiliary direct path to the module controller (component 1052) via a modular operator interface (component / part 1012). The system may include a backup connector for redundancy to the module controller, as well as connectors and switches for activating backup circuitry.

[0306] POCS Platform 1000 can also provide one or more of the following online capabilities through a secure POCS cloud-based data platform (component / part 1004):

[0307] • Aircraft and Power Systems Library (Components / Parts 1020). A library of aircraft and module performance models, including operational models for each category, and parameters for each module within that category. Models and parameters are periodically updated via a benchmark platform (Components / Parts 1021). The database is designed to be queried by the onboard POCS during initialization and calibration of new modules, or for periodic updates.

[0308] • Benchmarking Platform (Component / Part 1021). This is a database of performance benchmarking programs and may include input capabilities for external benchmarking programs, as well as the uploading of raw performance data from online logs of individual powertrain systems. It also includes statistical or other data analysis procedures for regularly updating the benchmarking programs.

[0309] • Diagnostic platform (component / part 1022). It has the capability to remotely diagnose and maintain the power system via a highly secure data link.

[0310] • Powertrain Log (Component / Part 1023). It serves as an archive of onboard logs from individual powertrain systems, uploaded periodically via a secure data link, along with comparative performance statistics extracted from benchmark testing platforms.

[0311] In a typical implementation, the POCS platform (such as, Figure 10 The implementation of component 1000 can provide the following functionalities or capabilities:

[0312] • Calibration (represented by component / part 1025). It optimizes and customizes the control platform to suit specific airborne modules, enabling high-fidelity modeling of future technology upgrades, aircraft variants, upward / downward adaptation of energy storage units or generators, and module performance. In some implementations, it can perform or assist in performing the following functions / operations:

[0313] - Scan the power system to identify changes in airborne modules relative to the most recent scan, verify and record them in the airborne log;

[0314] - Download the optimization and control parameters of all modified modules from the online aircraft and power system library via data link and by filling in the airborne model;

[0315] - The model is calibrated based on the performance of the airborne modules. Operators perform a series of tests on each module, defined by the initialization scan procedure, to evaluate the actual performance compared to the model performance. Potential problems are identified and alerted. Model parameters are adjusted to better match actual performance; and

[0316] This allows operators to define a range of preferences for powertrain optimization and control, display, reporting, monitoring, and diagnostics. These include settings tailored to specific operating environments, mission profiles, and trade-offs. Preferences are stored in the onboard logs.

[0317] • Flight preparation (represented by element / component 1026). It performs automated checks to ensure that the power system has sufficient energy to safely complete the planned flight and is in a flight-ready state. In some implementations, it may perform or assist in performing the following functions / operations:

[0318] - Accept the flight mode or optimal mode as the default, along with flight details: air path or flight time (or distance), payload, and uncertainties. These can be entered manually or via FPOP;

[0319] - Calculate and display the energy state based on the energy state scanning procedure;

[0320] - By using a hybrid energy planner, the required generator fuel or stored energy is determined based on specified flight details, flight mode, and energy status. The payload is compared to the design payload to ensure safe flight, and options for increasing the capacity of the stored energy units are evaluated.

[0321] - If onboard energy or payload is altered by additional stored energy units, increased charging, or change in fuel status, then the hybrid energy planner should be restarted; and

[0322] - Perform pre-flight tests on the power system as defined by the operating procedures, and identify problems, trigger fault detection and recovery modules.

[0323] • In-flight control (represented by element / component 1027). It enables simplified control of the power delivered by the hybrid electric system, thereby optimizing the power system and module functions based on the operator-selected flight mode and flight details. Control can be semi-automatic or fully automatic, and optimization can be basic or integrated. In some implementations, it may perform or assist in performing the following functions / operations:

[0324] - A hybrid energy planner is used to calculate energy plan, arrival energy state, target speed, and range (maximum, optimal, and economical) based on flight details, flight mode, and energy state. Flight details are either fundamental, with flight time (or distance) as input, or integrated, with the air path as input. The optimal plan displays the arrival energy state and target speed. The energy plan describes the energy state along the air path: stored energy and generator fuel at discrete waypoints.

[0325] - If the energy state upon arrival is below the minimum reserve level, the operator will be warned, and an alternative flight mode and target speed setting will be provided to reach the destination.

[0326] - The power system is controlled in real time, in conjunction with operator input, to achieve energy planning, thereby optimally obtaining power from storage units and generators, and adjusting as conditions change. Figure 11 This provides an overview of the available in-flight control processes and functional modules or subprocesses, which are described in more detail herein. These control processes may include the following functions or operations:

[0327] - Use a hybrid power manager to determine a real-time control strategy that defines the optimal energy allocation across the generator and the stored energy units;

[0328] - The energy allocation is passed to the module optimizer, which calculates the optimal settings for the powertrain modules and transmits these settings to the lower-level module controllers via the module interface within the POCS.

[0329] - Refresh energy plans periodically based on deviations from previous plans;

[0330] - The energy state is periodically refreshed through an energy state scanning procedure; and

[0331] - Manually or via FPOP (reference) Figure 14 (Description) Enables updates to flight modes and flight details, and responds by refreshing the energy plan.

[0332] - Enables semi-automatic or fully automatic operation: In semi-automatic operation, the operator controls the power stick; in fully automatic operation, the flight control module guides all functions, thereby adjusting the requested power level to deliver optimal airspeed; and

[0333] - The power system performance is continuously monitored via the module optimizer, and safety limits are assessed against the model using an in-flight scan procedure. In case of problems, the fault detection and recovery module is triggered to coordinate alarms and actions.

[0334] • Diagnostics (represented by component / part 1028). It performs post-flight mission analysis, power system diagnostics, and troubleshooting. In some implementations, it may perform or assist in performing the following functions / operations:

[0335] - Run task analysis algorithms on the monitoring data stored in the airborne log to calculate and display key flight statistics (e.g., distance, time, average speed), details about total energy used, remaining fuel and stored energy, and key performance statistics (e.g., overall efficiency and efficiency of each module). Store the results in the airborne log.

[0336] - Update the operational history of modules or components that require regular maintenance or have a limited lifespan; and

[0337] - Monitor the health and performance of the power system and assess safety limits for the model using a post-flight scan procedure. In case of problems, trigger the fault detection and recovery module to coordinate alarms and actions.

[0338] • Fault detection and recovery (represented by component / part 1042). It performs continuous monitoring of the power system to detect and identify faults, warn the operator, and assist in recovery actions. In some implementations, it may perform or assist in performing the following functions / operations:

[0339] - The health of the powertrain is monitored through a fault detection and identification function that uses a combination of signals and models to identify and isolate faults as quickly and accurately as possible;

[0340] - In the event of a malfunction, the pilot is alerted via the power system warning function to trigger a remedial response;

[0341] - In the event of a malfunction, determine the required actions and trigger the power system and control manager to execute them in coordination with the pilot; and

[0342] - Rescue actions can also be initiated by the pilot engaging the power system and control manager to execute.

[0343] In some implementations, the POCS determines the optimal power plan based on flight details and prescribed flight modes. The POCS then controls the operation of the power system and its modules during flight to match the power plan by monitoring the performance of the power system and modules and making adjustments as necessary. The POCS is designed for semi-automatic or fully automatic operation; in semi-automatic operation, the pilot retains control of the throttle, while in fully automatic operation, the POCS controls all functions. However, the pilot can override the POCS settings.

[0344] Figure 11 This is a diagram illustrating the main functional elements or modules of the POCS (Point of Control System) that can be accessed and used to control or modify the onboard processes in an embodiment of the air transport system of the present invention. Each or a combination of functions, operations, or processes performed or controlled by the elements or modules shown in the diagram can be implemented by executing a set of instructions by a suitably programmed processing element (such as a controller, state system, microcontroller, CPU, microprocessor, etc.).

[0345] As shown in the figure, the components or functional modules of the on-aircraft process in the implementation of POCS 1100 may include:

[0346] Optimization module ( Figure 10 Component 1030 and / or Figure 11 Component 1130)

[0347] Hybrid Energy Planner ( Figure 11 Component 1132):

[0348] - The optimal energy path within the air / flight path is determined by minimizing a nonlinear cost objective (see below) that depends on the initial and arrival energy states, module performance constraints, and operating rules. The optimal energy path typically refers to a hybrid charging strategy that aims to gradually deplete the stored energy units during the flight process, thereby enabling each airborne power source to operate with optimal efficiency.

[0349] - The flight is executed (as part of flight preparation) by breaking down the flight into segments of airpaths with roughly consistent operational requirements (e.g., taxiing, takeoff roll, steady climb, cruise, and power-off descent). Optimization is then performed to determine the optimal energy plan along the provided airpath. If a detailed airpath is not provided, then after budgeting taxiing, takeoff, descent, and landing using a lookup table based on benchmark procedures, a standard exhaustion curve is assumed to be linear, for example, on the cruise and climb segments.

[0350] - Optimization is performed using full dynamic programming (or similar algorithms) or simplified methods (such as using lookup tables or functions) to determine the optimal power allocation across generators and stored energy units based on flight segments and operating conditions. Power allocation can be described in one of many ways, including generator power settings as part of the total generator power, or as a power ratio equal to the ratio of power drawn from stored energy to the total requested power;

[0351] - The objective function defines the quantity to be minimized by the hybrid energy planner during the flight path. For example, the objective function may include one or more of the following, where the parameters are defined by the operator: Objective function = Fuel cost + Stored energy cost + Engine maintenance and reserve costs (amortized) + Battery pack cost (amortized) + Passenger and crew time cost + Aircraft cost + Emissions cost; and

[0352] The objective function is minimized based on the provided departure and arrival energy states, operational rules from the operational rule base, and performance constraints of the power system and modules (thrusters, generators, stored energy) from the power system and module models. The optimization process requires simulations of the aircraft and power system performance provided by the aircraft and power system performance models.

[0353] Hybrid power manager Figure 11 Component 1134):

[0354] - Determine a real-time control strategy to optimize energy distribution across airborne sources (described by variables such as generator power settings or power ratios) based on the overall energy path of the flight to deliver the required power. This is determined by minimizing nonlinear objectives for the flight segment, which are dependent on module performance constraints and operating rules (including the provided energy path).

[0355] Optimization can be performed using relatively simple methods, such as determining the generator power setting (or power ratio) from a lookup table of optimal values ​​based on flight segments and discrete operating condition ranges; or using more complex methods, such as using one of several algorithms, such as Pontryagin's Minimum Principle (PMP) or Equivalent Consumption Minimization Strategy (ECMS), to determine the optimal value. Alignment with the provided energy plan is driven by an external control loop, such as proportional-integral;

[0356] - The objective function defines the quantity to be minimized by the hybrid energy planner during the flight path. For example, the objective function may include one or more of the following, where the parameters are defined by the operator: Objective function = Fuel cost + Stored energy cost + Engine maintenance and reserve costs (amortized) + Battery pack cost (amortized) + Passenger and crew time cost + Aircraft cost + Emissions cost; and

[0357] The objective function is minimized based on the provided departure and arrival energy states, operational rules from the operational rule base, and performance constraints of the power system and modules (thrusters, generators, stored energy) from the power system and module models. The optimization process requires simulations of the aircraft and power system performance provided by the aircraft and power system performance models.

[0358] • Thruster optimizer ( Figure 11 Component 1136):

[0359] - Determine the real-time control strategy for each thruster based on the requested power, airspeed, and environmental conditions. Convert the requested power into thruster settings for optimal efficiency. Then, through the module interface within the POCS platform ( Figure 10 Component 1050 and / or Figure 11 Component 1150 uses optimal settings to guide lower-level module controllers (e.g., pitch fan controllers, motor controllers). Optimal settings can be further modified through fine-tuning control loops for performance improvement. This may include peak-seeking loops for fine-tuning operating points, and smoothing loops for mitigating sudden changes in settings within intervals determined by constraints on ride comfort, aircraft structure, or powertrain performance.

[0360] - Optimized settings may include thruster attitude, such as pitch fan angle, exhaust vent location, and thruster motor-inverter output (e.g., torque, speed). The optimizer adjusts thruster settings within the aircraft's operating range, including standard thrust, neutral thrust, regenerative braking, reverse thrust, and recovery thrust;

[0361] For standard thrust control, the optimizer is driven by the requested power, airspeed, and environmental conditions for each thruster and determines the thruster settings that maximize the delivered thrust. This is achieved through a cross-motor and thruster performance model (…). Figure 10 Component 1040 and / or Figure 11 The component 1140) performs phased or joint optimization to accomplish this. In the phased approach, the motor and thruster settings are optimized sequentially. For example, the motor settings that maximize efficiency can be determined first by using a motor performance model within operational constraints defined for the motor. Then, the thruster attitude that maximizes thrust, such as the fan pitch angle or exhaust vent position, is determined by using a thruster performance model within operational constraints defined for the thruster attitude. These settings are then used to guide the operation of lower-level controllers via module interfaces within the POCS.

[0362] - In some implementations, lookup tables can be used to determine near-optimal values, followed by optional optimization steps to refine the estimates in the directions mentioned above.

[0363] - For reverse thrust, the optimizer is driven by the requested reverse power of each thruster and determines the thruster setup that maximizes the delivered reverse thrust. This is accomplished through a process similar to that used for standard thrust. In the case of a phased approach, the motor setup that maximizes efficiency is determined by optimization using a motor performance model or by looking up a motor performance table. Subsequently, the matching thruster attitude is determined by optimization using a thruster performance model or by looking up a thruster performance table.

[0364] For regenerative braking thrust control, the optimizer is driven by the requested reverse power, airspeed, and environmental conditions for each thruster and determines the thruster setup that maximizes the delivered thrust. This is accomplished through staged or coupled optimization across motor and thruster performance models. In a staged approach, motor and thruster settings are optimized sequentially. For example, the motor setup that maximizes efficiency can be determined first by optimizing within operational constraints defined for the motor using the motor performance model. Subsequently, the thruster attitude that maximizes thrust reverse thrust, such as fan pitch angle or exhaust vent position, is determined by optimizing within operational constraints defined for the thruster attitude using the thruster performance model. These settings are then used to guide the operation of lower-level controllers via module interfaces within the POCS; and

[0365] - For neutral thrust, the optimizer guides lower-level controllers to cut off power to the motor and set the thruster attitude to minimum drag, such as to a feathering or pitch fan of a windmill, or to the maximum extension of the exhaust vent.

[0366] • Stored energy optimizer ( Figure 11 Component 1138):

[0367] - The performance and status of the rechargeable storage unit are monitored via the module interface 1150 within the POCS to help ensure operation within the long lifespan defined by performance constraints. If the storage unit is outside its long lifespan, the optimizer adjusts the hybrid energy planner and hybrid power manager settings to redistribute power to the generator, for example, by increasing the effective cost of the storage unit;

[0368] Generator optimizer ( Figure 11 Component 1140):

[0369] - A real-time control strategy for each generator is determined based on the requested power, airspeed, and environmental conditions. The requested power is then converted into generator settings for optimal efficiency. These optimal settings are then used to guide lower-level module controllers (e.g., engine control unit, motor controller, fuel system controller) via module interface 1150 within the POCS platform. The optimal settings can be further modified through fine-tuning control loops for performance improvement. This may include peak-seeking loops for fine-tuning the operating point, and smoothing loops for mitigating sudden changes in settings within intervals determined by constraints on passenger comfort, aircraft structure, or powertrain performance.

[0370] - Optimized settings may include the output of the internal combustion engine (e.g., speed, torque) and the input of the generator-inverter (e.g., torque, speed);

[0371] The optimizer is driven by the requested power, airspeed, and environmental conditions of each generator and determines the generator settings that maximize efficiency. This is accomplished by performing staged or coupled optimization across engine and motor performance models (or integrated generator models). In a staged approach, engine and motor settings are optimized sequentially. For example, the engine setting that maximizes efficiency can be determined first by optimizing within engine-defined operating constraints using the engine performance model. Subsequently, the motor setting that maximizes efficiency is determined by optimizing within motor-defined operating constraints using the motor performance model. These settings are then used to guide the operation of lower-level controllers via module interfaces within the POCS.

[0372] - In some implementations, lookup tables can be used to determine near-optimal values, followed by optional optimization steps to refine the estimates in the directions mentioned above; and

[0373] - This includes the following strategies: starting from a transient or when the requested power is outside the generator's optimal range, route excess power (higher than the requested power) from the generator to charge the storage unit, thereby isolating the generator.

[0374] • Powertrain and Control Manager ( Figure 11 Component 1142):

[0375] - Driven by inputs from the pilot or power system and control redesign functions, perform diagnostic or troubleshooting processes, reconfigure the power system or change the control law;

[0376] - Receive troubleshooting or diagnostic process steps from the pilot and power system and control redesign functions, power system reconfiguration instructions, and control laws;

[0377] - Resolve conflicting commands and follow the safety procedures defined in the operating rules and functions;

[0378] - By guiding lower-level controllers through module interfaces and by modifying and optimizing modules, aircraft, and power system models, a set of rationalized changes are executed in a safe sequence; and

[0379] - For example, in the event of an impending emergency landing, a "safety and isolation" sequence triggered by the pilot immediately before touchdown will guide the power system and control redesign function to shut down or isolate all high-voltage or flammable systems in the power system to protect passengers and cargo. Alternatively, fault detection and identification functions may trigger the sequence based on an assessment of the collision via aircraft state variables.

[0380] • Power Distributor ( Figure 11 Component 1144):

[0381] - Determine the power distribution across airborne thrusters based on pilot guidance and power system capabilities. This may include:

[0382] • Coordinate the power distribution of multiple thrusters, such as balancing power to eliminate yaw moment (e.g., thrusters are powered to achieve zero torque around the aircraft's center of gravity), or thruster power determined by the power settings of the main thrusters.

[0383] • Power allocation that optimally adapts to thruster failure, thereby maintaining normal or gently degraded performance aligned with the requested power. For example, allocation could increase power to a healthy thruster to compensate for the failed thruster, while limiting yaw moment, thus ensuring power exceeds the minimum required to maintain safe flight for the flight segment and does not exceed thruster constraints; and

[0384] • Power allocation for directional control by distributing power to generate the requested yaw moment.

[0385] Aircraft and propulsion system model ( Figure 10 Component 1040 and / or Figure 11 Component 1150)

[0386] • Aircraft performance model ( Figure 11 Component 1152):

[0387] - A flight test-calibrated, single-degree-of-freedom, physics-based performance simulation model that, given the aircraft's weight, speed, air temperature, and pressure, as well as its climb or descent rate, calculates the expected power required for the current flight phase (further description of this aspect exists in the discussion of the FPOP system).

[0388] • Power system and propulsion model ( Figure 11 Components 1153 and 1154):

[0389] - Performance models, lookup tables, and performance constraints enable the optimization of thruster settings based on requested power, airspeed, and environmental conditions. These may include one or more of the following:

[0390] For example, a motor performance model describes the efficiency of a motor as a function of its torque, speed, and voltage.

[0391] For example, the thruster performance model defines thruster thrust as a function of fan pitch angle, torque, airspeed, fan speed, and setting, standard, reverse, or regenerative braking.

[0392] • A lookup table for motor and propeller performance, defining performance relationships at discrete points, serving as an alternative for optimization or for generating initial approximations; and

[0393] • Performance constraints regarding motor and propeller settings. For example, the fan pitch angle range for standard operation, regenerative braking, and reverse thrust.

[0394] Generator model ( Figure 11 Component 1156):

[0395] - Implement performance models, lookup tables, and performance constraints to optimize generator settings based on requested power, airspeed, and environmental conditions. These may include one or more of the following:

[0396] For example, engine performance models define engine efficiency as a function of engine torque, speed, and ambient conditions;

[0397] For example, motor performance models describe motor efficiency as a function of motor torque, speed, and voltage;

[0398] • Engine and motor performance lookup tables define performance relationships at discrete points, serving as an alternative to performance models or as initial approximations;

[0399] Alternatively, for example, a generator motor used to integrate engine motor performance, which describes generator efficiency as a function of torque, speed, voltage, and ambient conditions. Similar to the above, the generator motor can be replaced or supplemented by a generator performance lookup table that defines the performance relationships at discrete points; and

[0400] • Performance constraints regarding engine and motor or integrated generator setups. For example, the engine power range at full power, boost, and peak, the motor power range at full power, boost, and peak, and the safe duration for boost and peak.

[0401] • Stored energy model ( Figure 11 Component 1158):

[0402] - Performance models, lookup tables, and performance constraints enable optimized power allocation across rechargeable energy storage units and generators based on requested power, current state of charge, and environmental conditions. These may include the following:

[0403] • A reduced model of the stored energy unit, which, for example, uses a universal coulomb count to correlate the charge state of the unit with the current drawn;

[0404] • The stored energy performance model determines the cell's operating efficiency based on the extracted power, state of charge, ambient conditions, and other factors. For example, a Rint-type equivalent circuit model is connected to the model for key parameters such as open-circuit voltage that varies with state of charge and temperature;

[0405] • The stored energy performance lookup table defines the performance relationships at discrete points, serving as an alternative for optimization or as an initial approximation; and

[0406] • Performance constraints on the stored energy units, including limits on the state of charge and the power drawn from the units.

[0407] Fault detection and recovery Figure 10 Component 1042 and / or Figure 11 Component 1160)

[0408] Fault detection and identification ( Figure 11 Component 1162):

[0409] - Continuously monitor the health of the power system by combining signal-based and model-based methods to detect sensor, actuator, component or module failures;

[0410] - Periodically sample signals from a range of sources, control signals from the POCS to lower-level controllers, output signals from lower-level controllers, power system and module sensors, and aircraft state variables;

[0411] - Monitor signals to ensure the power system is operating within safe limits defined by performance constraints. If the safe limits are exceeded, monitor the breadth and duration of spikes to assess the severity of the problem;

[0412] - Trigger power system alarm ( Figure 11 Element 1164) to notify the pilot via an interface in the cockpit (element 1170, and more specifically, pilot alarm element 1172);

[0413] - Utilize various methods to detect fault signals, such as Fourier analysis and limit checks;

[0414] - By using methods such as parameter estimation or neural networks, the performance of power systems, modules, and subsystems is compared with the performance of internal models of components or processes in order to identify potential failures;

[0415] - The location and nature of faults are determined through signal analysis and / or heuristic methods. Faults are classified based on location, type, and severity; and

[0416] - Triggering redesign of powertrain and control functions / processes ( Figure 11 The component 1166) initiates the correction action.

[0417] It should be noted that, for the purpose of managing aircraft and transportation systems, the power system configuration and control law library may include the following information, data, or processes:

[0418] - Describe the steps to be taken to resolve a powertrain system malfunction;

[0419] - Each power system configuration description collectively needs to be set up to achieve the architecture setup (e.g., switches, connectors, contactors), as well as the process steps for performing a safe reconfiguration and the control laws for the power system to operate under reconfiguration; and

[0420] - Each control law describes the optimization and control procedures of the power system, including the objective function, operating rules, power system and module functional constraints, and aircraft and power system performance models.

[0421] • Redesign of powertrain and controls ( Figure 11 Component 1166):

[0422] - By combining predefined designs with in-flight synthesis, determine the power system and control redesign required to adapt to active failures so that performance can be maintained under normal or flexible degradation;

[0423] - Determine whether corrective action is needed based on the location, type, and severity of the fault;

[0424] - An expert system (or other decision-making process) is used to select the optimal solution process, dynamic system configuration, and control law to adapt to the fault. This expert system combines lookups and synthesis from a library of predefined solution processes, dynamic system configurations, and control laws to customize the response to specific conditions. For example:

[0425] ○ Isolation of faulty modules or circuits. For example, in the event of a short-circuit switch failure in a converter, a fast-acting fuse connected to the switch can be used: when a fault occurs, the fuse isolating switch is cleared;

[0426] ○ Power redistribution to adapt to faults. For example, in a power system with dual thrusters (left and right, each powered by its own energy storage unit and generator), a fault in one thruster or power source may require allowing left-right transfer to optimize output. Left-right transfer will help compensate for a fault in the left thruster by allowing the right thruster to be boosted. Similarly, left-right transfer will help adapt to a fault in the right power source so that both can be powered equally.

[0427] ○ Activation of redundant modules or circuits. For example, in a power system with dual thrusters (left and right, each powered by its own bus), a fault in either bus can be accommodated by a single redundant bus. Furthermore, redundant buses can also be used to create paths for left and right transmissions; and

[0428] ○ Isolation of high-voltage circuits.

[0429] - By triggering the power system alarm ( Figure 11 Component 1164) and power system and control manager ( Figure 11 The element 1142) functions, operations, or processes are used to initiate alarm and correction actions.

[0430] Figure 14 This is a flowchart or diagram illustrating some of the inputs, functions, and outputs of a Flight Path Optimization Platform (FPOP) that can be used to determine or revise the flight path of an electric hybrid aircraft that can be used as part of the air transport system of the present invention. Each or a combination of the functions, operations, or processes performed or controlled by the elements or modules shown in the figure can be implemented by executing a set of instructions by appropriately programmed processing elements (such as controllers, state systems, microcontrollers, CPUs, microprocessors, etc.).

[0431] The implementation of a flight path optimization platform can be used to determine the optimal flight path for a hybrid electric aircraft. This involves meeting performance and cost objectives defined by the flight mode, while considering defined speeds and altitudes, as well as energy plans, for each segment of a series of flight paths. FPOP determines the optimal path across one or more flight tracks; in doing so, it takes into account aircraft and power system characteristics, weather conditions, ATC limitations, hazards, and more.

[0432] It should be noted that flight planning for regional hybrid electric aircraft with multiple power sources requires a more complex set of trade-offs than flying a conventional aircraft over long distances. For example, for hybrid electric aircraft, the optimal flight altitude is determined by a combination of speed versus efficiency targets, flight distance, high-altitude weather, aircraft aerodynamics, available energy and power, and the relative stored energy versus generator usage. In contrast, the designated flight altitude for long-distance business passenger or cargo flights can be set by one or more of FAA requirements, government policies, and rough aircraft characteristics. This is a simpler way to determine one (or more) segments of a conventional long-distance flight. Due to the complexity of the flight planning process required for the aircraft and regional air transport system of the present invention, FPOP is used to perform the optimization process required before and during flight (as conditions change) to determine the optimal flight path.

[0433] In addition to the main flight path plan, the FPOP can be used periodically during flight to update the flight path to the destination (given changes in wind, ATC path selection, etc.), and to provide alternative destinations or flight paths in the event of power system failure or other flight emergencies.

[0434] • During flight, all airports within the aircraft's range are periodically identified, taking into account the current energy state. The results can be displayed to the pilot in any format, including range circles on a map, highlighted airports on a map, simple text lists, etc.

[0435] • In any emergency, immediately provide flight routes to the nearest acceptable alternate airport; and

[0436] In the event of a partial failure in the power system, FPOP will identify alternative destinations available under the degraded state of the power system. Examples of partial failures will include the failure of one or more energy storage units, power generation modules, propulsion motors, etc.

[0437] In some implementation schemes or methods of FPOP platforms or data processing systems, the optimization process can be performed at two levels:

[0438] Level 1: Simple rule-based calculations that use a standard library to set altitude and speed based on flight pattern and distance; and

[0439] Level 2: Optimization across a range of feasible altitude and speed alternatives, based on the Level 1 output.

[0440] In some implementations, the FPOP platform may include or be configured to access one or more of the following functions, operations, or processes:

[0441] Path generation ( Figure 14The component or process in module 1404 defines a Level 1 flight path for each flight trajectory. This module constructs a 3D flight path defined by waypoints (latitude, longitude, and altitude) connecting flight segments (e.g., cruise, climb, descent), where speed and energy plans are assigned to each segment. A cruise may consist of one or more segments required for altitude constraints and ATC path selection. In the case of Level 2 optimization, an alternative flight path is built for each trajectory using the path alternative generation rule module (1413). For each flight path, the target speed for each segment is determined using a speed rule library, and weather and warning indices are determined by interpolation across the provided conditions. Generally, the path generation process or component utilizes core sequences drawn from a library of performance heuristics and airspace constraints, such as the following:

[0442] The path generation sequence first uses a heuristic to set the cruising altitude and flight speed. Climb and descent distances are calculated to set intermediate waypoints, and airspace constraints are calculated as waypoints with altitude constraints. Finally, the power ratio (range extender generator status) is set for each segment.

[0443] Path heuristics ( Figure 14 Component 1407 in the document is based on a library of altitude, speed, and energy source utilization from a broad database of flight path optimization. For a given range, weight, and flight mode, it returns the optimal climb and descent rates, cruise altitude and speed, and range extender generator utilization time for a simple, windless flight profile. Heuristics can be used to generate these values ​​using the process described herein.

[0444] • Spatial constraints. Figure 14 Component 1410 in the middle combines the flight trajectory and uses the navigation database of airspace and terrain to determine the minimum or maximum altitude constraints, and imposes constraints along the flight trajectory as waypoints for the start and end points (latitude, longitude and altitude);

[0445] • Climbing and descending the warehouse. Figure 14 Component 1409) returns a library that provides the time and distance for ascent or descent between two heights at the current weight and the speed provided by the path heuristic. The library may include table lookups with interpolation smoothing or compile-time performance calculations;

[0446] Environmental assessment. Figure 14 The components or processes in (1412) determine whether environmental conditions warrant exceeding the path optimization level of the baseline heuristic path. Weather and warning data are applied to the flight path; any warnings, strong winds, or significant wind changes on the flight path will require L2 path refinement.

[0447] Alternative flight path generator ( Figure 14(Component or process 1413). A set of alternative flight paths is constructed by changing the segment altitude based on the initial flight path. If guaranteed, a breakpoint generator is used to divide the existing flight segments using additional waypoints, and then a set of all possible paths is generated. The maximum number of paths (on the order of 10) is limited by altitude constraints (minimum, maximum) and airspace rules that require cruising at incremental altitudes (e.g., in the United States, eastbound flights cruise at odd thousands of feet, 9,000 feet, 13,000 feet, etc.).

[0448] Breakpoint generator ( Figure 14 (Component or process 1414). This routine compares an existing cruise segment with warning and weather index data (components 1403 and 1405). Typically, waypoints are inserted at the boundaries of any warning and also at any location with significant wind speed changes. Each additional waypoint increases the degrees of freedom available to the optimizer;

[0449] Flight path optimizer ( Figure 14 (Components or processes 1408). It alters the cruise speed and power ratio within the flight path to minimize the objective function while satisfying constraints. Optimization is performed for the current aircraft state, which may include weight, stored energy, and available range extender fuel, as well as environmental conditions such as wind, precipitation, and temperature. The results of the optimization process may include the optimized flight path, air path, energy plan, and the value of the objective function. The flight path optimizer may include one or more of the following processes, operations, functions, components, etc.:

[0450] ■ Objective Function. Set by the flight mode, the objective function will affect cruise speed and energy utilization strategy. An exemplary objective function that “generalizes” the performance space will typically be maximum speed (minimum time) or minimum energy. A more comprehensive objective function may include one or more of the following, where the parameters are defined by the operator: Objective Function = Fuel Cost + Stored Energy Cost + Engine Maintenance and Storage Cost (Amortized) + Battery Pack Cost (Amortized) + Passenger and Crew Time Cost + Aircraft Cost + Emissions Cost;

[0451] ■ Optimization variables. The optimizer changes cruise speed and power ratio. For example, maximum speed optimization will result in a high level of range extender generator usage, while minimum energy optimization will result in a range extender generator usage level that depends on the flight range, with sufficiently short flights not using the range extender generator at all;

[0452] ■ Optimization constraints. These may include one or more constraints concerning the performance and safety of the power system, including the maximum discharge rate of stored energy, the minimum state of charge at any point during flight, and the minimum energy reserve at the end of flight (note that optimization occurs on a fixed flight path; the flight path generator already satisfies any altitude constraints);

[0453] ■ Optimization Process. The optimization space is nonlinear and may include discontinuities in generator states, both of which exclude closed-form solutions. Optimization requires modeling the performance of the aircraft and propulsion system within a defined flight path in a time-dependent manner using the current aircraft configuration and the expected flight environment. The performance model generates a total of time integrals used to calculate the objective function (e.g., fuel consumed and stored energy);

[0454] Flight modeling can be achieved through dynamic programming (e.g., flight simulation including representative aircraft and power system models (described in more detail below)) or through simplified methods (such as reduced-order models, which correctly model time integral characteristics as long as they are discontinuous). The method described in this paper utilizes a flight simulator process with representative aircraft and power system models and incorporates the effects of the current operating environment;

[0455] ■ Optimization Algorithms. Flight profiles with a single cruise speed variable can be optimized using gradient descent or Newton's method. Multi-segment flight with discontinuities in power ratio may require more advanced nonlinear algorithms, such as NPSOL;

[0456] Constraint checks Figure 14 (Component or process 1406) examines the results of the optimized flight path against the required terminal flight energy reserves or other constraints that can be used to shape the optimized space. Paths that cannot be optimized to meet the constraints are discarded as infeasible paths.

[0457] Path evaluation ( Figure 14 (Component or process 1402). It categorizes all valid flight paths according to the objective function and returns the default flight path (as originally requested) and the optimized (i.e., the flight path with the minimum objective function) flight path with all relevant information;

[0458] Flight simulation models and modules. Flight simulation models can be generated by a flight path optimizer (…). Figure 14The components or processes (1408) utilize, and are flight-test calibrated, single-degree-of-freedom, physics-based performance simulation models, which, given aircraft weight, speed, air temperature, and pressure, and climb or descent rates, calculate the expected power required for the current flight phase. The model utilizes aircraft and power system models in time-stepping and empirical routines to continuously calculate performance along the flight path in the presence of predicted weather. The result is an integral total of time, distance, and energy. The distance integral total is the air path. These models may include one or more of the following:

[0459] • Flight Module. Performance is calculated for each flight segment by the corresponding flight module (e.g., takeoff, climb, cruise, descent, landing, etc.). The module is initiated using aircraft and segment information and returns the overall performance for the entire flight segment. Tables provide details of the inputs and outputs of each module, which uses aircraft and propulsion system models to calculate aircraft performance.

[0460] • Aircraft model. The model can be started using aircraft conditions (altitude, speed, power level, weight, turn rate, etc.) and operating environment (altitude, air temperature, pressure, density), and returns the corresponding instantaneous performance (energy use, fuel combustion, acceleration, climb or descent rate, etc.). The model can utilize force and moment equations (C... L C D C Di C M F and N Z The combination of W) and comprehensive table lookup determines the instantaneous performance of the aircraft, where:

[0461] ○C L -C L =N Z Standard calculation results for W / q / S;

[0462] ○C D - Drag calculated using a Reynolds-based surface friction method, with the drag coefficient corrected to the test drag. Additional coefficients for cooling drag, flap and landing gear drag (if required), bulge and disturbance drag;

[0463] ○C Di -with baseline C L 2 The induced resistance of / (πAR e), e is found in the table, C L The functions and flap settings are provided. Trial drag is added to the main wing as a lift increment, and C Di From HT;

[0464] ○C M—Pitch moment, derived from aircraft weight, CG, and neutral point (velocity-dependent, derived from table lookup);

[0465] ○F—Thrust, available and required. The power system and propulsion model are invoked to determine the available SHP, which is converted to thrust using an aerodynamic propulsion model (efficiency versus speed table lookup). The thrust required to balance drag (in the case of non-maximum thrust) is calculated and used for energy / fuel combustion; and

[0466] ○N Z W—The load factor caused by accelerated flight (turning or pitching rate), expressed as a fraction of (g);

[0467] • Powertrain Model. Represents the physics of the hybrid electric powertrain module and propulsion system. In response to thrust demands from the aircraft, the powertrain module allocates power between the range extender and energy storage unit, returning available thrust, range extender status, fuel combustion rate, and storage discharge rate. The aircraft simulation tracks range extender operating time, total fuel burned, and the amount of stored kWh used. In the powertrain section (e.g., Figure 11 Additional information about the dynamic system model is provided in components 1153 and 1154.

[0468] As noted, FPOP flowcharts or flow control diagrams illustrate the sequence of steps in an exemplary implementation of an FPOP process. These typically include:

[0469] 1. Initialize FPOP from POCS(1409); data required for flight path generation / optimization can be collected from several sources:

[0470] a. Flight mode information (1410) input by the pilot is provided by the POCS, which also includes energy status requirements (e.g., reserve levels required for landing).

[0471] b. GPS / FMS provides the initial, pilot-input flight path to be optimized (1412) — there may be more than one flight path option (e.g., multiple routes around or over the terrain);

[0472] c. Upload weather information (1414) via data link (ADS-B reception);

[0473] d. The aircraft data bus provides current operating or environmental parameters (1416), including temperature, air pressure, and, if this is an in-flight update, aircraft position and speed.

[0474] 2. Data preprocessing (1420) transforms wide-area weather information into weather indices (1403) for interpolated weather at locations along the flight path (based on latitude, longitude, and available altitude). Similarly, sources of warnings (e.g., icing or precipitation) are preprocessed to examine their potential impact on the expected flight path; data are provided in the warning index (1405).

[0475] 3. Invoke the FPOP platform using a fully assembled set of input datasets (step or phase 1401).

[0476] 4. The flight path generator (1404) creates a three-dimensional flight path based on the provided 2D flight trajectory. The generated path is defined by a set of waypoints (defined by latitude, longitude, and altitude) connected by segments (climb, cruise, descent), each segment having a specified speed for each segment.

[0477] a. The path / performance heuristic library (1407) provides optimal climb rate, cruise altitude, and descent rate. The heuristic is adjusted for the aircraft's current weight and energy state.

[0478] b. Climb and Descent Library (1409) uses rates (derived from heuristics) to provide climb and descent distances for determining intermediate waypoint locations;

[0479] c. Intermediate waypoints can be added to match airspace constraints (1410), including those caused by terrain; and

[0480] d. Waypoints are connected by flight segments; speed and range extender generator status derived from heuristics are assigned to all segments.

[0481] 5. Environmental Assessment (1412) examines flight paths in conjunction with weather and hazard data to determine whether the path would benefit from optimization under actual conditions:

[0482] a. If no further optimization is needed or would be beneficial, then provide the path to the flight path optimizer (1408);

[0483] b. If further optimization has potential benefits, then invoke the alternative flight path generator (1413);

[0484] i. The breakpoint generator (1414) can add additional intermediate waypoints to the cruise segment based on warning sources and / or wind at high altitudes; this provides more freedom in the optimization space;

[0485] ii. The altitude of each cruise segment changes upward to its maximum value (set by performance limits) and downward to its minimum value (set by constraints). Speed ​​and energy source utilization are then re-established using heuristics.

[0486] iii. Provide all possible paths to the flight path optimizer (1408).

[0487] 6. The flight path optimizer (1408) modifies the cruise speed and power ratio within the flight path to minimize the objective function within any specified constraints. For each flight path, the optimizer generates the air path, energy plan, and objective function. Note that if no feasible energy plan is found, the path can be discarded.

[0488] 7. Classify all feasible paths according to the objective function, and identify and return the optimal path. The final output (1430) is the flight path and air path, energy plan, required energy, reserve energy and arrival energy, and the value of the specified objective function.

[0489] Flight simulation module (Note that these represent examples of possible implementations)

[0490]

[0491]

[0492]

[0493] It should be noted that flight path optimization (such as that performed by FPOP and as described herein) depends on parameters that affect aircraft efficiency and cost; these differ significantly between conventional and hybrid platforms, as shown in the table below.

[0494]

[0495]

[0496] In some implementations, optimization processes may be performed to generate paths or other heuristics for FPOP flight path generators, as described herein. Below is a table containing information on the differences between optimization processes that can be performed for the hybrid electric regional air transport system of the present invention and those that can be used for conventional aircraft and transport systems.

[0497]

[0498]

[0499]

[0500] Figure 13This is a diagram illustrating an exemplary flight path optimization for an aircraft, which may be generated by a Flight Path Optimization Platform (FPOP) and is at least partially used to control the operation of an aircraft in an embodiment of the regional air transport system of the present invention. As shown, flight path 1300 may consist of one or more segments (such as those identified in the figure by “A”, “A.1”, “B”, “C”, “D”, etc.), where each segment may require a specific configuration of the aircraft and control system to be properly implemented (e.g., subject to constraints imposed on aircraft operation by travel distance, fuel (energy) level, fuel consumption, gross weight, etc.). The diagram shows a graphical example of the flight path optimization process in cross-section, and therefore only shows the altitude profile as a function of distance. In this example, the default flight path 1300 is a single-origin, single-destination path, which is divided into multiple segments by the path generation module / function of the FPOP.

[0501] The initial path (represented by dashed lines) generated by the path generation process of the FPOP module is based on the origin (A), destination (D), and elevation constraints of terrain obstacles. This default path results in an initial climb (segment A to A...). * Cruise mode at the optimal windless altitude (segment A) * From segment B to B.1, at a higher altitude after overcoming the obstacle, the flight returns to the optimal cruise altitude at which the obstacle constraint was removed (segments B.1 to C) and cruises until the top of the descent point (segments C to C.1), followed by a descent to landing (segments C.1 to D). The path generation process uses climb and descent rates to determine the midpoints of the flight path (i.e., A.1, B.1, and C.1). It should be noted that the optimal climb and descent rates, cruise altitude and speed, and generator shutdown point (indicated by the triangle between points C and C.1) are determined by the flight mode and range. For example, a "high-speed" mode over a medium range results in climbing at the optimal rate to the maximum altitude allowing peak generator power, where the range extender generator is on for all cruises; while an economy mode over the same distance may cruise more slowly at a lower altitude, and the range extender generator shuts off midway through the cruise, thus completing the flight solely on stored energy. This path is provided to the energy optimization module and subsequently to the path evaluation module of FPOP.

[0502] Return to Figure 13 The exemplary optimization process shown is applicable in some implementations (and as...) Figure 14 As indicated, in a typical optimization process, the environmental assessment module / function 1412 checks the weather index 1403 and warning index 1405 for potential cruise segments and determines whether further optimization should be performed based on changes in wind speed, wind direction, or wind velocity. Figure 14The "Refinement Path?" decision step 1415 indicates whether the branch indicates "Yes" or "No".

[0503] • Breakpoint generator 1414 first determines, based on wind gradients, whether the existing cruise segments (i.e., A, B, and C) require further subdivision; in this case, the answer is no, because the wind is consistent across each segment (e.g., ...). Figure 13 (As indicated by the wind speeds W1 and W2 shown in the diagram);

[0504] • The alternative flight path generator module 1413 alters the altitudes at A.1, B, and C, which modifies the positions of points A.3, B.1, C, and C.1 on the flight path. It should be noted that there is a limited number of feasible variations because aircraft regulations require cruising at incremental altitudes (e.g., every 2,000 ft in the United States). The lower limit of the cruising altitude is set by the minimum route altitude (MEA, defined by terrain and airspace), while the upper limit is set by the aircraft's performance capabilities. The result of this modification process is a set of potential flight paths.

[0505] • The flight path optimization module 1408 analyzes each potential flight path by implementing a flight simulation process to find the minimum energy usage for said path; and

[0506] The path evaluation module 1402 is used to sort the paths and return both the default path and the path that minimizes the objective function.

[0507] In this example (and) Figure 13 Compared to the default flight path 1300 shown, the path optimization module 1408 lowers the initial altitude to the lower limit to avoid headwinds, thereby shifting the position of A.3 back to ensure sufficient distance to climb to B in order to overcome terrain obstacles. The altitude at B remains unchanged, but after overcoming the obstacles, the lower cruising altitude at C takes advantage of the tailwind, and the top of the descent point (C.1) is delayed as long as possible to take advantage of the tailwind. The reduced energy use on the initial segment allows the generator to shut down earlier (as indicated by the triangle closer to point C in the diagram).

[0508] The table below shows the source of each waypoint in the optimized path, the desired altitude and speed for each intermediate waypoint, and how the optimization process modified the original default flight path. In the table, the speed and / or altitude of waypoints A.2, B, B.1, and C have been optimized. This table also lists how the speed was determined for each segment; it should be noted that segments optimized for altitude have also been optimized for speed.

[0509]

[0510] As noted, flight path planning for regional hybrid electric aircraft with multiple power sources requires more complex trade-offs than for conventional aircraft over long distances. For example, the optimal flight altitude is determined by a combination of speed versus efficiency targets, flight distance, high-altitude weather, aircraft aerodynamics, available energy, and relative energy storage versus the use of range extenders or alternative power sources. The FPOP process enables this optimization to be performed before and during flight as conditions change to determine one or more optimal flight paths.

[0511] As described herein, in some embodiments, the FPOP platform or system for hybrid electric aircraft may have the following characteristics and / or perform the indicated functions:

[0512] • Generate one or more flight paths optimized for the flight mode and simultaneously satisfying aircraft and environmental constraints (e.g., final energy state and airspace restrictions). The determined or revised flight paths can be uploaded to the FMS (Flight Management System). Figure 3 and Figure 4 (As shown) can be executed by the pilot or autopilot;

[0513] Flight planning for regional hybrid electric aircraft with multiple energy sources requires more complex trade-offs than conventional aircraft, and is also more critical for flight safety due to the complexity of using multi-source energy reserves. The performance of an aircraft within a mission is inherently non-linear and is typically achieved using some level of dynamic programming (e.g., simulation) coupled with optimization methods (e.g., energy methods that minimize total flight energy). Hybrid electric performance requires an additional level of complexity because energy contributions come from multiple physically disparate sources (energy or power sources) that may be discontinuous relative to flight time or cost. This leads to complex optimization processes that conventional flight path planning cannot address.

[0514] • As described, the Flight Path Optimization Platform (FPOP) for hybrid electric power systems typically uses a two-step process: (1) flight path definition to set an overall flight profile including cruise altitude, followed by (2) optimization in the current operating environment.

[0515] Flight path definition can occur at one or two levels depending on environmental conditions:

[0516] – Level 1: Initial definition of a 3D flight path using heuristics, which provides the optimal altitude, cruise speed, and energy plan for the desired range and flight mode. Level 1 is usually sufficient if the flight environment is relatively simple (low wind, no warnings or hazards).

[0517] – Level 2: Invoked to generate an alternative path when wind or warnings adversely affect the Level 1 path. Changes the altitude of the Level 1 flight path cruise segment to generate a modified set of paths.

[0518] Optimization is performed on each flight path by adjusting cruise speed and energy plan (power ratio) to minimize the objective function within constraints, while taking into account the current operating environment (weather and aircraft status). The results are the values ​​of the flight path, energy plan, and objective function. In the case of multiple flight paths, the path with the minimum objective function is returned as the optimal path.

[0519] Compared to conventional aircraft operating on long-haul flights, regional hybrid electric aircraft have more speed and altitude options in their flight profile and are significantly more complex due to the use of multiple energy sources that respond differently to altitude and power demands and have varying costs. As part of this innovation, the inventors recognized that conventional aircraft flight planning is insufficient to provide safe and efficient flight paths for hybrid electric aircraft and that this capability must be provided to ensure flight safety and reduce pilot workload. The implementation of the FPOP platform / system of this invention is based on the inventors' understanding of the differences between operating and optimizing hybrid electric propulsion systems and conventional aircraft propulsion systems. These differences or distinguishing characteristics include:

[0520] Conventional long-haul aircraft use a limited set of prescribed climb and descent profiles and cruise at altitudes between 31,000 and 40,000 ft. Cruise altitude is easily determined based on high-altitude winds and air traffic requirements, and "optimization" typically involves simply adjusting speed to suit fuel prices.

[0521] ■ Regional aircraft spend a much larger portion of their flight path / time on climb and descent, and their cruising altitude varies widely depending on range, weather, terrain, and air traffic control. Even so, for conventional aircraft operating in regional regions, optimal cruise efficiency typically depends on climbing to the maximum usable altitude given the cruise range;

[0522] ■ Energy planning in conventional aircraft is typically the process of ensuring that available fuel exceeds the fuel required for flight. Fuel combustion is calculated based on planned flight segments and required reserves (expressed as time, or time plus transfer to alternatives). Calculations are performed by the pilot or FMS using a lookup system that takes into account aircraft weight, cruising altitude, and speed.

[0523] ■ Cruise speed can be selected between high-speed cruise (maximum power) or long-range cruise (optimal economy) based on time cost and available fuel;

[0524] ■ Conventional aircraft engines lose power with altitude, and even flying at "full power" (i.e., full throttle) does not deplete fuel reserves too quickly; and

[0525] ■ Conventional flight path optimization is typically based on a simple ratio of fuel cost to operating cost. For example, some aircraft manufacturers call it the "cost index," which is a single number set by the operator and used by the aircraft's FMS to set the top of the climb rate, cruise speed, and descent point.

[0526] In contrast, hybrid electric regional aircraft are efficient across a wide altitude range, have cruise speeds determined by energy rather than available power, and have a more complex total cost of energy.

[0527] ■ Cruise altitude primarily affects speed and the available power of the mains / range extender generator (which affects range at a given speed). Efficiency varies much less; the optimizer will select a higher altitude for speed compared to for energy efficiency (to minimize total cost) (this is the opposite of conventional flight planning).

[0528] ■ Energy programs are significantly complex due to the different operational characteristics of dual / multi-energy sources:

[0529] a. The stored energy provides a wide range of power independent of altitude or speed, but has a relatively limited amount of energy. The stored energy may suffer efficiency losses that vary with power output, thus effectively reducing the amount of stored energy when operating at high discharge rates;

[0530] b. Range extender generators provide constant power, where total energy is limited by available fuel. The power and efficiency of range extender generators can vary with altitude; and

[0531] c. Reserved energy must be specified for each source and sufficient to ensure safe flight at all times.

[0532] ■ The cruise speed range is from the maximum energy (stored energy available for cruise + power generation time) which is a function of the range, to the minimum energy; the cruise speed is set to match the target's future energy state.

[0533] ■ Electric propulsion does not lose power with altitude; pilots who fly at maximum power at high altitudes will deplete their stored energy faster than conventional pilots would expect.

[0534] ■ Flight path optimization balances the total cost of energy and electricity (cost of stored energy + cost of generation) with operating costs. The cost difference between stored energy and generated energy extends basic optimization to include energy source seeking optimization (e.g., POCS hybrid energy planner functionality).

[0535] As part of the creation of the aircraft and regional transportation system of this invention, the inventors have developed one or more processes for designing and optimizing a forward-compatible hybrid electric aircraft. The design process includes setting the size of powertrain components, propulsion integration, setting wing size, and noise reduction, which collectively result in an aircraft with a 60-80% reduction in direct operating costs, a 20-30% shorter runway capability, and 15-25 EPNdB lower noise compared to conventional aircraft. Furthermore, forward compatibility ensures that the aircraft can be adapted to future EV / hybrid technologies through relatively simple upgrades of specific powertrain modules. Therefore, embodiments of the aircraft of this invention are expected to remain competitive throughout the target lifespan of the airframe, thereby providing improved performance and reduced costs through module upgrades. Moreover, the same or similar processes can be used to develop aircraft variants with different performance characteristics tailored to specific markets (by selecting powertrain modules without any changes to the external airframe or propulsion). This enables the development of market-optimized aircraft with minimal engineering and recertification requirements. (See also...) Figure 15 and Figure 16 This set of design and optimization concepts and processes for aircraft that can be used as part of the regional air transport system of the present invention is described in more detail. It should be noted that conventional aircraft design processes cannot set the size of hybrid electric propulsion system components, cannot ensure that the aircraft and propulsion system keep pace with rapidly improving EV / hybrid technologies, or can fully utilize the unique benefits of electric propulsion, including breakthrough efficiency, short takeoff and landing capabilities, and low-noise operation.

[0536] Figure 15 This is a flowchart or diagram illustrating a hybrid electric aircraft design process that can be used to implement an embodiment of the air transport system of the present invention. In some respects, the overall process is similar to that of conventional aircraft design, but specific steps (those shown in bold) are modified or are entirely unique to the hybrid electric design process. The table below provides a description of each of these modified steps, and a comparison with the conventional process.

[0537] Figure 15 The flowchart illustrates the main components in the aircraft design cycle of this invention. Aircraft design is a highly iterative process due to the interdependence of key design parameters such as weight (payload, fuel, and aircraft), propulsion power, and critical structural size settings (wings, tail, landing gear, etc.). It should be noted that the operations or processes shown in bold are those significantly affected by the hybrid electric propulsion system and its use as part of the regional air traffic system of this invention.

[0538] 1. The design process begins with top-level design requirements, which include payload, cabin size, cruising speed and range, maximum altitude, runway performance, and noise and cost requirements (step or phase 1502).

[0539] 2. Weight is the single most important driving factor in aircraft design. Maximum weight directly affects the required engine power, wing size and structural weight, as well as the required cruise power (energy). Each design cycle begins with an update on weight (step or phase 1504);

[0540] 3. Based on the maximum weight, determine the size of the aircraft wing and tail regions, and use a rough performance analysis to determine the required propulsion power and energy capacity to meet range and speed requirements. The aircraft configuration is also laid out to position major components, wings, tail, landing gear, etc. (step or phase 1506);

[0541] a. The size setting of power system components, taking into account the amount of stored energy and the power generation capacity (step or stage 1507), is unique to hybrid vehicles. The three-stage design process described herein combines cost, range, and speed to meet the requirements and constraints necessary for this functionality;

[0542] 4. By setting the size and configuration, the weight can be constructed based on a series of models and component weights (step or stage 1508). For example, wing parametric weights take into account thickness, span, area, sweep, and taper to estimate the typical weight based on geometry, while engines and landing gear typically have fixed component weights provided by the supplier;

[0543] 5. The sum of all aircraft weights produces the empty weight; if the weight of empty + payload + fuel + stored energy exceeds the maximum weight, then the relevant part of the design process will be executed again using the updated weight.

[0544] 6. Now use performance modeling (step or phase 1510) to estimate aircraft performance; this involves applying representative aerodynamic and propulsion models using weight, configuration, and power system information generated through the size setting step;

[0545] 7. It should be noted that hybrid electric propulsion requires two separate models: one for the thruster and one for the power system (step or stage 1511);

[0546] a. The thruster model combines the aerodynamic characteristics of the motor (e.g., propeller) with the size set in step (3) to calculate the power required for a specified thrust level; and

[0547] b. The thruster model, based on the dynamic system model, determines the available thrust and includes the stored energy units and the generator. The dynamic system model determines the maximum available power and, for a given power demand, the storage-to-generation ratio, the storage discharge rate, and the range extender generator fuel combustion.

[0548] 8. The lift and drag models are based on the geometry of the configuration (step 3) and performance calculations are performed in various configurations, including cruise, takeoff, landing, flap raising and lowering, landing gear raising and lowering, deployed speed braking, etc. It should be noted that electric propulsion can be used in conjunction with regenerative braking to replace conventional spoilers;

[0549] 9. Performance modeling employs physics-based models that may include numerical approximations, as well as time-stepping methods to calculate changes in time, fuel, energy, distance, and altitude for each step;

[0550] a. The performance model can be modified according to conventional models to control and track both the propulsion and power system models. This includes controlling generator on / off and tracking fuel combustion and operating time, as well as the use of stored energy; and

[0551] b. Costs can be calculated by applying a performance model to a representative flight path and applying the cost value to the integral total of the time used, fuel burned, and stored energy.

[0552] 10. Now check the performance against the design requirements; defects will require design changes and another design cycle (step or phase 1512).

[0553] The table below provides a description of certain changes to the conventional aircraft design process developed by the inventors for a hybrid electric design process, and a comparison with the conventional process.

[0554]

[0555]

[0556]

[0557]

[0558]

[0559]

[0560]

[0561] It should be noted that at least the following describes a change to the conventional aircraft design process developed by the inventors for the hybrid electric design process:

[0562] The design requirements were extended to ensure compatibility with EV technology throughout the aircraft's target lifespan by achieving the size settings for key powertrain components. This is achieved through a three-tiered range and speed configuration across a range of future EV technologies, specifying electric, hybrid, and extended cruise flight. Figure 17Examples of this approach are illustrated by the range and speed of regional operations in China and Israel, as well as the three power system technology levels representing projected performance over the next 15-20 years.

[0563] In contrast, conventional design requirements typically involve using a specific engine that will remain fixed throughout the aircraft's lifespan to achieve maximum speed and range targets.

[0564] • Wing design conditions and constraints were expanded to match the three-level range and speed;

[0565] The wing design employs weighted multi-point optimization to account for variations in range and speed across three levels within a single flight path, achieving maximum cruise efficiency at optimal mixed speeds and exhibiting excellent efficiency for climb, all-electric, and extended-range cruise speeds. Conventional wing designs typically focus on narrowly defined long-range cruise conditions.

[0566] • Takeoff performance is typically constrained by minimum wing size, and this is mitigated somewhat by the high peak power capacity from the electric propulsion motors. Peak power can be applied to the equilibrium field size setting requirements, thereby recovering most of the thrust lost after propulsion failure and significantly reducing the "engine shutdown" distance required for climb. This results in a smaller, more efficient wing during cruise under given runway requirements, which is unavailable with conventional engines, which are limited to a maximum 10% increase in peak power in emergency situations.

[0567] • Additional minimum wing size constraints unique to hybrid electric propulsion can be added to the design process (to ensure safe continuation of flight operations after the failure of any energy source), thereby reducing the power system output capacity;

[0568] • The propulsion system size setting includes thrust generation (propulsion motor) and hybrid electric power generation (stored energy and generated power), while conventional methods only set the thrust generation size;

[0569] Propulsion motors are typically sized based on single-point performance indicators, the three most common being takeoff distance, maximum climb performance, and maximum cruise speed. The motor size affects these setpoints.

[0570] • Takeoff power can be used at peak power significantly higher than maximum continuous power for a limited period of time. This allows smaller motors to meet the same takeoff requirements;

[0571] • Electric motors do not drop in thrust with increasing altitude; therefore, electric aircraft are rarely limited in power at their climb ceiling or during cruise; and

[0572] This combination of features allows for the selection of smaller motors, but this can result in a lower sustained climb rate than intended, leading to an additional size setpoint for the minimum sustained climb rate.

[0573] The size setting of the output components of a hybrid power system for stored energy and generated power cannot be performed based on point performance conditions. Instead, these are set using performance modeling of a set of mission profiles defined by three levels of range and speed requirements (including future technology levels). Size setting is determined by minimizing an objective function within constraints of system weight, volume, and the minimum power obtainable from either source under safe conditions.

[0574] • The objective function may include one or more of the following items, wherein the parameters are defined by the operator: Example objective function = fuel cost + stored energy cost + engine maintenance and reserve cost (amortized) + battery pack cost (amortized) + passenger and crew time cost + aircraft cost + emissions cost;

[0575] Electric propulsion integration separates the available propulsion power (electric motor) from the thrust-generating propulsion unit (fan, propeller). Designers determine the motor power level under assumed efficiency and then design the propulsion unit according to specifications. This functional separation is achieved by the electric motor operating efficiently regardless of size and easily integrating with propellers, rotors, ducted fans, etc. In contrast, conventional propulsion engines are integrated units that combine power generation and thrust generation, and once selected, they guide aircraft design along several feasible integration paths (e.g., commercial jets always have engines under the wings).

[0576] As an example, Figure 16 The illustrated implementation features three ducted fans for low noise and enhanced takeoff performance, with further noise reduction achieved through shielding of the fuselage and tail. Enhanced drag reduction is achieved through clean laminar airfoils, fuselage boundary layer intake, and a shorter, lighter fuselage with wake fill from the ducted fans.

[0577] The propulsion model used in performance modeling has been enhanced for hybrid electric design processes to represent propulsion power and thrust, power generation from multiple sources, system efficiency losses, non-propulsion power used, and the ability to store energy through regenerative braking. In contrast, conventional propulsion models are simpler and typically represent the engine by providing thrust and fuel combustion for the current flight conditions.

[0578] The motor model used in the system and method of this invention provides power consumption that varies with torque, rpm, and controller losses. The model also represents the motor's capacity for peak power output over a given time period.

[0579] The power generation model used in the system and method of this invention represents the characteristics of each source, as well as the losses due to transmission and conversion. For example:

[0580] • The stored energy is independent of altitude or speed and can output a wide range of power levels; however, high discharge rates are inefficient, thus reducing the total available energy, and peak power output decreases as the stored energy level decreases.

[0581] • Electricity generation consumes fuel to provide a fixed level of power; in contrast, in conventional models, power and fuel efficiency are typically highly correlated; and

[0582] • The efficiency factor is specified to account for losses in power electronics and wiring;

[0583] • The propulsion model may include the availability of regenerative braking (using the thruster to recharge the stored energy during descent), including losses from motor and controller efficiency, power transfer and conversion, and the efficiency of charging the stored energy;

[0584] The performance modeling approach has been enhanced to individually control and track power output (and power generation). Conventional performance methods control engine power and track fuel combustion. In the case of a hybrid electric propulsion system, the model controls motor power, range extender generator status (on / off / power output), stored energy power (charging or discharging), and tracks the used stored energy, fuel combustion, and range extender generator operating time (which differs from flight time). These changes to the approach are needed to analyze the performance of hybrid electric aircraft and to utilize performance modeling for power system component sizing and optimization; and

[0585] • Performance modeling methods can be further enhanced to incorporate rules for power system operation, such as “stored energy first” and “power generation shuts off during downtime”.

[0586] The range-optimized hybrid electric aircraft of this invention, designed for maximum efficiency in regional operations, can incorporate one or more of the following features, technologies, aspects, or elements to achieve a 60-80% reduction in DOC compared to conventional aircraft:

[0587] • The capacity of the energy storage unit and the output of the range extender generator are optimized for maximum efficiency within regional ranges. This results in a 60-80% lower DOC compared to conventional aircraft, achieved through energy storage units comprising 12-20% of the aircraft's maximum weight and a range extender generator operating at less than 70% of the power system's maximum continuous output. This contrasts with designs for hybrid aircraft focused on longer ranges that are less efficient or practical, and results in a <30% DOC reduction relative to conventional designs due to lower energy storage capacity and higher generator output.

[0588] • The aircraft is designed to minimize the objective function across three levels of requirements, primarily weighted towards the mixed cruise requirement (B);

[0589] ■ The objective function may include one or more of the following items, where the parameters are defined by the operator: Objective function = fuel cost + stored energy cost + engine maintenance and reserve cost (amortized) + battery pack cost (amortized) + passenger and crew time cost + aircraft cost + emissions cost;

[0590] • The previously mentioned three-tiered speed and range design requirements are used for power systems and aircraft design, examples of which are found in Figure 17 As shown in the figure. In one implementation, these levels are defined by the following:

[0591] ■ Range A: Highest efficiency (DOC 80+% lower than conventional aircraft) and optimal speed within the pure electric range.

[0592] ■ Range B: Moderate efficiency (60-70% lower DOC than conventional aircraft) and optimal speed over a longer mixed range.

[0593] ■ Range C: Good efficiency (30-60% lower DOC than conventional aircraft) and lower speed, exceeding the maximum range determined by the onboard energy and fuel storage minus the safety reserve.

[0594] As an example of the design process of this invention, the table below compares fuel combustion between a conventional turboprop engine and a range-optimized hybrid electric system for each phase of regional flight. It should be noted that for the entire flight, the hybrid fuel combustion is 72% lower than that of a turboprop engine, with reductions of nearly 90% during takeoff and climb, 67% during cruise, and 88% during descent and landing.

[0595]

[0596] The aircraft of this invention is designed for efficient operation at lower altitudes, with a target of 50-90% lower fuel consumption than conventional aircraft. As noted, regional operations typically involve a higher fraction of flight time during climb or descent and low-altitude cruise compared to conventional long-range aircraft. This places greater emphasis on operational efficiency during these phases. Therefore, the hybrid electric aircraft of this invention is designed to achieve 70-90% lower fuel consumption than conventional aircraft during climb and descent, and 50-80% lower fuel consumption than conventional aircraft when cruised at altitudes of 4,000 to 30,000 ft and speeds of 150 to 400 mph. In some embodiments, this is achieved through one or more of the following:

[0597] Electric motors provide propulsion with high efficiency, independent of altitude or speed, and consume no energy when not under load. In contrast, aircraft gas turbines suffer from 30-50% lower efficiency at lower altitudes and speeds and require very little fuel combustion even at idle.

[0598] Given the relatively low total cost compared to range extender generators, the aircraft is designed to maximize flight performance using stored energy units as much as possible. This translates to outstanding low-altitude, low-speed performance given a set of stored energy units (e.g., battery packs), providing very high conversion efficiency independent of altitude or speed. This contrasts with aircraft engines, where fuel efficiency is highly dependent on altitude and speed.

[0599] The pairing of propulsion motors with low-pressure variable-pitch propellers or ducted fans is designed to achieve high efficiency across a range of low and medium speeds typical for regional operation (e.g., 150–300 mph). Specifically, these offer significantly higher efficiency than conventional turbofans at climb or low-altitude cruise.

[0600] • The aircraft is designed to achieve very high efficiency during near-airport operations (e.g., taxiing, takeoff, approach, landing), with the goal of >90% fuel combustion reduction compared to conventional aircraft operating in these modes;

[0601] Taxiing, approach, and landing are designed to be entirely electric, thus utilizing highly efficient stored energy units. Unlike aircraft gas turbines, which require a minimum amount of fuel combustion, hybrid electric aircraft do not consume fuel during these phases because the generator is shut off.

[0602] Unlike conventional aircraft engines that need to maintain fuel combustion at idle, descent is designed to fly with zero energy when the generator is turned off;

[0603] Unlike drag-generating devices (such as spoilers in conventional aircraft), steeper descents are achieved through regenerative braking of electric propulsion, thereby recovering energy; and

[0604] • Takeoff utilizes a combination of stored energy units and generators, which converts the energy into fuel combustion that is much lower than that of conventional aircraft;

[0605] • The aircraft is designed for silent, short takeoff and landing (STOL) operations, where operating noise is reduced by 15-25 EPNdB and the runway is required to be 20-30% shorter than that of conventional aircraft, both of which have minimal impact on cruise efficiency.

[0606] The aircraft is designed to reduce noise by 15-25 EPN dB, as measured according to the specifications in CFR 14, Part 36. This is achieved through design that limits and suppresses noise generation across the three main sources of aircraft noise: power generation, thrust generation, and frame confinement.

[0607] • Significantly reduces generation noise while using an electric propulsion motor and an energy storage unit that does not generate significant noise. Simultaneously, the range extender generator is down-optimized to <70% of maximum continuous power and integrated within the frame, for example, in a noise-isolated chamber embedded in the rear fuselage;

[0608] • Thrust noise can be significantly reduced by using low-noise variable-pitch propellers (such as low-RPM, silent propellers, or variable-pitch ducted fans). Furthermore, the propellers can be integrated into the frame, for example, by using aircraft wings, fuselage, or tail surfaces to shield noise from propagation to the ground; and

[0609] • Regenerative braking is significantly reduced by using low-noise thrusters instead of conventional spoilers;

[0610] • The unique characteristics of hybrid electric propulsion systems can be utilized to optimize aircraft operation for further noise reduction:

[0611] • It can perform silent gliding, descent, and landing by relying on the energy storage unit when the generator is turned off;

[0612] • Reduce takeoff noise by using shorter roll times and steeper climb angles in noise-sensitive areas. This is achieved through the high peak power capability of the electric propulsion motors and by using low-noise ducted fans for high static thrust; and

[0613] • Reduce approach and landing noise by using regenerative braking through variable-pitch electric thrusters for steep, controlled descents;

[0614] The aircraft and associated flight operations are designed for runways 20-30% shorter than those for conventional aircraft, achieved by utilizing the characteristics of a hybrid electric propulsion system without typical performance losses. Similar STOL performance in conventional aircraft would require larger wings and engines, resulting in reduced efficiency and payload.

[0615] • The design achieves a thrust boost during takeoff by utilizing the peak output capability of the electric propulsion motor, thereby enabling STOL operations without up-adapting the motor (e.g., a 20% boost of continuous output for 2-4 minutes during takeoff and initial climb).

[0616] The design achieves a shorter equilibrium field without requiring a larger wing or engine. The "equilibrium field" calculates the maximum runway required after an engine failure during takeoff and the distance required to stop on the runway or continue takeoff using the remaining engines until reaching the obstacle clearance height (FAA standard 35 or 50 ft). The equilibrium field (and therefore the required runway) is dominated by the rate of climb using the remaining engines; as part of the innovative system, the climb distance after failure is significantly reduced by boosting the remaining thrust to up to 200% in the event of partial or complete failure, and the stopping distance is reduced by rapidly reducing thrust to zero or negative (reverse thrust). Failure detection and the thrust boost used for compensation are automatically managed by the Power System Optimization and Control System (POCS) of this invention. Similar thrust over-boost systems in conventional aircraft are limited to <10% boost, while stopping distance is hampered by deceleration time and residual thrust on the remaining engines.

[0617] ■ In the event of partial or complete failure of the thrusters (e.g., due to bird strikes or loss of one or more thruster motors in flight), the POCS boosts the power of the remaining thrusters to compensate for the limited duration, thereby extending the reaction time window for the pilot to take corrective actions and safely land at a nearby airport or landing area.

[0618] Unlike the limited boost capability of conventional aircraft engines, electric propulsion motors can boost up to 200% of continuous power for a finite period of time, typically determined by the system's thermal limits; and

[0619] ■ The variable-pitch thruster connected to the electric motor enables the thrust to be reduced to zero very quickly, thus translating to a shorter stopping distance compared to aircraft gas turbines that take into account deceleration time and thrust residual effects.

[0620] As mentioned herein, the aircraft and design process of this invention are designed to provide forward compatibility across airframes, power systems, and propulsion systems. This is achieved by incorporating several fundamental principles or design guidelines:

[0621] The aircraft is designed to accommodate future EV technology upgrades throughout its lifespan, including improved flight performance achieved through these upgrades. Given the rapid development of EV technology, this feature ensures the aircraft remains competitive over time as technologies (e.g., batteries, supercapacitors, electric motors, internal combustion engines, fuel cells, etc.) improve. Furthermore, this feature allows the aircraft to smoothly transition from hybrid-electric to fully electric once energy storage technology advances to the point where range extenders are no longer necessary. The ability to upgrade components of the hybrid-electric powertrain for incremental performance improvements is unique to this invention's hybrid-electric aircraft and contrasts with conventional aircraft featuring a primary integral engine.

[0622] To ensure forward compatibility, the hybrid electric aircraft of this invention is designed at multiple points (whereby the power system is sized for the indicated speed and three-level range requirements (A), (B), and (C),) but based on technologies available at the time of aircraft launch and predicted to be available throughout its target lifespan (including some potential design transitions from hybrid electric to all-electric). This leads to predictions for the airborne power system and, consequently, the determination of performance characteristics over time, such as speed, electric and hybrid range, and operating costs (with technological advancements leading to increased expectations for electric range and decreased operating costs).

[0623] The aircraft is designed for multiple discrete power systems, reflecting predicted upgrades in EV technology within the target design. These could include energy storage densities ranging from 300 to 1,200 Wh / kg, motor power densities from 4.5 to 10 kW / kg, and internal combustion engine power densities from 1 to 5 kW / kg. The aircraft design cycle is repeated for each discrete power system by adjusting the three-tiered range and speed requirements for progressively improved EV technology.

[0624] In the examples shown in the table below, each row represents a discrete propulsion system based on EV technology available at some future point in time. For each discrete propulsion system, the speed and range design requirements (A), (B), and (C) can be determined by minimizing an objective function (e.g., (DOC+I+COT)). These individual requirements define the life envelope at the design point, which includes the speed, range, and altitude that the aircraft must be designed to achieve over its target life.

[0625]

[0626] • The airframe and propulsion systems are designed to operate efficiently across this lifespan flight envelope as energy storage technologies improve, which typically translates to faster and higher flight over time (e.g., Figure 17 (as shown); and

[0627] One outcome of the design process described in this paper is the recognition that forward compatibility typically limits the weight of rechargeable energy storage units to 12-20% of the aircraft weight, resulting in roughly consistent payload capacity as EV technology improves. A higher weight fraction would result in a larger and heavier aircraft in the initial years compared to those with similar payloads, where the payload increases over time; while a lower fraction leads to suboptimal efficiency given the much higher utilization rate of the range extender generator.

[0628] As described, in some embodiments, the hybrid electric aircraft of the present invention is designed to integrate with a modular hybrid electric power system, which includes features designed to ensure adaptability to a range of EV technologies through relatively simple replacement of compatible modules (such as rechargeable energy storage units, range extenders, and electric motors). This is achieved by designing the rack with compartments accommodating a range of current and anticipated modules, as well as access points for module replacement. Compatible modules are modules designed to operate alongside the power system platform and supported by the aircraft's design. These may include standard and extended energy storage units, high and low power range extenders, and alternative energy storage technologies. Such features may include:

[0629] • Multiple compartments designed to house standard or extended rechargeable energy storage units. Not all compartments are usable on any particular flight, and some may be multi-purpose spaces (e.g., generators, storage units, fuel tanks, or cargo). Each compartment provides the structure, wiring, and access points to allow for the rapid installation or removal of the storage unit. These may include the following (some of which are in…) Figure 5 The combination shown in the image:

[0630] • Inside the wing; standard and extended;

[0631] • On the outside of the wing, inside the aerodynamic pod;

[0632] • Located in the middle fuselage, below the main passenger cabin; and

[0633] • In the rear fuselage, in addition to or replacing generators or cargo;

[0634] Modular energy storage compartments can be directly integrated into the main aircraft structure, such as wing spar boxes, allowing the modules to serve the dual purpose of housing energy storage devices and serving as the main load path. The presence of energy storage units within the modules can further enhance the strength of the main structure, resulting in improved structural efficiency and reduced weight.

[0635] • Energy storage units or other systems requiring cooling can utilize the aircraft skin for heat dissipation. This cooling can occur through passive contact or be enhanced by circulating coolant between the heat source and heat dissipation coils in contact with the skin.

[0636] • The range extender generator can be integrated into a modular compartment designed to accommodate generator replacements, generator upgrades and removal, and to replace or supplement the generator by housing an energy storage unit. This is achieved by defining the compartment size, providing access points, structural support, and supporting infrastructure (e.g., fuel lines, cooling, wiring, etc.). The generator compartment can be located in one or more of the following locations:

[0637] • The fuselage compartment at the rear of the main passenger cabin;

[0638] • A pod installed in the wing; or

[0639] • Unstructured fairing; and

[0640] The thruster is designed to be upgraded to a more efficient or higher-powered motor, which may include a new fan. Unlike conventional engines, this is achieved with minimal (re)design.

[0641] It should be noted that aircraft variants with performance tailored for different markets can be readily achieved through the modularity of hybrid electric propulsion systems. The separation of thrust generation (via electric thrusters) and power generation (via hybrid electric propulsion systems) allows for the development of aircraft variants with a wide range of performance characteristics by customizing the propulsion system modules for applications where thruster variations are relevant in certain situations. This enables the development of aircraft with a wide range of performance, speed, range, and operating costs based on the selection of propulsion system modules and thrusters. Given the limited impact on aircraft handling and maximum weight, the required (re)design and certification are modest. This contrasts with conventional aircraft where variants require significant design and certification rework. In some implementations, aircraft variant development can occur through the following process:

[0642] • Hybrid-electric aircraft variants can be developed by modifying a baseline aircraft using a compressed aircraft design process, focusing on access, internal layout, pressurization, cockpit, and performance. In this case, the variant can be designed using the following steps / stages:

[0643] ○Limited internal configuration and payload requirements;

[0644] ○Limited cockpit configuration, such as manned systems with measures for future unmanned operation. Supports the following types of aircraft controls:

[0645] ○ Fully driven;

[0646] ○ Pilots with remote backup - Main control is performed by one or more pilots on board the aircraft, and is equipped for auxiliary control by a remote pilot;

[0647] ○ Remote piloting - Equipped for primary control by a remote pilot, with or without onboard assistance; or

[0648] ○ Fully autonomous – Equipped for primary flight without human control, and can be equipped for assisted control by a remote or onboard pilot; and

[0649] • Specify the performance requirements for target market range and operating conditions (such as the three-tiered (A), (B), and (C) range / design requirements described herein), including differences from the technology level; and use mission analysis of the aerodynamics and propulsion of a benchmark aircraft to optimize the power system to meet these requirements.

[0650] The following are examples of aircraft variants that can be designed and implemented using the described methods:

[0651] Example 1: Business Variation

[0652] ○ The passenger cabin is configured for economy class seating and baggage allocation to meet the standards of business class airlines. This includes baggage space both inside the passenger cabin and in the cargo hold.

[0653] ○ Control system, which is configured for a minimum of a single pilot, with a remote pilot as a backup, and has an option for a second pilot (if needed) or trainee;

[0654] ○ The maximum range is the point at which passengers will switch to business jet travel due to greater time and cost efficiency. Occasional range extensions;

[0655] The marketing department, which is highly sensitive to (DOC+I) and less sensitive to COT, is therefore matched with lower-cost range extender generators (e.g., TDI) aligned with slower design speeds. This includes boosting at lower altitudes, except for variants used on very short segments (<200 miles); and...

[0656] ○ Figure 17 The sampling rate, range, and resulting power system configuration shown represent this type of aircraft.

[0657] Example 2: Business Variation

[0658] ○ The passenger cabin is configured to accommodate business class seating and baggage allocation exceeding the standards of business class airlines. This includes baggage space both inside the passenger cabin and in the cargo hold.

[0659] ○ Control system, which is configured for a minimum of a single pilot, with a remote pilot as a backup, and has an option for a second pilot (if needed) or trainee;

[0660] ○ Use range extenders more frequently on more unpredictable routes;

[0661] ○ Highly sensitive to COT, less sensitive to (DOC+I); variants can be matched with higher-power range extender generators (e.g., aircraft gas turbines) with higher design speeds and altitude alignment for extended-range cruise; boosting to intermediate altitudes; and

[0662] Example 3: Cargo Transformation

[0663] ○ No pressurization, or cabin furnishings;

[0664] ○ Control system, which is configured for pilot-selective flight and remotely controlled by a pilot in unmanned segments;

[0665] ○Speed ​​and range, which are specified to target the right position between ground transport and commercial aircraft, typically 200-700 miles, at a mid-range speed;

[0666] The marketing department, which is highly sensitive to (DOC+I) and less sensitive to COT, should therefore be matched with lower-cost range extenders (e.g., TDI) aligned with slower design speeds, unless required for longer ranges.

[0667] As described herein, the aircraft of this invention is designed to achieve safety and fault tolerance exceeding stringent aviation requirements (FAA and EASA) through a power system built for flexible degradation. This includes the ability to tolerate failures of power sources (energy storage units, generators), motors (propulsion, generators), converters (inverters, rectifiers, DC-DC converters), power distribution units (buses, wiring), and controls (sensors, communication devices), as well as the safety of the system in cases of moderate to severe impact.

[0668] The aircraft and power system operation of this invention is designed to achieve optimal efficiency over regional ranges; this is partly due to the flight path optimization process implemented by FPOP and the power system operation for achieving optimal efficiency, and may also include energy recovery through regenerative braking and center of gravity adjustment through stored energy positioning for drag reduction. These aspects are further described below:

[0669] The hybrid electric aircraft's unique flight path optimization capabilities, including efficient flight at low altitudes and primary utilization of stored energy, improve flight efficiency. This optimization is achieved through the Flight Path Optimization Platform (FPOP) described in this paper. This contrasts with conventional flight path optimization, where efficiency is strongly correlated with altitude, and there are virtually no opportunities to modify the flight path except to fly as high as possible.

[0670] Within the optimized flight path, the propulsion system is operated to achieve optimal efficiency, as described in this paper;

[0671] The power system is designed to recover energy through regenerative braking of the thrusters, as described herein. Conventional aircraft cannot recover energy from drag-generating devices (such as spoilers); and

[0672] The energy stored in the fuselage can be used to adjust the aircraft's center of gravity (CG) to simplify the load and reduce drag in cruise mode. The aircraft's payload weight should be distributed such that the CG is close to the center of lift within an established envelope, and within this envelope, drag is reduced by moving the CG rearward. The ability to adjust the CG position relatively quickly allows for operator efficiency gains by accelerating the loading process and reducing drag.

[0673] ○ CG movement utilizing the stored energy units can be achieved by providing a series of compartments along the fuselage and selectively utilizing only the forward and aft positions. Another implementation involves energy storage units mounted on a track that allows for forward and aft translation upon command by the pilot or flight control system.

[0674] Conventional aircraft may have some ability to move CG by selectively utilizing different tanks in the fuel system, but once the fuel is burned up in flight, the benefits are reduced and usually lost.

[0675] The table below includes some parameters of examples of hybrid electric aircraft designed based on the principles and processes described in this article. Figure 16 The four views illustrate a conceptual 40-seat regional hybrid electric aircraft designed using the HEV aircraft design process of this invention. The overall size and weight are similar to a conventional ATR-42-500 (48 seats, twin turboprop engines). Considering energy requirements, the aircraft design is based on battery energy densities ranging from 600Wh / kg to 900Wh / kg. These enable an electric range of 170-280nm, a hybrid range of 425-500+nm, a minimum cruising speed of 380KTAS, and a cruising altitude between 18,000 and 25,000 ft.

[0676] It should be noted that Figure 16 The aircraft shown is depicted as a possible configuration for an aircraft that meets the stated general requirements. In this example, three integrated electric ducted fan propulsion units are used to provide thrust, and drag is reduced by boundary layer intake and tail flow loss recovery in their location on the rear fuselage. A pod at the bottom of the vertical tail houses the gas turbine generator; when the generator is not operating, the inlet and exhaust are streamlined to reduce drag. The subcritical cruise Mach number allows for the use of a lightweight straight wing, and the propulsion unit's positioning on the tail allows for a shorter, lighter landing gear. Noise reduction is achieved through silent ducted fans, which further reduce fan tone noise due to their mounting above the fuselage and between the tail fins, thus blocking most of the fan tone noise. The weight, size, and performance of the designed aircraft are as follows, including improvements enabled by future higher energy density batteries.

[0677]

[0678]

[0679] The table indicates several unique aspects of the hybrid electric design. Fuel combustion and fuel capacity are less than half that of a conventional equivalent. Cruise performance is given for two levels of stored energy: 600 Wh / kg and 900 Wh / kg; this level of improvement is expected over the aircraft's 4-8 year operational life, depending on advancements in energy storage technology. Finally, the maximum cruise speed is significantly higher than anticipated, with the propulsion motors maintaining full power at high altitudes.

[0680] As mentioned, Figure 17 This is a graph illustrating the efficiency of a given aircraft and propulsion configuration as a function of flight altitude and required power. The curves show how an energy-limited (rather than power-limited) aircraft will be able to cruise at consistently higher speeds and altitudes as energy limitations increase. The envelope extends from an initial cruise speed of approximately 200 KTAS with an initial energy storage density of approximately 350 Wh / kg, increasing to over 260 KTAS as the storage density increases to 900 Wh / kg—a 2.6-fold change expected over approximately 10 years, considering the rate of improvement in current energy storage technologies. As part of this innovation, it should be recognized that this performance improvement will only be achievable by the operator if higher speeds and altitudes are included as design points from the outset of the design process (rather than being limited to initial performance, as would be accomplished using conventional propulsion).

[0681] Figure 18 This is a diagram illustrating several regional areas and associated airports or landing zones that can be used as part of an implementation of the regional air transport system of the present invention. As shown, each regional area (e.g., “Pacific Northwest,” “Pacific Southwest,” etc.) may include multiple landing zones and / or formalized airports (as indicated by points within the area). It should be noted that each regional area may include dozens to hundreds of potential airports or takeoff / landing points for the aircraft of the present invention, and may include regional hubs or other forms of centralized locations. The control aspects of the regional air traffic system may be located at one of several data centers or scheduling / flight monitoring facilities. Such facilities may operate individually and / or jointly to schedule flights at multiple airports, generate flight plans / routes and corresponding instructions for one or more aircraft, communicate such instructions to one or more aircraft, and monitor the flight of one or more aircraft and their flight data.

[0682] The hybrid electric air transport system of this invention offers significantly shorter door-to-door travel times and lower total cost per mile compared to alternative regional travel modes (such as highways, rail or high-speed rail, or conventional air transport). Further beneficial features of the system are achieved by using noiseless range-optimized hybrid electric aircraft to conveniently and frequently fly "short distances" to a large number of regional airports near communities and population centers.

[0683] • Availability of on-site energy generation and storage facilities at airports. Many airports can be equipped with on-site energy generation and storage facilities to minimize electricity costs. On-site generation (e.g., solar, wind, etc.) can be used to recharge aircraft batteries and power the airport, thereby delivering excess power to on-site storage facilities or the grid. On-site energy storage facilities will enable the optimal purchase of electricity from the grid (e.g., at off-peak rates) and the storage of generated electricity on-site for subsequent use. Returned aircraft batteries can be used for on-site storage up to the later stages before disposal; and

[0684] • A variety of cost-effective last-mile ground travel options from origin to destination at airports. Regional airports can offer passengers a wider range of ground travel options compared to what is currently offered at non-hub airports. Several strong current trends will encourage this: electric and autonomous vehicles (e.g., Tesla, Google, Uber, Apple), ride-sharing (e.g., Lyft, Uber, Sidecar, RelayRides), and partial car rentals (ZipCar, Hertz-on-demand). Some regional airports are already connected to local public transportation; in the next 5-10 years, electric and autonomous vehicles will enable even more airports to offer affordable connections to public transportation. This will be complemented by a variety of personal car and taxi alternatives enabled by the above trends, such as autonomous carpooling, partial rentals, and various forms of ride-sharing.

[0685] According to one embodiment of the invention, systems, apparatus, methods, elements, processes, functions, and / or operations for implementing the aircraft, transportation system, and aircraft control system or transportation system control system of the invention can be implemented wholly or partially in the form of a set of instructions executed by one or more programmable computer processors, such as a central processing unit (CPU) or a microprocessor. Such processors can be incorporated into devices, servers, clients, or other computing or data processing devices that are operated by or communicate with other components of the system. As an example, Figure 19 It is a diagram illustrating elements or components that may exist in a computer device or system 1900 configured to implement a method, process, function or operation according to an embodiment of the invention. Figure 19 The subsystems shown are interconnected via system bus 1902 (or similar). Figure 4 and Figure 5 (One or more subsystems shown). Additional subsystems include a printer 1904, a keyboard 1906, a disk 1908, and a monitor 1910 connected to a display adapter 1912. Peripheral devices and input / output (I / O) devices connected to the I / O controller 1914 can be connected to the computer system via any number of devices known in the art (e.g., serial port 1916). For example, serial port 1916 or external interface 1918 can be used to connect the computer device 1900 to other devices and / or systems, including a wide area network such as the Internet, a mouse input device, and / or a scanner. Interconnection via system bus 1902 allows one or more processors 1920 to communicate with each subsystem and control the execution of instructions that can be stored in system memory 1922 and / or disk 1908, as well as the exchange of information between subsystems. System memory 1922 and / or disk 1908 may be embodied in a tangible computer-readable medium.

[0686] It should be noted that the following variables, parameters and units are understood as being used to describe the implementation scheme of the regional air traffic system of the present invention.

[0687]

[0688]

[0689]

[0690] It should be understood that the present invention described above can be implemented as control logic using computer software in a modular or integrated manner. Based on this disclosure and the teachings provided herein, those skilled in the art will recognize and understand other ways and / or methods of implementing the present invention using hardware and combinations of hardware and software.

[0691] Any of the software components, processes, or functions described in this application can be implemented as software code that will be executed by a processor using any suitable computer language (such as Java, JavaScript, C++, or Perl) and using, for example, conventional or object-oriented techniques. The software code may be stored as a series of instructions or commands on a computer-readable medium, such as random access memory (RAM), read-only memory (ROM), magnetic media (such as hard disk drives or floppy disks), or optical media (such as CD-ROMs). Any such computer-readable medium may reside on or within a single computing device and may exist on or within different computing devices within a system or network.

[0692] All references cited herein (including publications, patent applications and patents) are incorporated herein by reference to the extent that each reference is individually and specifically indicated as incorporated herein by reference and / or stated in its entirety herein.

[0693] The use of the terms “a (an)” and “the” and similar references in the specification and the following claims should be interpreted to cover both the singular and the plural, unless otherwise indicated herein or obviously contradicted by the context. Unless otherwise indicated, the terms “having,” “comprising,” “containing,” and similar references in the specification and the appended claims should be interpreted as open-ended terms (e.g., meaning “including but not limited to”). Unless otherwise indicated herein, the enumeration of value ranges herein is merely intended as a shorthand method for individually representing each individual value inclusively falling within the range, and each individual value is incorporated into this specification as if separately stated herein. All methods described herein may be performed in any suitable order, unless otherwise indicated herein or obviously contradicted by the context. The use of any and all instances or exemplary language (e.g., “such as”) provided herein is intended only to better illustrate embodiments of the invention and, unless otherwise required, does not limit the scope of the invention. The language in the specification should not be construed as indicating that any unclaimed element is essential to every embodiment of the invention.

[0694] Different arrangements of components described in the accompanying drawings or above, as well as components and steps not shown or described, are possible. Similarly, some features and sub-combinations are useful and can be used without reference to other features and sub-combinations. Embodiments of the invention have been described for illustrative and non-limiting purposes, and alternative embodiments will become apparent to the reader of this patent. Therefore, the invention is not limited to the embodiments described above or in the accompanying drawings, and various embodiments and modifications may be made without departing from the scope of the following claims.

Claims

1. A hybrid electric power source aircraft, comprising: An energy source, comprising a source of stored electrical energy and a source of generated energy supplied by a generator; A power system operable to receive energy from the energy source as input and, in response, to operate one or more electric motors; One or more thrusters, wherein each thruster is coupled to at least one of the one or more electric motors; An electronic processor programmed with a first set of instructions, which, when executed, provide one or more functions or processes for managing the operation of the aircraft, wherein these functions or processes include functions or processes for: Determine the current status of the amount of stored electrical energy and generator fuel available to the aircraft; Determine the amount of stored electrical energy and generator fuel required to enable the aircraft to reach its intended destination; Determine the amount of energy that can be produced from the energy source currently available to the aircraft; Determine the optimal way to extract energy from the source of stored electrical energy and the source of generated energy; as well as In the event of component failure or malfunction of the power system, determine the reconfiguration of the power system and a revised control strategy for continued flight; An electronic processor programmed with a second set of instructions, which, when executed, provide one or more functions or processes for planning flight for the aircraft, wherein these functions or processes include functions or processes for: Access data on the total amount of stored electrical energy and generator fuel currently available for the aircraft; Determining whether the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient to enable the aircraft to reach its intended destination includes considering a first aircraft operating mode that exclusively uses the stored energy and a second aircraft operating mode that considers a combination of using the stored electrical energy and the generated energy. If the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then a route to the intended destination is planned. If the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then a plan is made on how to optimally extract energy from the sources of stored electrical energy and generated energy along the planned route to the intended destination. If the amount of stored electrical energy and generator fuel currently available to the aircraft is insufficient to enable the aircraft to reach its intended destination, then a planned route to an intermediate destination is proposed, wherein the planned route to the intermediate destination further includes: Identify one or more potential energy and / or fuel providers; Determine whether the available stored electrical energy and generator fuel are sufficient to reach at least one of the providers; Generate a route to the at least one provider; and The plan outlines how to optimally extract energy along the stated route; and One or more communication elements operable to enable the transmission of data from the aircraft to a remote data processing platform or operator, and operable to receive data from the remote data processing platform or operator for exchanging data regarding route plans or one or more of recharging and refueling sources.

2. The aircraft of claim 1, wherein the one or more propulsion units are fans located within a duct or shield.

3. The aircraft of claim 1, wherein the source of the generated energy is a generator operated to convert a fuel source into energy.

4. The aircraft of claim 2, wherein the aircraft further comprises components and processes that enable the one or more thrusters to be configured for use in short takeoff and landing (STOVL) mode.

5. The aircraft of claim 1, wherein the remote data processing platform is associated with the aircraft's recharging and / or refueling platform.

6. The aircraft of claim 5, wherein the recharging and / or refueling platform of the aircraft further comprises: A database that stores information about providers of recharging and / or refueling services; as well as Recharge and / or refueling service dispatcher.

7. The aircraft of claim 1, further comprising an element operable to recharge the source of the stored electrical energy during braking.

8. The aircraft of claim 1, wherein the power system includes a plurality of components and circuits that enable the power system to be reconfigured for a safe and cost-effective response to failure or operational anomalies.

9. The aircraft of claim 1, wherein parameters of one or more operational aspects of the power system are correlated with power output, and further, wherein the correlation is weaker than that of a power system using a fuel combustion-based energy source.

10. The aircraft of claim 1, wherein the power system is operable to support one or more of a source of stored electrical energy and a source of generated energy, wherein each source may have a variable power output, provided that the power output of the power system is sufficient for flight.

11. The aircraft of claim 1, further comprising an element capable of depleting the source of the stored electrical energy by maintaining a safety reserve of fuel as a source for the generated energy.

12. An air transport system comprising: Multiple hybrid electric aircraft, each of which also includes An energy source, which includes a source of stored electrical energy and a source of generated energy; A power system operable to receive energy from the energy source as input and, in response, to operate one or more electric motors; One or more thrusters, wherein each thruster is coupled to at least one of the one or more electric motors; An electronic processor programmed with a first set of instructions, which, when executed, provide one or more functions or processes for managing the operation of the aircraft, wherein these functions or processes include functions or processes for: Determine the current status of the amount of stored electrical energy and generator fuel available to the aircraft; Determine the amount of stored electrical energy and generator fuel required to enable the aircraft to reach its intended destination; Determine the amount of energy that can be produced from the energy source currently available to the aircraft; Determine the optimal way to extract energy from the source of stored electrical energy and the source of generated energy; as well as In the event of component failure or malfunction of the power system, determine the reconfiguration of the power system and a revised control strategy for continued flight; An electronic processor programmed with a second set of instructions, which, when executed, provide one or more functions or processes for planning flight for the aircraft, wherein these functions or processes include functions or processes for: Access data on the total amount of stored electrical energy and generator fuel currently available for the aircraft; Determining whether the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient to enable the aircraft to reach its intended destination includes considering a first aircraft operating mode that exclusively uses the stored energy and a second aircraft operating mode that considers a combination of using the stored electrical energy and the generated energy. If the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then a route to the intended destination is planned. If the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then a plan is devised on how to optimally extract energy from the sources of stored electrical energy and generated energy along the planned route to the intended destination; and If the amount of stored electrical energy and generator fuel currently available to the aircraft is insufficient to enable the aircraft to reach its intended destination, then a planned route to an intermediate destination is proposed, wherein the planned route to the intermediate destination further includes: Identify one or more potential energy and / or fuel providers; Determine whether the available stored energy and generator fuel are sufficient to reach at least one of the providers; Generate a route to the at least one provider; and The plan outlines how to optimally extract energy along the stated route; and One or more communication elements operable to enable the transmission of data from the aircraft to a remote data processing platform or operator, and operable to receive data from the remote data processing platform or operator for exchanging data about one or more of the route plan or recharging and refueling sources. Multiple aircraft takeoff or landing points, each including a recharging and refueling platform operable to recharge a source of stored electrical energy and to fuel a source of generated energy; and A data processing system or platform, wherein the data processing system or platform is operable to provide route planning data to one or more of the plurality of hybrid electric aircraft.

13. The air transport system of claim 12, wherein the one or more propulsion units of the hybrid electric aircraft are fans located within a duct or shield.

14. The air transport system of claim 12, wherein the source of the generated energy is a generator operated to convert a fuel source into electrical energy.

15. The air transport system of claim 12, wherein one or more of the plurality of hybrid electric aircraft further includes components and processes that enable the one or more propulsion units to be configured for use in short takeoff and landing (STOVL) mode.

16. The air transport system of claim 12, wherein at least one of the recharging and / or refueling platforms further comprises: A database that stores information about providers of recharging and / or refueling services; as well as Recharge and / or refueling service dispatcher.

17. The air transport system of claim 12, wherein one or more of the aircraft further includes an element operable to recharge the source of the stored electrical energy during braking.

18. The air transport system of claim 12, wherein parameters of one or more operational aspects of the power system of one or more of the plurality of hybrid electric aircraft are correlated with power output, and further, wherein the correlation is weaker than that of a power system using a fuel combustion-based energy source.

19. A non-transitory computer-readable medium having a set of instructions thereon, wherein the set of instructions, when executed by a programmable electronic processing element, causes a device comprising the electronic processing element to: Determine the current status of the amount of stored electrical energy and generator fuel available for use in the hybrid electric aircraft; Determine the amount of stored electrical energy and generator fuel required to enable the hybrid electric aircraft to reach its intended destination; and Determine the amount of energy that can be generated from the energy sources currently available for the hybrid electric aircraft; Determine the optimal way to extract energy from the source of stored electrical energy and the source of generated energy; and In the event of component failure or malfunction of the power system, determine the reconfiguration of the power system and the revised control strategy for continued flight.

20. The non-transitory computer-readable medium of claim 19, wherein the set of instructions further comprises instructions causing the device including the electronic processing element to perform the following: Access data on the total amount of electrical energy and generator fuel currently available for hybrid electric aircraft; Determining whether the amount of stored electrical energy and generator fuel currently available to the hybrid electric aircraft is sufficient to enable the hybrid electric aircraft to reach its intended destination, wherein this includes considering a first aircraft operating mode that exclusively uses the stored energy and a second aircraft operating mode that considers a combination of using the stored electrical energy and the generated energy. If the amount of stored electrical energy and generator fuel currently available to the hybrid electric aircraft is sufficient to enable the hybrid electric aircraft to reach its intended destination, then a route to the intended destination is planned. If the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then a plan is devised on how to optimally extract energy from the sources of stored electrical energy and generated energy along the planned route to the intended destination; and If the amount of stored electrical energy and generator fuel currently available to the hybrid electric aircraft is insufficient to enable it to reach its intended destination, then a planned route to an intermediate destination is proposed, wherein the planned route to the intermediate destination further includes: Identify one or more potential energy and / or fuel providers; Determine whether the available stored energy and generator fuel are sufficient to reach at least one of the providers; Generate a route to the at least one of the providers; as well as The plan is to optimally extract energy along the stated route.

21. The non-transitory computer-readable medium of claim 20, wherein the set of instructions further includes instructions causing the device comprising the electronic processing element to plan the route to the intermediate destination by considering one or more of the following: Pilots, aircraft owners, or aircraft operators who have opened accounts with designated recharge and / or refueling service providers. The availability and price of recharging services at designated recharging and / or refueling service providers; and Refueling services are available from designated recharging and / or refueling service providers.

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