Hybrid drives and fuel vaporizers for UAVs and other mobile environments

Abstract

A hybrid drive having a load shaft, a motor / generator coupled to the load shaft, an internal combustion engine, an electromagnetic clutch disposed between the motor / generator and the internal combustion engine configured to releasably couple the internal combustion engine to the load shaft, and an electrical power supply coupled to the motor / generator and the electromagnetic clutch. In one embodiment, the hybrid drive is configured such that the internal combustion engine both drives the load shaft and causes the motor / generator to charge the electrical power supply.

Description

[Technical Field]

[0001] (CROSS-REFERENCE TO RELATED APPLICATIONS) This application claims the benefit of U.S. Provisional Application No. 63 / 060,367, filed August 3, 2020, which is incorporated herein by reference in its entirety.

[0002] (Technical field) This application relates to the field of hybrid electromechanical drivetrains where battery-supplied power is insufficient to provide long-term endurance and must therefore be supplemented with energy obtained from burning fuel. Examples of such drivetrains include manned or unmanned air vehicles, where power-to-weight ratio and specific energy are dominant factors. Additionally, this application relates to the field of auxiliary devices for enabling efficient starting and operation of multi-fuel engines. [Background technology]

[0003] (background) Electric motors are becoming increasingly popular for many mobile drives, such as unmanned aerial vehicles (UAVs) and electric aircraft, but large, heavy batteries limit their specific energy and power. Hybrid drives that combine electric motors with internal combustion engines are a potential solution. This paper describes a novel hybrid drive configuration that enables high specific power and energy, battery recharging during takeoff and landing, remote engine restart, and quiet (electric motor only) operation during cruise. Summary of the Invention [Means for solving the problem]

[0004] (Outline of the embodiment) In one embodiment, the present invention provides a hybrid drive including a load shaft, a motor / generator coupled to the load shaft, an internal combustion engine, an electromagnetic clutch disposed between the motor / generator and the internal combustion engine configured to releasably couple the internal combustion engine to the load shaft, and an electrical power supply coupled to the motor / generator and the electromagnetic clutch.

[0005] The present invention also provides a hybrid drive in another embodiment, the hybrid drive including: a load shaft; a second electric motor coupled to the load shaft; an over-running one-way clutch coupled to the load shaft; a motor / generator engageably coupled to the load shaft via the over-running one-way clutch; an internal combustion engine, wherein the load shaft is coupled to the load shaft and the second electric motor so as to be driven by a source selected from the group consisting of the second electric motor, the internal combustion engine in combination with the motor / generator, and the internal combustion engine in combination with the motor / generator and the second electric motor; and an electric power supply source coupled to the second electric motor and the motor / generator.

[0006] In related embodiments, the hybrid drive of these embodiments is configured such that the internal combustion engine both drives the load shaft and charges the motor / generator. Alternatively, or in addition, the hybrid drive is configured such that the internal combustion engine is started by energy from the power supply delivered to the motor / generator. The power supply may include an electronic control unit configured to switch an operating mode of the motor / generator to an operating mode selected from the group consisting of motor operation, generator operation, and combinations thereof. The hybrid drive may include at least one other electrically powered component, such as an additional electric motor. The power supply provides power to the at least one other electrically powered component. delivery The device may be configured to:

[0007] In some embodiments, the motor / generator may be configured to start the engine. The motor / generator may be configured to start the engine prior to flight. The motor / generator may be configured to restart the engine during flight.

[0008] In another embodiment, an improved fuel vaporizer of a type coupled for use with an internal combustion engine is provided, including a body, a fuel and air inlet, an air / fuel outlet, and a heater for vaporizing fuel, the improvement comprising: a heater configured to condense the fuel flow such that the air inlet causes the formation of an air vortex that rapidly and thoroughly mixes with the fuel from the fuel inlet. tangent line Optionally, the heater is operated by an arrangement selected from the group consisting of electrical means, exhaust gas, and combinations thereof. In a related embodiment, a hybrid drive according to any of the previously described embodiments is provided, wherein the internal combustion engine comprises the improved fuel carburetor of the embodiments described in this paragraph.

[0009] In another embodiment, the present invention provides an aircraft having a hybrid drive according to any one of the previously described embodiments, wherein the aircraft further comprises a thruster coupled to the load shaft.

[0010] In another embodiment, the present invention provides a method for achieving a quiet mode of operation during operation of a UAV using a hybrid drive according to any of the previously described embodiments. In this embodiment, the method comprises the steps of: when a quiet operating mode is required, the internal combustion engine is turned off and the load shaft is driven solely by the motor / generator; Using the motor / generator to restart the internal combustion engine when quiet operation mode is no longer required Includes.

[0011] In a related but similar embodiment utilizing a UAV having a hybrid drive as described above that includes a second electric motor, the present invention provides a method for achieving a quiet mode of operation, the method comprising the steps of: when a quiet mode of operation is required, turning off the internal combustion engine and driving the load shaft only with the second motor; Using the motor / generator to restart the internal combustion engine when quiet operation mode is no longer required Includes.

[0012] In another embodiment, a method is provided for achieving sprint speed operation of a UAV using the first above-described hybrid drive embodiment, the method including driving a load shaft using both a motor / generator and an internal combustion engine.

[0013] In another embodiment, a method is provided for achieving sprint speed operation of a UAV using the second above-described hybrid drive embodiment, the method including driving a load shaft with a combination of a motor / generator, a second electric motor, and an internal combustion engine. The present invention provides, for example: (Item 1) A hybrid drive, A load shaft; a motor / generator coupled to the load shaft; an internal combustion engine; an electromagnetic clutch disposed between the motor / generator and the internal combustion engine configured to releasably couple the internal combustion engine to the load shaft; a power supply coupled to the motor / generator and the electromagnetic clutch; A hybrid drive equipped with (Item 2) A hybrid drive, A load shaft; a second electric motor coupled to the load shaft; an overrunning one-way clutch coupled to the load shaft; a motor / generator that is releasably coupled to the load shaft via the overrunning one-way clutch; an internal combustion engine, the load shaft coupled to the second electric motor so as to be driven by a source selected from the group consisting of the second electric motor, the internal combustion engine in combination with the motor / generator, and the internal combustion engine in combination with the motor / generator and the second electric motor; a power supply coupled to the second electric motor and the motor / generator; A hybrid drive equipped with (Item 3) 3. The hybrid drive according to any one of items 1 to 2, wherein the internal combustion engine is configured to both drive the load shaft and cause the motor / generator to charge the power supply source. (Item 4) 3. The hybrid drive according to any one of items 1 to 2, wherein the internal combustion engine is configured to be started by energy from the power supply delivered to the motor / generator. (Item 5) 1. An improved fuel carburetor of the type coupled for use with an internal combustion engine, comprising a body, a fuel and air inlet, an air / fuel outlet, and a heater for vaporizing said fuel, said improvement comprising: a heater for evaporating said fuel from said air inlet; a heater for evaporating said fuel from said air inlet; and a heater for evaporating said fuel from said air inlet. tangent line Improved fuel carburetor characterized in that it is arranged in a direction (Item 6) 6. The improved fuel vaporizer of claim 5, wherein the heater is operated by an arrangement selected from the group consisting of electrical means, exhaust gas, and combinations thereof. (Item 7) 7. The hybrid drive according to any one of items 1 to 4, further comprising the fuel carburetor according to any one of items 5 and 6, coupled to the internal combustion engine. (Item 8) 3. An aircraft having a hybrid drive according to any one of items 1 to 2, further comprising a thruster coupled to the load shaft. (Item 9) 2. A method for achieving a quiet operating mode of a UAV using the hybrid drive according to item 1, the method comprising the steps of: (1) when the quiet operating mode is requested, turning off the internal combustion engine and driving the load shaft solely with the motor / generator; (2) restarting the internal combustion engine when the quiet operating mode is no longer required, using the motor / generator to restart the internal combustion engine; A method comprising: (Item 10) 3. A method for achieving a quiet operating mode of a UAV using the hybrid drive according to item 2, the method comprising the steps of: (1) when the quiet operating mode is requested, turning off the internal combustion engine and driving the load shaft solely with the second motor; (2) restarting the internal combustion engine when the quiet operating mode is no longer required, using the motor / generator to restart the internal combustion engine; A method comprising: (Item 11) 2. A method of achieving sprint speed operation of a UAV using the hybrid drive of claim 1, the method including driving the load shaft with both the motor / generator and the internal combustion engine. (Item 12) 3. A method of achieving sprint speed operation of a UAV using the hybrid drive described in item 2, the method including driving the load shaft using a combination of the motor / generator, the second electric motor, and the internal combustion engine. (Item 13) 8. The hybrid drive of any one of items 1, 2, 3, 4, and 7, wherein the power supply includes an electronic control unit configured to switch an operating mode of the motor / generator to an operating mode selected from the group consisting of motor operation, generator operation, and combinations thereof. (Item 14) 14. The hybrid drive of any one of items 1, 2, 3, 4, 7, and 13, wherein the hybrid drive includes at least one other electrically powered component. (Item 15) The power supply provides power to the at least one other electrically powered component. delivery 15. The hybrid drive of any one of items 1, 2, 3, 4, 7, 13, and 14, configured to: (Item 16) Item 16. The hybrid drive of item 15, wherein the at least one other electrically powered component is an additional electric motor. (Item 17) 17. The hybrid drive of any one of items 1, 2, 3, 4, 7, 13, 14, 15, and 16, wherein the motor / generator is configured to start the engine. (Item 18) 18. The hybrid drive of any one of items 1, 2, 3, 4, 7, 13, 14, 15, 16, and 17, wherein the motor / generator is configured to start the engine prior to flight. (Item 19) 19. The hybrid drive of any one of items 1, 2, 3, 4, 7, 13, 14, 15, 16, 17, and 18, wherein the motor / generator is configured to restart the engine in flight. [Brief explanation of the drawings]

[0014] The features of the foregoing embodiments will be more readily understood by reference to the following detailed description, taken in conjunction with the accompanying drawings, in which:

[0015] [Figure 1] FIG. 1 shows a photograph of an engine motor / generator hybrid as seen from the wing of a UAV in flight, according to an embodiment of the present invention.

[0016] [Figure 2] FIG. 2 shows a block diagram of a hybrid drive that utilizes an electromagnetic (EM) clutch to decouple the motor / generator and load shaft from the engine, in accordance with an embodiment of the present invention.

[0017] [Figure 3] FIG. 3 shows a block diagram of a hybrid drive in which a mechanical one-way clutch is used to decouple the engine and rigidly mounted first motor / generator from the load shaft and rigidly mounted second electric motor in accordance with an embodiment of the present invention.

[0018] [Figure 4] 4A and 4B show a carburetor described in the prior art (see Hosseini, Vahid & Neill, William & Thomson, K. & Chippior, Wallace “Effect of initial and operating conditions on soot emissions from an HCCI engine,” Proceedings of the Combustion Institute - Canadian Section Spring Technical Meeting (2009), available at https: / / www.researchgate.net / publication / 44094150_Effect_of_initial_and_operating_conditions_on_soot_emissions_from_an_HCCI_engine as of July 31, 2020).

[0019] [Figure 5] 5 illustrates a fuel processor (fuel vaporizer) with very rapid vaporization characteristics due to tangential delivery of air to the fuel flow, resulting in the formation of an air-fuel mixture, in accordance with an embodiment of the present invention. Such a fuel processor is very compact and avoids the need for compressed air. Solid arrows indicate fuel, unfilled arrows with solid outline indicate air, and unfilled arrows with dashed outline indicate the air / fuel mixture.

[0020] [Figure 6] 6 shows a variation of a fuel processor (fuel vaporizer) in which fuel heating is accomplished by exhaust gases instead of or in addition to electrical resistance heating, according to an embodiment of the present invention. The solid arrows indicate fuel, the unfilled solid arrows indicate air, and the unfilled dashed arrows indicate the air / fuel mixture. DETAILED DESCRIPTION OF THE INVENTION

[0021] Detailed Description of Specific Embodiments Definitions. As used in this specification and the accompanying claims, the following terms shall have the meanings indicated, unless the context otherwise requires.

[0022] An "electric motor / generator" or "motor / generator" is an electric machine that can operate as an electric motor (i.e., drive a shaft) when powered by an electrical power supply, and as a motor-generator when powered by an engine (the electrical power generated can be used to recharge the electrical power supply).

[0023] "Power supply" means a rechargeable power source, such as a battery, supercapacitor, or other device, that is capable of accepting, storing, and discharging electrical energy.

[0024] "UAV" means unmanned aerial vehicle.

[0025] "VTOL" stands for vertical take-off and landing.

[0026] "Sprint speed" means performing a speed that is normally uneconomical and cannot be maintained during normal operation but is necessary for mission requirements, e.g., high speed cruise.

[0027] A "set" includes at least one member.

[0028] Battery-powered electric motors are becoming increasingly popular because they are small, durable, and quiet. Unfortunately, battery capacity is often insufficient, and using larger batteries is not feasible because it would reduce the specific energy of the system. FIG. 1 illustrates a hybrid drive used to fly a UAV. The hybrid drive of FIG. 1, which includes an engine and a motor / generator, is augmented by a fuel carburetor according to an embodiment of the present invention. Such a drive not only increases the durability of the system, but also allows the motor / generator to be used as a generator to charge the depleted battery during takeoff, as well as to start the engine before flight and / or restart the engine during flight. Such a configuration is particularly useful for vehicles operating using VTOL.

[0029] A block diagram of the hybrid drive of Figure 1 is shown in Figure 2. During takeoff or during a high load request to the load shaft (e.g., a high-speed sprint), power for the load shaft is generated by the engine and motor / generator energized by the power supply. When the clutch is engaged, the engine is coupled to the motor / generator, and maximum power is provided to drive the load shaft. Maximum power can only be provided for a relatively short period of time and depends on the capacity of the power supply. For a fixed-wing aircraft under typical cruise conditions, only approximately 20-30% of maximum power is required, and the motor / generator may be switched to operate as a generator to recharge a depleted power supply. Switching of motor / generator operation from motor operation to generator operation (and vice versa) is controlled by an electronic control unit (ECU) that is part of the power supply. When the motor / generator is in generator mode, it is driven by the engine to generate power to recharge the power supply. During flight, a need for "quiet" operation may exist. During such a quiet operating mode, the engine is shut off, the clutch is disengaged from the motor / generator, and flight continues with the motor / generator operating as a motor and powered entirely by the electrical power supply. After the quiet operating mode is complete, the engine may often be restarted using the motor / generator at high altitudes and very cold temperatures. The solid lines indicate power consumption from the electrical power supply by the motor / generator and EM clutch. The dashed lines indicate power generation by the motor / generator. In some embodiments, a thruster may be coupled to the load shaft.

[0030] To improve the power-to-weight ratio of the drivetrain, an alternative hybrid drive embodiment of the present invention, shown in FIG. 3, may be used. Compared to the configuration shown in FIG. 2, the electromagnetic clutch (typically bulky, heavy, and requiring power to operate) is replaced with a second electric motor and overrunning one-way clutch combination. The solid lines indicate power consumption from the power source by the motor / generator and / or motor, and the dashed lines indicate power generation by the motor / generator. Here, the engine shaft is rigidly coupled to the motor / generator, and the engine shaft is coupled to the load shaft via the overrunning one-way clutch. The load shaft is rigidly coupled to the second electric motor (referred to as "Motor" in FIG. 3). Depending on the power requirements of the load shaft during takeoff, cruise, or landing, power to the load shaft can be delivered in one of three ways, detailed below.

[0031] In a first embodiment, power to the load shaft may be delivered by an engine, along with a motor / generator and a second electric motor, which allows for the generation of full power required for takeoff and / or sprint speed operation. Takeoff may be horizontal or vertical.

[0032] In a second embodiment, power to the load shaft may be delivered by the engine together with the motor / generator, i.e., without the second electric motor (the windings of the second electric motor are not activated).

[0033] In a third embodiment, power to the load shaft may be delivered solely by the second electric motor. Here, the engine is stopped and the motor / generator windings are deactivated. Powering the load shaft in this manner may be useful when a quiet mode of vehicle operation is desired.

[0034] In various embodiments, including but not limited to the first and second embodiments detailed above, the system may deliver power to the power supply by placing the motor / generator in generator mode, thereby recharging the power supply. When in generator mode, the motor / generator is driven by the engine to generate power that recharges the power supply. The operation of the motor / generator may be switched from motor operation to generator operation (or vice versa) by an ECU that is part of the power supply. The power supply may be used to deliver power to other electrically powered components, such as additional electric motors that may be required to meet the needs of VTOL operation or payload.

[0035] In various embodiments, the hybrid drivetrains disclosed herein may be used in terrain vehicles and boats as well as air vehicles. In some embodiments, a thruster may be coupled to the load shaft.

[0036] In various embodiments, including but not limited to the first, second, and third embodiments detailed above, the motor / generator coupled to the power supply is configured to start the engine in preparation for flight (prior to flight) and / or restart the engine during flight.

[0037] To enable an internal combustion engine to be started or restarted when it is at low temperatures (e.g., below 0°C), particularly for drive systems operating on heavy fuels in spark ignition mode, the engine may be equipped with a fuel processor that converts liquid fuel to gaseous fuel in accordance with an embodiment of the present invention.

[0038] For example, to enable multi-fuel capability, the engine may be fed an air / fuel mixture obtained by vaporizing the fuel in a fuel processing device, e.g., a fuel carburetor, when a liquid fuel is used. Exemplary fuel carburetor configurations are shown in Figures 5 and 6. The fuel carburetor can improve the startability of an engine using spark ignition (SI) running on heavy fuels such as kerosene, Jet A, JP8, or diesel fuel. Heavy fuels generally do not vaporize in cold engine temperatures (e.g., below 0°C) at the low compression ratios of typical SI engines. High compression ratios are not possible in an SI configuration due to detonation and knock once the engine is started, because the heavy fuel remains liquid and an acceptable mixture ratio of air and fuel is not available at the spark plug / ignition source. (Although we provided 0°C as a reference temperature to indicate a "cold" engine, the actual temperature at which an SI-based engine is considered "cold" and constitutes a candidate for fuel carburetor use depends on a wide range of factors, including but not limited to engine size, engine thermal mass, ambient air temperature, and engine geometry, RPM, and compression ratio.) The use of controlled, rapid fuel vaporization in combination with airflow improves the quality of the air / fuel mixture at the spark plug, allowing for faster starts, more reliable starts, and lower emissions during cold conditions. Furthermore, carburetors can be used throughout the entire engine operation, not just during engine start-up.

[0039] 4A and 4B, engines take minutes rather than seconds to start, an unacceptable duration for many applications. In some embodiments of the present invention, a fuel vaporizer operating from a 12V / 24V DC power source has been tested and shown to start an engine (26 cc / chamber spark ignition jet fuel LPI engine, 24 hour cold soak at -25°C) within seconds.

[0040] 5A and 5B, in an embodiment of the invention, fuel (represented by the solid arrow) is delivered from a metering device (not shown) into the fuel inlet 502 of the fuel vaporizer and heated in the annulus between the heating element and the casing by a suitable heat source, such as a glow plug (506 in FIGS. 5A and 5B) or an electric spiral (606 in FIG. 6). An air inlet 510 is oriented in a direction perpendicular to the fuel flow direction to create an air vortex. tangent line The swirl provides fresh air (represented by the solid, outlined arrow) in the direction of the swirl. Such a configuration achieves rapid fuel vaporization and excellent air / fuel vapor mixing because the vortex carries the fuel into the engine's working chamber through the air / vaporized fuel outlet 508. Furthermore, we have determined that the suction created by the engine's rotor or piston is sufficient to generate sufficient fuel vaporization and mixing of the air with the fuel only when the vortex is formed downstream of the fuel inlet, thus eliminating the need for pressurized air. The air flow is generated partially or entirely by air induction into the engine's working chamber. The fuel carburetors described herein may supplement conventional fuel systems and may be used to assist with cold starting of the engine. In some embodiments, the fuel carburetor may operate only for a period before, during, or after engine start-up. In some embodiments, an electronic control system may switch the fuel source from the fuel carburetor to the primary fuel system when the engine is fully started and operating. A set of thermocouples or other temperature sensing devices located on or within the evaporator body 504 are used for feedback to the controller. A valve may optionally be disposed at the fuel inlet, and another valve may optionally be disposed at the air inlet. In other embodiments, the fuel carburetor may be used as the sole source of fuel / air mixture to the engine, rather than as an intermittent source.

[0041] Heating of the fuel vaporizer can be achieved in various ways. In some embodiments, the glow plug shown in FIG. 5 may be replaced with a heater wire placed inside the spirally wound, fuel-contacting thermal conductor 504. Heating may be achieved electrically, similar to the glow plug configuration shown in FIG. 5. In other embodiments, electrical heating may be supplemented by flowing hot exhaust gases through the fuel vaporizer to reduce electrical energy consumption. In some embodiments, starting of the fuel vaporizer may be achieved by electrical means. In some embodiments, heating of the fuel vaporizer may be achieved entirely through the use of exhaust gases, for example, when the exhaust gas temperature is sufficient to vaporize the fuel.

[0042] In some embodiments, the tubes in the fuel vaporizer that come into contact with the fuel may be coated with a catalytic material to lower the energy requirements of the vaporizer.

[0043] FIG. 6 illustrates an alternative embodiment of a fuel vaporizer. Fuel entering fuel inlet 602 (represented by the solid arrow) fills a portion of thermal insulator 604, leaving space for the fuel to vaporize and, optionally, mix with fresh air (represented by the unfilled, solid outline arrow) entering through air inlet 610 before exiting air / fuel outlet 608. In some embodiments, it is desirable to superheat the fuel rather than just vaporize it, in which case the fuel may be injected into the engine at higher pressure. In some embodiments, a fuel vaporizer heating element, such as spiral heating element 606, is electrically heated. Other embodiments use exhaust gases to heat the fuel (e.g., through heating of the entire fuel vaporizer, or using additional heating pipes configured to circulate exhaust gases through them, or a combination thereof). Care must be taken to monitor the temperature of the heating element 606 and / or the air / fuel mixture to prevent the vaporized fuel from coking in the fuel vaporizer and to prevent the air / fuel mixture formed in the vaporizer from spontaneously igniting. In some embodiments, fuel vaporizers that do not require pressurized air may be used with, for example, spark ignition engines, reaction-controlled compression ignition engines, and homogeneous charge compression ignition engines. In some embodiments, fresh air may be pressurized above the pressure in the engine's working chamber so that the fuel vaporizer may be used with compression ignition (CI) engines.

[0044] Combinations of the above disclosed fuel vaporizer embodiments may be used in a single device to achieve fuel vaporization and mixing.

[0045] The embodiments of the present invention described above are intended to be merely exemplary, and numerous variations and modifications will be apparent to those skilled in the art. All such variations and modifications are intended to be within the scope of the present invention as defined in the appended claims.

Claims

1. A hybrid drive, A load shaft; a motor / generator coupled to the load shaft; an internal combustion engine; an electromagnetic clutch configured to releasably couple the internal combustion engine to the load shaft, the electromagnetic clutch being disposed between the motor / generator and the internal combustion engine; a power supply coupled to the motor / generator and the electromagnetic clutch; a fuel carburetor coupled to the internal combustion engine, the fuel carburetor configured to provide a combustible air-fuel mixture to the internal combustion engine, the fuel carburetor including a body, a fuel inlet, an air inlet, an outlet for the air-fuel mixture, and a heater for rapidly vaporizing the fuel, the air inlet being disposed downstream of the fuel inlet at a location where the fuel is vaporized by the heater, and air flowing from the air inlet in a tangential direction to the flow of the vaporized fuel to cause the formation of an air vortex that mixes with the vaporized fuel from the fuel inlet, thereby forming the combustible air-fuel mixture; A hybrid drive equipped with

2. The hybrid drive of claim 1 , wherein the internal combustion engine is configured to both drive the load shaft and cause the motor / generator to charge the power supply.

3. The hybrid drive of claim 1 , wherein the internal combustion engine is configured to be started by energy from the power source delivered to the motor / generator.

4. A fuel carburetor of a type adapted for use with an internal combustion engine, the fuel carburetor comprising: a body, a fuel inlet, an air inlet, an outlet for an air-fuel mixture, and a heater for vaporizing the fuel, the air inlet being positioned downstream of the fuel inlet at a location where the fuel is rapidly vaporized by the heater, and air flowing from the air inlet in a tangential direction to the flow of the vaporized fuel so as to cause the formation of an air vortex that mixes with the vaporized fuel from the fuel inlet, thereby forming a mixture of air and fuel.

5. 5. The fuel vaporizer of claim 4, wherein the heater is powered by electrical means and / or exhaust gases.

6. 10. The hybrid drive of claim 1, wherein the heater is operated by electrical means and / or exhaust gases.

7. The aircraft having a hybrid drive according to claim 1 , further comprising a thruster coupled to the load shaft.

8. 10. The hybrid drive of claim 1, wherein the power supply includes an electronic control unit configured to switch an operating mode of the motor / generator to an operating mode selected from the group consisting of motor operation, generator operation, and combinations thereof.

9. The hybrid drive of claim 1 , 2, 3, 6, and 8, wherein the hybrid drive includes at least one other electrically powered component.

10. The hybrid drive of claim 9 , wherein the power supply is configured to deliver power to the at least one other electrically powered component.

11. The hybrid drive of claim 9 , wherein the at least one other electrically powered component is an additional electric motor.

12. 12. The hybrid drive of claim 1, wherein the motor / generator is configured to start the engine.

13. 13. The hybrid drive of claim 1, wherein the motor / generator is configured to start the engine prior to flight.

14. 14. The hybrid drive of claim 1, wherein the motor / generator is configured to restart the engine in flight.

Images