Electric jet engine system with multiple rotors and stators for aircraft

Abstract

The invention relates to an electric jet engine system using axial flux and / or radial flux stator and direct drive technology for aircraft. While there are stators on the outside of this system, there is a rotor without an axis shaft on the inside. The rotor and the blades attached to it together form the propeller. The rotors integrated with the propeller rotate on the aerodynamic bearing surface supported by the magnetic bearing without contacting the stators. The air entering this jet engine system from the front creates a high jet thrust backwards and exits the exhaust, thus creating high propulsion power. In addition, the electric jet engine system has the feature of being placed parallel or perpendicular to the fuselage of the aircraft or with adjustable movement for variable angles.

Description

[0001] ELECTRIC JET ENGINE SYSTEM WITH MULTIPLE ROTORS AND STATORS FOR AIRCRAFT

[0002] TECHNICAL AREA

[0003] The invention relates to an electric jet engine system using axial flux and / or radial flux stator and direct drive technology for aircraft. While there are stators on the outside of this system, there is a rotor without an axis shaft on the inside. The rotor and the blades attached to it together form the propeller. The rotors integrated with the propeller rotate on the aerodynamic bearing surface supported by the magnetic bearing without contacting the stators. The air entering this jet engine system from the front creates a high jet thrust backwards and exits the exhaust, thus creating high propulsion power. In addition, the electric jet engine system has the feature of being placed parallel or perpendicular to the fuselage of the aircraft or with adjustable movement for variable angles.

[0004] PRIOR ART

[0005] The depletion of oil reserves and the negative effects of carbon dioxide on human health have increased the interest in alternative clean energy sources all over the world. Especially in the aviation sector, the use of electricity, which is a quieter, cleaner and more efficient fuel, has started to increase rapidly. Although the storage of energy seems to be an important problem here, there have been and are taking place in this area in recent years. Batteries such as supercapacitors or ultracapacitors have been widely used. Thus, battery technologies that store electricity at the level of megawatts are rapidly becoming widespread in the world.

[0006] However, lighter batteries are needed for electric aircraft jet engines. With the introduction of these batteries, cheaper and cleaner fuel, quieter and more environmentally friendly transportation will be realized. In addition, the presence of superconductivity for electric motors will be a very important alternative. Because, thanks to this technology, the power of electric motors will increase, their efficiency will increase and energy consumption will decrease due to the absence of heat losses, and accordingly their range will increase.

[0007] Some problems were encountered during the R&D studies of the aircraft jet engine, which we have previously applied for and proposed in our patent dated 13.06.2014 and numbered TR 201406920, which is one of the most detailed studies within the scope of the technique known in the field.

[0008] If we list them as items;

[0009] • For magnetic bearings, laminations prepared from silicon sheets are required. These laminations cause serious weight gain. Weight gain is an important problem and aircraft engines should be as light as possible.

[0010] • Coils made of copper wires required for magnetic bearings further increase the weight of the motor.

[0011] • A large number of distance sensors to be used for magnetic bearings break down very easily, and if even one fails, the system collapses. It is never acceptable for a vital aircraft engine to cause bearing problems while in the air.

[0012] • As long as the magnetic bearing is active, there is an uninterrupted energy consumption, which shortens the battery life of the aircraft and thus the range of the aircraft.

[0013] • Supporting the magnetic bearing with "safety bearings" also created serious problems.

[0014] • Conventional bearing systems, such as ball bearings, do not always provide the "very high speeds" required in jet engines. The main reason for this is the mechanical contact between the balls and the bearings. Mechanical contact means rapid wear and excessive heat generation at high speeds. In addition, pollution, vibration and noise pollution caused by lubrication are an inevitable result.

[0015] BRIEF DESCRIPTION OF THE INVENTION

[0016] The invention; It is an electric aircraft jet propulsion system for aircraft, which includes at least one axial flux and at least one radial flux stator, and there is no axis shaft in the propeller blades, the propeller blades integrated with the rotor rotate in the magnetic field formed directly in the stator and on the aerodynamic bearing. The invention is an AC (alternating current) or DC (direct current), synchronous, permanent magnet or magnet less asynchronous fan motor used for propulsion in aircraft and works according to the basic logic of a brushless electric motor. Electric motors are optimized according to the determined optimum rotational speed. Generally, at this optimum value, the efficiency of the electric motor is highest, but at speeds below and above the optimum rotational speed, the efficiency starts to decrease. The fact that the invention contains a stator with more than one coil prevents this decrease in efficiency. Each stator alone or more than one stator in different combinations operates the rotor or rotors at the highest efficiency with different rotational speeds. Thus, when the aircraft goes fast and goes slow, different stators containing coils are activated or deactivated by the software or their power is changed. Therefore, no matter what speed the aircraft flies, the efficiency is kept at the maximum point with optimum jet thrust thanks to the smart software. If the pilot wants to keep the speed of the vehicle at the maximum level, the smart software also keeps the speed at the maximum point by providing optimum jet thrust. Smart software: It contains a microprocessor that processes the data it receives from sensors such as pressure, velocity, current, voltage, temperature and balance sensors through algorithms it contains.

[0017] The motor of the invention contains at least one axial and / or radial stator. The stator or stators it contains are optimized to operate at maximum efficiency at different speeds. As it is known, aircraft adjust their speed by changing them in a wide range depending on variable factors such as wind direction and strength, and the weight they carry while taking off, landing or cruising in the air. This adjustment is usually done by changing the rotational speed of their motors. However, while optimizing electric motors, they work very efficiently at the optimum speed (eg 98%), while their efficiency drops below or above 5000 rpm (eg 75%). To avoid this efficiency reduction, the invention includes different stators with different coils. These stators or coils are optimized for the wide range of rotational speeds required by the aircraft. Thus, even if the speed increases or decreases, the jet engine that is the subject of the invention keeps the efficiency at the maximum value by changing only the stator or coils it uses actively. By means of microprocessor, these stators or coils are activated at high efficiency and at the required power. For example, while the aircraft is flying at high altitude, a single stator is pushed to provide low rotational speeds, while other stators are activated (activated) via the microprocessor for the desired high rotational speed at the time of take-off from the first runway. The microprocessor processes the data it receives from the pressure sensors with the relevant algorithms, activating and deactivating the relevant stators to keep the efficiency at the maximum. Thus, the batteries are used with the highest efficiency for all speed ranges.

[0018] The advantages of our invention are given below:

[0019] 1 . A diffuser is placed between each rotor / stator in addition to a constrictive and expandable exhaust apparatus. Thus, the efficiency of the jet stream in the outlet section of the air is increased.

[0020] 2. By using many stators and / or coils, the system efficiency or speed is kept at maximum according to the pilot's request.

[0021] 3. Aircraft engines should be light. In order to lighten the total weight of the motor, an ironless stator has been proposed instead of the compressed silicon iron sheet plates (lamination) used in the stators. For the same purpose, frameless stator without the frames in which the coils can be placed, slotless stator without the slots in which the coils can be placed and coreless stator winding are used. Thus, a lighter and more powerful electric aircraft engine was made.

[0022] 4. Carbon fiber-like materials are used as intermediate filler and support material in rotors and stators in order to make the engine light and durable. Fan blades are also made of light and durable materials such as carbon fiber.

[0023] 5. Instead of ball bearings, hybrid aerodynamic bearings and magnetic bearings operating in both radial and axial directions are used.

[0024] 6. Powerful systems with single stator and single rotor cause unbalance and overturning of the aircraft during the first take-off, especially in small aircraft. In order to prevent this situation, systems with multiple rotors and stators rotating in opposite directions are used instead of a single rotor. Thus, the angular momentum is balanced.

[0025] 7. It is vital that aircraft have spare engines that are activated in an emergency. In case of multi-rotor / stator instead of one, if one fails, the others continue to operate.

[0026] 8. In adverse weather conditions, especially strong winds and storms from the sides reduce the efficiency of the engine fan. In order to prevent this situation, flow straighteners were placed at the inlet of the jet engine and thus the flow direction of the incoming air stream was corrected before it entered the engine.

[0027] 9. Wide flow straightening blades together with the diffuser have a positive effect on increasing the contact surfaces with the air flow in order to cool the heated engine while operating at high rotational speeds.

[0028] 10. With the outboard layout model on aircraft, the case was not used when it had to be placed inside the fuselage of the aircraft. Thus, the contact of the engine with the air is easier and heating is prevented.

[0029] LIST OF FIGURES

[0030] Figure 1. Two Rotor Electric Jet Engine Mounting View on Aircraft

[0031] Figure 2. Installation View of Electric Jet Engine on Unmanned Aerial Vehicle

[0032] Figure 3. Single Rotor Electric Jet Engine View

[0033] Figure 4. Sectional View of Single Rotor Electric Jet Engine

[0034] Figure 5. Double Rotor Electric Jet Engine View

[0035] Figure 6. Sectional View of Double Rotor Electric Jet Engine

[0036] Figure 7. Electric Jet Engine Exploded Assembly State View

[0037] Figure 8. Front Sectional View of Single Rotor Electric Jet Engine

[0038] Figure 9. Front Section View of Single Rotor Electric Jet Engine

[0039] Figure 10. Electric Jet Engine Control Diagram View

[0040] Figure 11. Two Rotor Electric Jet Engine Different Bearing Combination Section View

[0041] Figure 12. Different Bearing Combination of Two Rotor Electric Jet Engines Section View

[0042] Figure 13. Dual Electric Jet Engine Control Diagram View

[0043] The Equivalents of the Numbers Shown in the Figures

[0044] 1. Electric Jet Engine

[0045] 1.1. Stator

[0046] 1.2. Rotor

[0047] 1.3. Impeller Blades

[0048] 1.4. Magnetic Bearing

[0049] 1.5. Permanent Magnet Bars 1.6. Aerodynamic Bearing

[0050] 1.7. Aerodynamic Engine Frame

[0051] 1.8. Engine Fasteners

[0052] 1.9. Ball Bearing

[0053] 2. Streamlined Jet Engine Housing

[0054] 2.1. The System that Adjusts the Position Angle of the Jet Engine

[0055] 2.2. Diffuser Blades

[0056] 2.3. Exhaust (Nozzle)

[0057] 3. Control Unit

[0058] 3.1. Microprocessor

[0059] 3.2. Software

[0060] 3.3. Sensors

[0061] 3.3.1. Magnetic Bearing (Distance) Sensors

[0062] 3.3.2. Speed Measurement Sensors

[0063] 3.3.3. Gyroscopic Balance Sensors

[0064] 3.3.4. Temperature and Humidity Sensors

[0065] 3.3.5. Pressure Measurement Sensors

[0066] 3.3.6. Voltage and Ampere Measurement Sensors

[0067] 3.4. Motor Driver Circuit

[0068] 3.5. Software Algorithms

[0069] 3.6. Energy Management System

[0070] 3.7. Control Panel

[0071] 3.8. Batteries

[0072] 3.9. Battery Charger Components

[0073] DETAILED DESCRIPTION OF THE INVENTION

[0074] The invention; stator (1.1 ) with coils, rotor (1.2), impeller blades (1.3), magnetic bearing (1.4), permanent magnet bars (1.5), aerodynamic bearing (1.6), aerodynamic motor case (1.7), motor fasteners (1.8) and ball bearing (1.9) parts, the electric jet engine (1 ), the system that adjusts the angle of the jet engine (2.1 ), the aerodynamic jet engine housing (2), which includes the diffuser blades (2.2) and the exhaust (2.3) parts, the microprocessor (3.1 ), software (3.2), sensors (3.3) [magnetic bearing (distance) sensors (3.3.1 ), speed measurement sensors (3.3.2), gyroscopic stability sensors (3.3.3), temperature and humidity sensors (3.3.4), pressure measurement sensors (3.3.5), voltage and ampere measurement sensors

[0075] (3.3.6), motor driver circuit (3.4), software algorithms (3.5), energy management system (3.6), control panel (3.7), batteries (3.8) and a control unit (3) containing battery charging components (3.9).

[0076] In the electric jet engine (1 ) developed for aircraft, there is a stator (1.1 ) containing at least one radial and / or axial flux coils. Since it is important for jet engines to be light, there is an ironless stator (1.1 ) instead of an iron stator (1.1 ). In unmanned aerial vehicles, smaller versions operate at low volts, while large versions for medium and large segment vehicles operate at high volts. In much larger and heavier aircraft, large-sized motor windings are formed with special insulated cables suitable for superconductor technology. There is at least one stator (1.1 ) containing coil inside and / or outside the rotor (1.2) carrying the blades. There is a stator (1.1 ) containing at least one coil in front of, behind and around the rotor (1.2). Different permanent magnet bars (1.5) are used for the stator (1.1 ) containing a single rotor (1.2) and at least one coil. These permanent magnet bars (1.5) have an aerodynamic shape that works in harmony with the components of the aerodynamic bearing (1 .6), ball bearing (1 .9) or magnetic bearing (1 .4). The aerodynamics engine case (1.7) is the part that carries the axial, radial and hybrid aerodynamic bearing

[0077] (1.6) components. The engine connectors (1.8) are the parts that connect the electric jet engine (1 ) to the aircraft. There are compressed air channels on the thrust bearing surfaces of the airodynamic bearing (1.6), and at least one of the friction surfaces is made of composite material such as carbon fiber, carbon, Teflon and graphite.

[0078] The impeller blades (1.3) built into at least one rotor (1.2) are placed. The impeller blades (1.3) are fixed in the ring of the rotor (1.2) with the center empty. These impeller blades (1 .3) have blade profiles that are narrower in the center and widen towards the outer wall. The axial rotor (1.2) rotates on the magnetic bearing (1 .4), aerodynamic bearing (1 .6) and ball bearing (1 .9). The magnetic bearing (1 .4) is adjusted by the smart software (3.2) and microprocessor (3.1 ) to be active or passive when necessary, with the energy management system (3.6). While these rotational speeds adjusted by the software (3.2) and microprocessor (3.1 ) are supported only by the aerodynamic bearing (1.6), the power to the friction losses was measured during engine production and added to the software (3.2). The forces consumed by the magnetic bearing (1.4) at the relevant rotational speeds are also recorded in the software (3.2). Unless the pilot gives a different command, the software (3.2) measures the friction loss of this aerodynamic bearing (1.6) and the energy used by the magnetic bearing (1.4) when operating at full load, confirming with the sensor (3.3) data, and selects the magnetic bearing (1.4), which requires less energy. In some cases, using a certain percentage of the magnetic bearing's power (eg 50%) is more beneficial to the system than if it is completely passive. These situations are determined by the instant calculations made by the software (3.2) related software algorithms (3.5) and they are used at appropriate times. For example, Let's say that the system consumes 400 kW of power only with the aerodynamic bearing (1.6), 50 kW is friction losses, the magnetic bearing (1.4) draws 10 kW of power from the system when fully active, and the friction losses are reset when the system is activated at 100% power. In case the magnetic bearing (1.4) is fully active [because the magnetic bearing (1.4) is activated], the power drawn by the system increases by 10 kW. However, in this case, since there are no friction losses, the power is reduced by 50 kW and the work done with 400 kW is done with 360 kW. The friction of the aerodynamic bearing (1 .6) is very low at some revolutions, while it increases at some revolutions. In these cases, the energy management system (3.6) is used with the microprocessor (3.1 ), which makes the necessary measurements and decides the power ratio of the magnetic bearing (1 .4). The system (2.1 ), which adjusts the position angle of the jet engine, makes the most appropriate choices for the air jet. It benefits from at least one of the hydraulic cylinder and electric motor it contains. The system adjusts the exhaust (nozzle) (2.3) diameter with the help of software (3.2) and microprocessor (3.1 ) according to the economical or fast driving options preferred by the pilot. The microprocessor (3.1 ) processes the data it collects from the sensors (3.3) with the help of software algorithms (3.5). It instantly calculates the optimum position angle, exhaust diameter, stators (1.1 ) containing active and passive coils according to the driving option selected by the pilot. Then, after making the relevant changes, the control unit (3) and software (3.2) make the necessary adjustments. For example, the plane took off and the pilot determined its speed for the position it will reach in 1 hour, the wind direction is stable and the weather conditions are good, the economical driving mode was chosen by the pilot. For this aircraft speed calculated by the pilot, the rotational speeds of the jet engines are calculated by the microprocessor (3.1 ). At the same time, this system constantly maximizes the total efficiency of the microprocessor (3.1 ) when the electric jet engine (1 ) has, for example, a stator (1.1 ) and two rotors (1 .2). In order to maximize the total efficiency, the system calculates which stator (1.1 ) works most efficiently at which power, based on the data collected from the sensors (3.3) and the route values, and makes the necessary changes by calculating its suitability according to the constantly changing sensor (3.3) data. Likewise, it calculates the exhaust diameter, jet position angle, power values transferred to the magnetic bearings (1 .4) and keeps the efficiency at the maximum level by ensuring the coordination between them. The exhaust (2.3) is the part whose outlet diameter changes according to different conical angles in order to adjust the pressure and speed of the air jet coming out of the electric jet engine (1 ). The diffuser blades (2.2), on the other hand, are fixed blades that reduce the turbulence of the air jet coming out of the electric jet engine (1 ) and convert the radial forces into axial driving forces and are located inside the exhaust. In addition, the diffuser blades (2.2) are also located between the rotor (1 .2) blades when more than one rotor (1.2) is used inside the electric jet engine (1 ). The microprocessor (3.1 ) processes the distance and balance data received from the gyroscopic balance sensors (3.3.3) and magnetic bearing (distance) sensors (3.3.1 ). As a result, it decides which of the stators (1.1 ), which contain coils surrounding the rotor (1 .2) to keep the rotor (1 .2) rotating at a non-contact and constant speed, how much power should be supplied. According to this decision, active and passive coils are determined, and the stator (1.1 ) and magnetic bearings (1.4) are controlled via control cards. The control panel (3.7) is the part where the operating range of the electric jet engine (1 ) is adjusted according to the economical driving, cruise control, high speed driving options selected by the pilot. It works in partnership with software (3.2) and microprocessor (3.1 ). During the maneuver with the aircraft, the pilot makes the necessary directions by changing the position angle of the electric jet engine (1 ). It is the unit that controls the adjustment functions at perpendicular, parallel or intermediate angles to the aircraft body. The software (3.2) evaluates the data collected from the sensors; magnetic bearing (distance) sensors (3.3.1 ), speed measurement sensors (3.3.2), gyroscopic stability sensors (3.3.3), temperature and humidity sensors (3.3.4), pressure measurement sensors (3.35), voltage and ampere sensors (3.3.6). The software is the unit that instantly determines the rotational speed according to the data received from the sensors (3.3) of the stators (1.1 ) containing active and passive coils for different predefined output diameters to determine the vehicle speed. Magnetic bearing (distance) sensors (3.3.1 ) are the part that transmits the distance from the stator (1.1 ) to the microprocessor (3.1 ) in real time to ensure the rotation of the rotor (1.2) with minimum contact in the magnetic field. The power in the relevant region of the magnetic bearing (1.4) increases or decreases according to the degree of proximity of this distance. In this way, the distance between the rotor (1.2) and the stator (1.1 ) is always kept at the same optimum value. With the help of speed measurement sensors (3.3.2) and gyrescopic stability sensors (3.3.3), the software minimizes the vibration that occurs when the aircraft enters turbulence during the flight and provides comfort for the passengers. While doing this, the position of the electric jet engine (1 ) is adjusted in the most appropriate way by means of the microprocessor (3.1 ) and software (3.2). In this way, the impeller blades (1.3) change the rotation speed and direction instantly, and the vibrations are damped by the pulsatile currents they create in the opposite direction. For this, the software (3.2) of the control unit (3) and the microprocessor (3.1 ) work together. Speed measurement sensors (3.3.2) and gyroscopic balance sensors (3.3.3) are the parts that transmit data simultaneously to software algorithms (3.5). The software (3.2) controls and coordinates more than one electric jet engine (1 ) connected to the aircraft by ensuring that they work in harmony with each other. Pressure measurement sensors (3.3.5) are the parts that transfer at least one of the inlet and outlet pressures of the electric jet engine (1 ) to the microprocessor (3.1 ) in real time. When multiple electric jet engines (1 ) are used on the vehicle, they are controlled by the same control panel (3.7) and run synchronously. The electric jet engine (1 ) works as a turbine while the vehicle is gliding with the help of the wind as a glider in aircraft with glider features. Thus, it enables the batteries (3.8) to be charged. As it is known, glider planes do not need engines while gliding through the air. In this case, the electric jet engine 1 is not used for propulsion, but is instead used as a turbine and charges the batteries (3.8). When more than one rotor (1 .2) is used in the electric jet engine (1 ), the rotation directions of the rotors (1 .2) are opposite to each other.

[0079] Machine manufacturers in sectors requiring advanced technology prefer air bearing systems due to higher productivity, greater accuracy, and longer service life. Fossil fuel jet engines, which are widely used today, are shaft engines, as is known, and technically, the use of air bearings in them is limited or even not possible most of the time. The electric jet engine (1 ) system, which is our invention, has additional advantages with the air bearing system. For this reason, it has indispensable superior features for the electric jet engines (1 ) of the future.

[0080] The air bearings proposed in our invention bring important advantages; a) The problem of low efficiency in conventional electric jet engines (1 ) at different speeds has been overcome by using a large number of stators (1.1 ). b) Powerful systems with single stator (1.1 ) and single rotor (1.2) cause unbalance and tipping of the aircraft during the first take-off, especially in small aircraft. In order to prevent this situation, systems with multiple rotors

[0081] (1.2) and stators rotating in opposite directions to each other instead of a single rotor (1.2) have been proposed. Thus, the angular momentum is balanced. c) Multiple rotors (1.2) and stator (1.1 ) provide additional advantages over single stator (1.1 ); In the case of two rotors (1 .2) built in a single stator (1.1 ), each rotor (1 .2) contains a different number of pole pairs. In one of the rotors

[0082] (1 .2), the number of poles is less than the number of slots in the stator (1.1 ) and more in the other. Thus, although they are driven by the same driver and the same stator (1.1 ), the rotors (1 .2), i.e. the propellers, will rotate in opposite directions relative to each other. It is a well-known fact that the efficiency of the propellers rotating in opposite directions is better than each other. d) It is vital that aircraft have spare engines that are activated in case of emergency. In case of multi-rotor (1.2) I stator (1.1 ) instead of single, the others will continue to operate even if one fails. e) Aircraft engines should be light. For this purpose, some measures have been taken; Ironless stator (1.1 ), frameless stator (1.1 ), slotless stator (1.1 ) and coreless stator (1.1 ) windings are used instead of lamination used in stators (1.1 ). f) In terms of lightness and durability, light and durable materials such as carbon fiber are used as intermediate filler and support material in the rotor (1 .2) and stators (1.1 ). The impeller blades (1.3) are also made of light and durable materials such as carbon fiber. g) Instead of ball bearings (1.9), aerodynamic bearings (1.6) and aerostatic bearings are used, operating in both radial and axial directions. h) Magnetic bearing (1 .4) laminations are not required in aerodynamic bearings. Therefore, there is a significant weight advantage. In addition, since there is no need for magnetic bearing coils prepared from copper wires, the weight of the motor becomes lighter. As a result, the electric aircraft jet engine (1 ) is as light as possible. i) Contrary to magnetic bearing, since sensors (3.3) are not used, there is no bearing problem associated with sensors (3.3) neither on the ground nor in the air in the electric aircraft jet engine (1 ). j) There is no need for a separate ball bearing (1.9) in aerodynamic bearings. This gives the engine an additional advantage in terms of weight. k) As is known, air bearings are divided into two as “aerodynamic bearings (1 .6)” and “aerostatic bearings”. In aerodynamic bearings (1 .6), the space between the two bearing surfaces is continuously supplied with compressed air from an external source. After the compressed air flows into the space between the bearing surfaces, it escapes from the outer edges of the bearing to the atmosphere. This air flow continues uninterrupted. Compressed air is not needed in aerostatic beds. The air film formed in the atmosphere under normal conditions creates an air bed between the two surfaces. In aerodynamic bearing (1.6), a compressor providing compressed air support must work uninterruptedly. However, the "air bearing system" in our invention includes both "aerostatic bearing" and "aerodynamic bearing" (1.6) components that require high pressure air. Unlike its counterparts, the important feature of the invention is that it does not need an additional compressor. This stands out as a very important superior feature and provides an additional advantage to our invention in terms of weight. l) High pressure air is supplied from the high-pressure medium between the propellers and the exhaust (2.3) instead of the compressor. As the rotational speed of the propellers increases, the pressure in the outlet section also increases. Thus, stronger high pressure air support is created to the air channels of the aerodynamic bearing (1.6). Proportional compressed air support continues uninterrupted at both low speeds and high speeds. Sustainable compressed air support provides superior air bearing comfort in the engine. m) The compressed air film between the two surfaces of the aerodynamic bearing has another advantage. Since there is no shaft in our invention, the fixed surface is integrated with the stator (1.1 ), while the moving surface is the rotor's (1.2) own surfaces. It is not possible to have serious reverse air leakage between the rotor (1 .2) and the stator (1.1 ). Because the formed film layer does not allow air leakage in the opposite direction, or it is negligible. n) Water cooling systems are used to cool the heat generated in all air or ball bearings. In the electric jet engine (1 ), which is our invention, there is no need for cooling. Because the high velocity airflow will be enough to keep the system cool. o) When the number of propellers is 2 or more, it is envisaged to place a separate diffuser behind each propeller instead of a single diffuser. In the case of multiple diffusers, the overall efficiency of the electric jet engine (1 ) increases. p) Real-time opening and closing of the exhaust (2.3) opening according to the data from the sensors (3.3) makes the jet propulsion more stable and sustainable. This feature is provided with a special software (3.2) and hydraulic or electromechanical systems. q) In the system, a diffuser is placed between each rotor (1 .2) I stator (1.1 ) with an exhaust (2.3) that can contract and expand. Thus, the efficiency of the jet stream in the outlet section of the air is increased. r) The wind direction was not taken into account in the known technique and within the scope of the invention that was the subject of our first patent. While the aircraft is cruising, the direction of entry of the air flow entering from the front changes with the change of wind direction. Especially in cases where the wind comes from the sides, turbulence causes efficiency losses. To prevent this, a flow straightener parallel to the engine axis has been added to the front of the electric jet engine (1 ). This flow straightener is angled in real time according to the direction of the wind. It ensures that the air entering the motor is laminar flow and prevents loss of efficiency. Laminar flow, as it is known, means that the air mass moves at a constant speed and parallel to each other without mixing. s) In adverse weather conditions, especially strong winds and storms coming from the sides reduce the efficiency of the engine fan. In order to prevent this situation, a flow straightener is placed at the inlet of the electric jet engine (1 ), so that the flow direction of the incoming air flow is corrected before it enters the jet engine (1 ). t) Wide flow straightening blades together with the diffuser have a positive effect on increasing the contact surfaces with the air flow in order to cool the heated engine while operating at high rotational speeds. u) With the outboard layout model on aircraft, there is no need for a case when it is required to be placed inside the fuselage of the aircraft. Thus, the contact of the engine with the air is easier and heating is prevented.

Claims

CLAIMS1. A multi-rotor and stator electric jet engine system for aircraft comprising; at least one rotor (1.2) comprising the propeller blades (1.3), stator (1.1 ) or rotors (1.2) comprising at least one radial or axial coil in front of, behind and around this rotor (1.2), an electric jet engine (1 ) for airplanes that includes impeller blades (1.3), permanent magnet rods (1.5) and diffuser blades (2.2) and a conical exhaust (2.3) outlet, characterized by;- magnetic bearing (1.4) adjusted by smart software (3.2) and microprocessor (3.1 ) to be active, passive or active at different rates with the energy management system (3.6),- aerodynamic bearing (1 .6) with compressed air channels on the thrust bearing surfaces,- the aerodynamic engine case (1 .7) bearing the axial, radial and hybrid aerodynamic bearing (1.6) components,- the system that adjusts the position angle of the jet engine (2.1 ) by adjusting the most suitable exhaust (nozzle) diameter (2.3) for the air jet with at least one of the hydraulic cylinder and electric motor, under the control of software (3.2) and microprocessor (3.1 ) according to the economical or fast driving options preferred by the pilot),- diffuser blades (2.2) that reduce the turbulence of the air jet and convert the radial forces into axial driving forces, in the exhaust nozzle (2.3) between and at the exit of the rotating blades in the electric jet engine (1 ),- by processing the data collected from the sensors (3.3) with the software algorithms (3.5) it contains, the position angle of the air jet engine, rotational speeds, the exhaust diameter, the exhaust direction, the position angles of the jet engine parallel and perpendicular to the vehicle body, active passive or active coil at different rates A microprocessor (3.1 ) that instantly calculates the stators (1.1 )containing the stators according to the driving option chosen by the pilot and makes the necessary adjustments jointly with the control unit (3) and software (3.2),- magnetic bearing (distance) sensors (3.3.1 ), velocity measuring sensors (3.3.2), gyroscopic stability sensors (3.3.3) temperature and humidity sensors (3.3.4), pressure measuring sensors (3.3.5), voltage The software, which is the unit that instantly determines the active and passive stator (1.1 ) coils according to the data it receives from the sensors (3.3), for different output diameters and rotation speeds that are pre-created and defined for the relevant revolution and vehicle speed, according to the data collected from the ampere measurement sensors (3.3.6). (3.2),- It is characterized by the fact that it contains a control panel (3.7) working together with the software (3.2) and microprocessor (3.1 ) where the operating range of the electric jet engine (1 ) is adjusted according to the economical driving, cruise control and high-speed driving options selected by the pilot.

2. It is the electric jet engine (1 ) mentioned in Claims 1 , characterized by; it is all engines are controlled synchronously with the same control panel (3.7) thanks to the software algorithms (3.5) it contains when a large number of electric jet engines (1 ) are used on the vehicle.

3. It is the electric jet engine (1 ) mentioned in Claims 2, characterized by; it is all engines can be operated synchronously and controlled with the same control panel (3.7) thanks to the software algorithms (3.5) it contains when a large number of electric jet engines (1 ) are used on the vehicle.

4. It is the electric jet engine (1 ) mentioned in Claims 2, characterized by; It is the rotation directions of the rotors (1.2) are opposite to each other when more than one rotor (1.2) is used.

5. It is the electric jet engine (1 ) mentioned in Claims 3, characterized by; in the case of two rotors (1.2) built in a single stator (1.1 ), each rotor (1 .2) contains a different number of pole pairs, and in one of these two rotors (1.2), thenumber of poles is less than the number of slots in the stator (1.1 ), and in the other the number of poles in the stator (1.1 ) more than the number of slots.

6. It is the electric jet engine (1 ) mentioned in Claims 4, characterized by; the use of ironless stator (1 .1 ) to lighten the total weight of the electric jet engine (1 ), frameless stator (1.1 ) without the frames in which the coils are placed, slotless stator (1.1 ) and coreless stator (1.1 ) without the slots where the coils are placed.

7. It is the electric jet engine (1 ) mentioned in Claims 5, characterized by; in terms of being light and durable, use of carbon fiber-like materials in the rotor (1 .2) and stators (1 .1 ) as a spacer and support material.

8. It is the electric jet engine (1 ) mentioned in Claims 6, characterized by; there is no need for an additional compressor since the air bearing system contains both aerostatic bearing and aerodynamic bearing (1.6) components that require high pressure air.

9. It is the electric jet engine (1 ) mentioned in Claims 7, characterized by; being used as a turbine in glider-capable aircraft and charging the batteries (3.8).

10. lt is the electric jet engine (1 ) mentioned in Claims 8, characterized by; the presence of a flow straightener parallel to the engine axis, which opens according to the direction of the wind and ensures that the air entering the engine is laminar flow and prevents loss of efficiency.

11. These are the permanent magnet bars (1.5) mentioned in Claims 1 , characterized by; airodynamic bearing (1.6), ball bearing (1.9) or magnetic bearing (1 .4) its shape that works in harmony with its components and reduces friction losses thanks to its aerodynamic channels that direct the air fluid.

12. lt is the diffuser blades (2.4) mentioned in Claims 1 , characterized by; It is being in the exhaust (2.3) and between the rotor (1 .2) blades when more than one rotor (1.2) is used.

13. lt is the microprocessor (3.1 ) mentioned in Claims 1 , characterized by; it is part that provides of calculating the exhaust diameter, jet position angle, power values transferred to the magnetic bearings (1.4) and keeping the efficiency at the maximum level by ensuring the coordination between them.

14. It is the microprocessor (3.1 ) mentioned in Claims 1 , characterized by; in order to ensure that the rotor (1 .2) rotates at a non-contact and constant speed, the amount of power to be supplied to the respective coils of the stators (1.1 ) surrounding the rotor (1.2) is determined by software algorithms (3.5) from gyroscopic balance sensors (3.3.3) and magnetic bearing (distance) sensors (3.

3. 1 ) the unit that decides according to the distance and balance data taken.

15. lt is the software (3.2) mentioned in Claims 1 , characterized by; it is a unit that provides control and coordination of more than one electric jet engine (1 ) connected to the aircraft by ensuring that they work in harmony with each other.

16. These are the pressure measurement sensors (3.3.5) mentioned in Claims 1 , characterized by; electric jet engine (1 ) is being a unit that transfers at least one of its inlet and outlet pressures to the microprocessor (3.1 ) in real time.

17. lt is the control panel (3.7) mentioned in Claims 1 , characterized by; it provides the necessary direction for the maneuver of the aircraft by the pilot and, when necessary, adjusts the angle of the propellant jet by changing the position angle of the jet engine, perpendicular to the aircraft body, in parallel or in intermediate angles.

18. It is a microprocessor (3.1 ) with software algorithms (3.5) that processes the data of gyroscopic balance sensors (3.3.3) and speed measurement sensors (3.3.2) mentioned in Claims 1 , characterized by; it contains software (3.2) that adjusts the position of the jet engine in order to minimize the vibrations felt in situations such as the turbulence of the aircraft during the flight, and provides the damping with pulsatile currents in the opposite direction by controlling the rotation speed and direction of the thruster blades momentarily.

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