Systems and methods for implementing regional air traffic networks using hybrid electric aircraft

Abstract

To provide systems, apparatuses, and methods for overcoming the disadvantages of current air transportation systems that might be used for regional travel by providing a more cost effective and convenient regional air transport system.SOLUTION: In some embodiments, an air transport system, an operational method, and an associated aircraft according to the present invention include: a highly efficient plug-in series hybrid-electric powertrain (specifically optimized for aircraft operating in regional ranges); a forward compatible, range-optimized aircraft design that enables an earlier effect of electric air travel services as an overall transportation system and associated technologies are developed; and platforms for semi-automated optimization and semi-automated control of the powertrain, and for semi-automated optimization of determining a flight path for a regional distance hybrid-electric aircraft flight.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] Cross-reference of related applications

[0001] This application claims the benefit of U.S. Provisional Patent Application No. 62 / 043990, filed on 29 August 2014, entitled “System and Methods for Implementing Regional Air Transit Network Using Hybrid-Electric Aircraft,” which is incorporated herein by reference in its entirety (including its appendices) for all purposes. [Background technology]

[0002]

[0002] Transportation equipment and systems are an important part of the infrastructure used to enable commercial transactions and the movement of people between places. Thus they are fundamental services for economic growth, social development, and effective local governance. Transportation equipment and systems are used to move goods between delivery points, enable face-to-face meetings and discussions, and generally promote the growth of relationships. Furthermore, as new modes of transport are developed, travel time and cargo carrying capacity change dramatically, enabling new and often faster ways of communication and delivery of goods and services. Over the years, several basic types of transportation systems have been developed. However, typically each of them has its own focus, advantages, and disadvantages compared to other modes of transport.

[0003]

[0003] For example, in the United States today, for 100 years after the first powered flight, most (>97%) of regional long-distance travel (i.e., 50 to 500 miles) was done by private car. In countries with large rail systems, 10 to 15 percent of travel may have been replaced by rail, but still well over 80% of travel is done by car. This is inefficient and impractical (door-to-door time is relatively long), Air travel may not always be in the best interest of society as a whole, as it can cause pollution and rely heavily on existing highway infrastructure. However, current commercial air services covering this distance are often relatively expensive and inconvenient. One reason for this inefficiency is the relatively short flight distance, which means that a relatively large proportion (>70%) of the total travel time is spent on the ground (this "ground" time includes travel to and from the airport, time through terminals, time at gates, or time taxiing on the runway). As a result, air transport is generally not the preferred mode of transport in such situations, and currently, air transport is used for less than 1% of such regional travel.

[0004]

[0004] Air transport services for people and goods have nearly doubled every 15 years, enabling unprecedented global mobility and distribution of goods. In contrast, even assuming that almost all (94%) long-distance travel is regional, relatively low-value planning (and use) of air travel over regional distances can be considered a significant failure. In this sense, there is a proven need for a desirable form of regional air transport, but no desirable system to satisfy this need.

[0005]

[0005] The failure to develop an effective and efficient form of regional air transport has led to decades of stagnation in door-to-door travel times in the United States and has been a major limiting factor in improving mobility. It is highly undesirable that limitations on mobility affect business and tourist travel, job creation and employment opportunities, educational choices, and other factors that are favorable for social growth and prosperity. Some view it as the case that since the 1960s, airlines have been using larger aircraft. And as we move towards longer distances, the viability of regional air transport has actually been steadily declining in order to cope with competitive pressures and to lower the cost per passenger per mile of transport. Thus, current economic forces are shifting the existing methods of providing air transport away from the types of systems and methods described herein.

[0006]

[0006] As described below, conventional methods of providing air transport services for regional travel are not sufficiently convenient or effective for the purpose of promoting widespread use by potential customers. Embodiments of the present invention aim to solve these and other problems individually and collectively. [Overview of the project]

[0007]

[0007] As used herein, the terms “invention,” “the invention,” “this invention,” and “the present invention” are intended to refer to all subject matter broadly described herein and in the claims. Statements containing these terms should be understood not to limit the subject matter described herein, or to limit the meaning or scope of the claims. Embodiments of the invention as encompassed by this patent are defined by the claims and not by the summary of the invention. The summary of the invention is a high-level summary of various aspects of the invention and introduces some of the concepts further described in the following sections on embodiments for carrying out the invention. The summary of the invention is not intended to identify any important, necessary, or essential features of the claimed subject matter, nor is it intended to be used to separate the claimed subject matter. The subject matter should be understood by referring to the appropriate parts of the entire specification of this patent, any or all of the drawings, and each claim.

[0008]

[0008] As recognized by the inventors, the failure of modern air services to address the needs of regional air transport is a direct result of the use of conventional aircraft technology. It is well known to those skilled in the art that optimizing conventional aircraft for regional operations results in design and performance hindrances and adverse effects on efficiency. For example, gas turbines (jet engines and turboprop engines) suffer a significant decrease in efficiency at lower altitudes and slower speeds, and a further loss of efficiency when scaled to smaller dimensions. In addition, short runway operations are subject to dimensional losses, requiring wings and / or engines larger than the optimal dimensions for efficient cruising performance. As a result, larger aircraft over long distances offer the lowest operating costs per passenger mile, while costs increase sharply for aircraft covering distances of less than 500 miles and with fewer than 100 passengers (or equivalent to 25,000 pounds of cargo weight). Considering that ground mode or go-around mode is relatively less efficient, scaled-down gas turbines are less efficient for short-haul operations (for even shorter distances, ground or go-around time is significantly greater and accounts for a relatively larger proportion of the total travel time) compared to longer-haul operations. Please note that the cost will be higher.

[0009]

[0009] This inefficient cost relationship shapes much of today's air service landscape. Competition pressures are driving airlines towards larger aircraft and longer flights. This leads to fewer flights from fewer hub airports that can accommodate enough passengers to support larger aircraft. For example, while the United States has approximately 13,500 airports, 70% of air traffic is still concentrated in 29 hub airports, and 96% is concentrated in 138 hub airports. Fewer flights from a small number of increasingly congested hubs, which result in longer ground travel times, then lead to relatively lower utilization of air transport for regional travel purposes. Furthermore, more recently, airlines have been implementing "capacity controls." The increased emphasis on "discipline" will lead to airlines having fewer hub airports. This is leading to a search for a way to focus on the demands, which is only making the problem worse.

[0010]

[0010] Embodiments of the present invention aim to provide systems, apparatus, and methods for overcoming the disadvantages of existing air transport systems that may be used 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, functionalities, or functions: 1. That is, a series of highly efficient plug-in hybrid electric powertrains specifically optimized for aircraft operating within a regional range, 2. Forward-compatible, range-optimized aircraft designs that enable the earlier effectiveness of electric aviation services as an integrated transport system and enable related technologies to be developed. 3. A platform for semi-automatic optimization and control of powertrains, and for semi-automatic optimization of flight path determination for regional distance hybrid electric aircraft flights.

[0011]

[0011] In one embodiment, the present invention aims at a hybrid electric aircraft, which is a hybrid electric aircraft. Energy sources, including sources of stored electrical energy and sources of generated energy provided by generators, A powertrain capable of receiving input energy from an energy source and operating one or more electric motors accordingly. One or more propulsors, each propulsor being connected to at least one of one or more electric motors, A first set of instructions is a programmed electronic processor, and when executed, the first set of instructions provides one or more functions or processes for managing the operation of an aircraft, and these functions or processes Determine the current amount of available stored electrical energy and generator fuel for the aircraft. Determine the amount of stored electrical energy and generator fuel required for the aircraft to reach its intended destination. Determine the amount of energy that can be generated for an aircraft using currently available power generation sources. To determine how to optimally extract energy from sources of stored electrical energy and generated energy, The electronic processor includes a function or process for determining a powertrain reconfiguration and revised control strategy for continuing flight in the event of a failure or abnormal operation of a powertrain component, and A second set of instructions is a programmed electronic processor, and when executed, the second set of instructions provides one or more functions or processes for planning a flight for an aircraft, and these functions or processes Access data on the total amount of currently available stored electrical energy and generator fuel for aircraft. Determining whether the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient for the aircraft to reach its intended destination, including considering a first aircraft operating mode in which 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. If the amount of stored electrical energy and generator fuel currently available to the aircraft is sufficient for the aircraft to reach its intended destination, then the route to the intended destination will be planned. The amount of stored electrical energy and generator fuel currently available for the aircraft is If sufficient to reach the intended destination, plan how to optimally extract energy from stored and generated energy sources 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 for the aircraft to reach its intended destination, then a route to an intermediate destination will be planned, and planning a route to an intermediate destination will be necessary. determining one or more possible energy suppliers and / or fuel suppliers; determining whether available stored energy and generator fuel are sufficient to reach at least one of the suppliers; creating a route to at least one supplier; further comprising planning how to optimally extract energy across the route, the electronic processor comprising a function or process therefor; a communication element(s) operable to transfer data from the aircraft to a remote data processing platform or operator and receive data from the remote data processing platform or operator to enable the exchange of data regarding one or more of the route plan or recharge and fuel supply sources.

[0012]

[0012] In another embodiment, the present invention is directed to a regional air transportation system including a plurality of hybrid electric aircraft of the present invention and a plurality of aircraft departure or landing sites, each departure or landing site being operable to provide a recharge service for a source of stored electrical energy and fuel for a source of power generation energy, and a data processing system or platform operable to provide route plan data to one or more of the plurality of hybrid electric aircraft.

[0013]

[0013] In yet another embodiment, the present invention is directed to a non-transitory computer-readable medium housing a set of instructions, which when executed by a programmed electronic processing element, causes the set of instructions to cause an apparatus housing the electronic processing element to determine the status of the amount of stored electrical energy and the amount of generator fuel currently available to a hybrid electric aircraft; determine the amount of stored electrical energy and the amount of generator fuel necessary for the hybrid electric aircraft to reach its intended destination; Determine the amount of energy that can be generated by the available power generation energy sources for a hybrid electric aircraft, Determine how to optimally extract energy from the stored electrical energy and the power generation energy sources, and In the case of a failure or abnormal operation of a component within the power train, determine the reconfiguration of the power train and a revised control strategy for the continuation of flight.

[0014]

[0014] Other objects and advantages of the present invention will be apparent to those skilled in the art upon examination of the detailed description of the invention and the included figures.

[0015]

[0015] Embodiments of the present invention according to the present disclosure are described with reference to the drawings.

Brief Description of the Drawings

[0016] [Figure 1] A schematic diagram illustrating certain basic components, elements, and processes that may exist within an implementation of an embodiment of the transport system 100 of the present invention. [Figure 2] A schematic diagram illustrating certain basic components, elements, data flows, and processes that may exist within an implementation of an embodiment of the transport system 200 of the present invention. [Figure 3] A schematic diagram further illustrating certain basic components, elements, and processes that may exist within an implementation of an embodiment of the transport system 300 of the present invention. [Figure 3a] A flowchart or flow diagram illustrating a process, method, operation, or function for determining the necessary recharge and fueling services at the destination airport, which may be used in an implementation of an embodiment of the system and method of the present invention. [Figure 3b] A flowchart or flow diagram illustrating a process, method, operation, or function for determining the in-flight recharge and fueling services to the destination airport, which may be used in an implementation of an embodiment of the system and method of the present invention. [Figure 4] This is a schematic diagram further illustrating certain basic components, elements, and processes that may be present in the implementation of an embodiment of the transport system 400 of the present invention. [Figure 5] This is a schematic diagram illustrating an embodiment of the distance-optimized hybrid electric aircraft 500 of the present invention, which may be used in the implementation of the regional air transport system of the present invention. [Figure 6] This is a schematic diagram illustrating a variable-pitch ducted electric blower-integrated propulsion system 600, which may be used in an embodiment of an electric hybrid aircraft that is part of the air transport system of the present invention. [Figure 7] This is a schematic diagram illustrating a powertrain 700 and its associated elements, which may be used in an embodiment of an electric hybrid aircraft used as part of an air transport system of the present invention. [Figure 8] This is a schematic diagram of a series of hybrid drive configurations 800 for a typical aircraft, which may be used in carrying out embodiments of the transport system of the present invention. [Figure 9] This is a schematic diagram illustrating an exemplary user interface 900 for use by a pilot in an embodiment of the aircraft of the present invention. [Figure 10] This is a schematic diagram illustrating basic functional elements or modules of a powertrain optimization and control system (POCS) which may be used in an embodiment of an electric hybrid aircraft, which may also be used as part of the air transport system of the present invention. [Figure 11] This is a schematic diagram illustrating basic functional elements or modules of a POCS that may be accessed and used to control or modify processes on an aircraft in an embodiment of the air transport system of the present invention. [Figure 12] An interface configuration for an exemplary powertrain 1200 is shown, which is connected to a POCS (Power Control Unit) via several interfaces / connectors 1202 for the purpose of sensing performance parameters and returning control signals to the powertrain or its control system components. [Figure 13]This schematic diagram illustrates an exemplary flight path optimization for an aircraft, which may be generated by a Flight Path Optimization Platform (FPOP) and used at least partially to control the operation of the aircraft, in an embodiment of the regional air transport system of the present invention. [Figure 14] A flowchart or diagram illustrating certain inputs, functions, and outputs of a flight path optimization platform (FPOP) which may be used to determine or revise flight paths for an electric hybrid aircraft which may be used as part of an air transport system of the present invention. [Figure 15] This is a flowchart or diagram illustrating a hybrid electric aircraft design process that may be used to implement an embodiment of the air transport system of the present invention. [Figure 16] This is a schematic diagram of an embodiment of a hybrid electric aircraft designed according to the principles and processes described herein. [Figure 17] This is a schematic diagram illustrating the efficiency of a certain aircraft and propulser configuration as a function of flight altitude and required power output. [Figure 18] This is a schematic diagram illustrating several regional zones and associated airports or landing areas, which may be used as part of implementing an embodiment of the regional air transport system of the present invention. [Figure 19] This is a schematic diagram illustrating elements or components that may be present in a computer device or system 1900 configured to carry out a method, process, function, or operation according to an embodiment of the present invention.

[0017] Note that the same numbers are used throughout the disclosure and figures to refer to similar components and functions. [Modes for carrying out the invention]

[0018]

[0037] Hereinafter, the subject matter of the embodiments of the present invention is described in a manner that satisfies 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 processes, and may be used in conjunction with other existing or future technologies. This description should not be construed as implying any particular order or arrangement among the various processes or elements unless the order of arrangement of individual processes or elements is explicitly described.

[0019]

[0038] Embodiments of the present invention will be described in full below with reference to the accompanying drawings, which form part of this specification and illustrate exemplary embodiments by which the invention may be carried out. However, the invention may be embodied in many different forms and should not be construed as being limited to the embodiments described herein, but rather these embodiments are provided so as to satisfy the legal requirements of this disclosure and to communicate the scope of the invention to those skilled in the art.

[0020]

[0039] In particular, the present invention may be embodied as a system, as one or more methods, as one or more elements of an aircraft or transport system, as one or more elements or functional modules of an aircraft (flight) control system or a regional aircraft transport system control system, or as one or more devices, in whole or in part. Embodiments of the present invention may take the form of hardware implementing the embodiment, software implementing the embodiment, or embodiments combining software and hardware embodiments. For example, in some embodiments, one or more of the operations, functions, processes, or methods described herein for use in aircraft flight control or flight control of a transport system (or other forms of control) may be one or more suitable processing elements (such as processors, microprocessors, CPUs, controllers, etc.), servers, or computing or data that are part of a customer device. This may also be carried out by other forms of processing units / platforms, which are programmed with a set of executable instructions (e.g., software instructions), and the instructions are suitable for data storage. It may be stored within the element. In some embodiments, one or more of the operations, functions, processes, or methods described herein are performed by a specialized form of hardware such as a programmable gate array, an application-specific integrated circuit (ASIC), or similar. It may be implemented in this way. Therefore, the following detailed explanation should not be taken as restrictive.

[0021]

[0040] Before describing several embodiments of the aircraft and related regional air transport networks of the present invention, it should be noted that the following abbreviations or terms may be used herein and that they have at least the meaning shown with respect to a concept, process, or element. • ADS-B: Broadcast-type automated dependent surveillance - Air-to-air and air-to-ground communications and data enabling NextGen air traffic control. • ATC: Air Traffic Control - Refers to both the controller assigned to an aircraft and the flight path. • BPF: Blade Passage Frequency, expressed in Hz for ducted blowers. Calculated by dividing the rotational frequency (Hz) by the number of blades. Conventional aircraft engines: Combustion engines currently used to provide thrust to aircraft, including but not limited to reciprocating or rotary internal combustion engines, gas turbines, turboprops, turbojets, turbofans, and ramjets. • COT: Cost of Time - In this context, the cost of time for passengers or payloads. This refers to the cost of time allocated to passengers, while the cost of time for cargo is much lower. For example, a business jet allocates a very high cost of time to passengers, while the cost of time for cargo is much lower. It is a measure of the "value" of a certain amount of time for a particular passenger, a piece of cargo, etc. (and thus a factor in pricing). • DOC: Direct operating costs, energy (fuel and / or electricity), energy conservation units It is calculated as the sum of the depreciation of the kit and the maintenance reserve for the aircraft and range extension generator or engine. • Ducted blower: A multi-blade aerodynamic propulsioner positioned within an axial flow duct. The duct is shaped to maximize the blower's efficiency. • FMS: A built-in computer system that controls an aircraft through a flight management system, autopilot, and autothrottle interface. The FMS is typically programmed before takeoff and allows the aircraft to fly to its destination with little to no pilot intervention. • I: Includes indirect costs of time-based operations, aircraft depreciation, crew costs, insurance, etc. • Mach number: The ratio of a vehicle's speed to the speed of sound. • Range extension generator: May consist of an internal combustion engine, each driving one or more motor generators, or may consist of a unit that directly converts stored chemical energy into electricity (e.g., a hydrogen fuel cell). • Rechargeable energy storage unit: Consists of a battery pack, supercapacitor, or other medium (or combination thereof) for storing electrical energy, and the operation and safety of the pack It is connected to a battery management system (multiple systems) that manages the entire system. Each pack may have multiple individually removable battery modules, and may operate some of these modules or all of them. It is also referred to as an "energy storage unit". • Solidity: A measure of the area of ​​the propeller disk occupied by the blades. It is defined as the ratio of the total chord of the blower disk at a given radius to the periphery at that radius. • STOL: Short Take-Off and Landing - While not a strict definition, it implies significantly shorter runway lengths and steeper approach angles than non-STOL aircraft of similar dimensions. • TDI: Turbo Diesel Injection - A compression ignition engine that uses boosted intake manifold pressure.

[0022]

[0041] In some embodiments, the transportation network of the present invention is optimized for airports (and associated ground transport options), aircraft, and regional electric air transport services. It may be defined by the supply mechanism. This combination of technology, process, apparatus, and control method may be used to provide users with multiple benefits. Regional electric air transport offers significantly shorter door-to-door travel times and costs per mile compared to alternative modes of transport (i.e., highways, high-speed rail, and conventional air routes). As a result, the system of the present invention promotes and supports the following four large-scale applications: A. Commercial Scheduled Flights: Regional electric aviation can offer twice the door-to-door speed of conventional air travel at roughly half the price, along with convenience and comfort. Unlike today's highly concentrated air networks, where large aircraft fly long distances to a set of high-demand hubs, the regional electric aviation network of the present invention is (much) more dispersed. Smaller aircraft flying lower serve numerous community airports. More scheduling and destination options, along with less congested routes, will result in a far more personalized travel experience than what is available from air travel today. Regional electric aviation will serve two main demand groups: point-to-point flights and feeder flights. Point-to-point flights typically serve a pair of destinations within a region, bypassing conventional aircraft and hub airports. Feeder flights transport passengers from their local regional airport to more distant conventional hubs to connect to long-haul flights outside the region. Conversely, feeder flights transport passengers arriving on long-haul flights to their local regional airport. Both approaches dramatically reduce door-to-door travel times, not only locally but also for long-distance journeys, by avoiding congested hubs and reducing ground traffic. B. Business and On-Demand: The value proposition of regional electric aeronautical transport systems for business and on-demand travel is also strong. Electric aircraft offer comfortable travel over regional ranges at 80-90 percent lower costs than business jets. In addition, their quiet STOL (short take-off and landing) capabilities open up access at all times to a number of smaller airport options, enabling door-to-door times comparable to faster business jets, which require longer runways and cause noise pollution and other problems. Furthermore, the disruptive low cost of electric aeronautical transport will expand the demand for this form of travel, while shared-use technologies multiply the options for use. In addition to the air taxi, charter, and split-ownership modes available today, this capability can also be offered on a shared-use or on-demand basis. For example, in shared-use flights, empty seats on existing flights are offered to other passengers, often at a lower fare. On-demand flights, on the other hand, are scheduled based on the number of passengers. These include on-demand markets that allow for passenger demand for flights and enable flight scheduling based on a combination of demand and historical demand patterns. C. Cargo: Even with regional transport infrastructure stagnating over the past several decades, the demand for expedited delivery of goods has multiplied many times over, driven by the rapid growth of online commerce. Electric air transport offers a disruptive alternative by providing door-to-door speeds four to five times faster than ground transport at an equivalent or lower cost. This is made possible through cargo flights (manned, remotely pilot-controlled, or autonomous) from a regional logistics hub or a nearby airport to a local depot or a nearby airport. For example, expedited delivery of goods to a home or business is made possible by electric air transport cargo flights between a regional distribution center and a local supply depot. An electric aircraft is loaded with cargo routed to one or more local supply depots at the distribution center. Once loaded, the aircraft takes off from an adjacent or nearby airfield for a regional flight to an adjacent or nearby airfield for each of the local supply depots to which the cargo is destined. Delivery from a local depot to its final destination may utilize existing modes (e.g., delivery trucks) or one of several newly emerging platforms (e.g., autonomous vehicles, delivery drones). In another embodiment, rapid delivery of goods to their place of use can be enabled by electric aerial transport flights from a corresponding production site (e.g., manufacturing facility, farm) or logistics hub (e.g., warehouse, transport terminal). The electric aircraft are loaded at the production site or logistics hub and take off from a nearby airfield for rapid flight to an airfield near the point of use. D. Military: In contrast to the phenomenal advancements in military technology over the past few decades, the development of platforms for transporting troops or cargo over regional distances has stagnated considerably and remains largely limited to ground convoys or conventional aircraft or rotary-wing aircraft, which are far less cost-effective. By enabling the shift from ground to electric aircraft for portions of supply convoys in much the same way as cargo, electric aircraft can transform regional military logistics. This would reduce exposure to enemy attacks and increase the speed of the supply chain by a significant factor (estimated to be more than 5 times) at a cost equivalent to or lower than ground transport. For example, from a theater logistics hub to a forward aircraft... It may be possible to enable rapid supply to the ground by electric aerial transport flights. Troops and cargo can be loaded onto electric aircraft at a logistics hub and routed to one or more forward bases. Once loaded, the aircraft take off from a nearby airfield for a local flight to each of the airfields near the destination forward base. Delivery can also be done without touching down at the forward base, using parachutes or other mechanisms to safely direct the cargo to the base. Other opportunities include replacing conventional aircraft or rotary-wing aircraft in tactical transport missions due to faster travel, increased stealth, and significantly lower costs. E. Manned and Unmanned: Assuming the rapid and continuous development of autonomous vehicles and remotely piloted drones, the four applications of the regional electric air transport services described above will be different from those of conventional pilots. This may include not only aircraft with a degree of autonomy, but also aircraft designed with an increased degree of autonomy. These include pilot-operated aircraft with backup control by a remote pilot, unmanned aerial vehicles controlled by a remote pilot, and semi-autonomous aircraft with backup control by a remote pilot.

[0023]

[0042] In one embodiment, the regional air transport network of the present invention may include four classes of airports, most of which have runways (or pads for VTOL aircraft) exceeding 1,500 feet, and which are differentiated based on their respective roles within the regional network and the degree of equipment to support high-frequency hybrid electric flight. Regional Tier I, Tier II, and Tier III airports. These are the primary nodes in the regional network. Tier I airports are best equipped for high-frequency electric flight and provide rapid recharging and exchange stations, as well as all-weather and nighttime operation capabilities. Some Tier I airports may also be used for scheduled flights of conventional aircraft. Tier II airports include rapid recharging and exchange stations, while Tier III airports have basic recharging capabilities on the apron. Unlike traditional hub airports, regional airports offer fewer or less extensive ground services (e.g., baggage, security) to accommodate relatively lower traffic and smaller aircraft. This allows for quicker transit through the airport and further reduces door-to-door travel time. • Large hub airports within a mainline region. Some large commercial hub airports located within a region that have support for small to medium-sized hybrid electric aircraft. These may include dedicated short runways, non-interfering flight corridors, relatively rapid recharging and exchange stations, and rapid passenger transport from regional electric aircraft flights to conventional aircraft flights and from conventional aircraft flights to regional electric aircraft flights. Assuming that most regional electric flights are "non-sterile," hub airports may also include facilities for accessing the sterile areas of the airport to this traffic (e.g., baggage and security services for arriving regional passengers). • Regional service hub airports. Regional airports equipped to service and accommodate electric aircraft. These are typically part of a regional Tier I or Tier II airport and typically include aprons, maintenance facilities, and operations centers. • Cargo airports. Airports that enable regional transport of goods between network hubs or distribution centers and local delivery depots. These may be equipped for high-frequency electric flight, like the Tier I, Tier II, and Tier III airports described above, and may include shared cargo and passenger facilities. These cargo airports are typically located near the origin of the goods (e.g., network hubs, distribution centers) or the destination of the goods (e.g., local delivery depots).

[0024]

[0043] In some embodiments, aircraft and associated regional air transport networks optimized for the hybrid electric range of the present invention may offer a relatively quieter, more cost-effective, energy-efficient, and more convenient mode of transport, while also providing several related social and economic benefits. Such benefits include a reduced need to rely on automobiles for regional transport, which is expected to provide a reduction in pollution and traffic congestion. The aircraft and systems of the present invention may also save passengers time, leading to increased productivity, promoting greater regional development and housing supply, supporting decentralized living and working arrangements, and creating new markets for connected transport services.

[0025]

[0044] To enable the realization of opportunities offered by more effective and efficient regional air transport systems, the inventors recognized the need to enable several devices, systems, data processing methods, and technologies. These include hybrid electric aircraft with highly efficient and quiet short takeoff capabilities, as well as regional air transport "in close proximity" to communities and densely populated urban areas. This includes, but is not limited to, relevant technologies for operation and appropriately optimized technologies. Furthermore, there is a need for a regional transport network consisting of such aircraft, supporting airports, and appropriate supply-demand harmonizing mechanisms. Elements of embodiments of the present invention are designed to address these and other needs. In particular, embodiments of the systems and methods of the present invention may include one or more of the following: A series of highly efficient, plug-in hybrid-electric powertrains optimized for regional ranges. This powertrain may be designed to minimize energy requirements by sizing the powertrain slower for longer ranges than for rapid cruising over a predetermined percentage of the distance representing the majority of the flight. This allows for a smaller generator size by having less output than required for standard cruising, so that the energy storage unit is continuously used and completely depleted during the flight (less than the reserve required by the FAA). This also allows for a relatively high energy storage mass ratio in the range of 12–20% of the aircraft's gross weight. This higher ratio of electric storage to generated output compared to conventional hybrid designs (and often using generators optimized for cruising modes) is one key to the lower DOC (than conventional aircraft) of 65–80% achieved by the design of the present invention. Further reductions are possible with propulsor regenerative braking and all electric ground operations. • Range-optimized aircraft design enables the initial benefits of electric aviation. Previous efforts to design commercial electric aircraft have focused on achieving dimensions, speed, and range capabilities comparable to conventional aircraft. Assuming energy scaling for distance × speed squared, this results in designs that are either "moderately electric" with only small energy savings, or more electric but requiring advanced electrical technology. This leads to the prospect that electric aviation will achieve limited savings in the short term, and that it will take decades or more for key technologies to mature. In contrast, by adapting the aircraft of this invention to a regional range and reducing speed, altitude, and dimensions, the "range-optimized" design of this invention can achieve significantly lower DOC based on technologies that will be available in a significantly shorter timeframe. This can accelerate time to market by many years. • The degree to which “future assurance” (such as prevention of relatively early technical or business-related obsolescence) is incorporated through modular, forward-compatible powertrain propulsion coupled to a forward-compatible airframe. As with rapidly improving electric vehicle technology, a major barrier to the early adoption of innovation-driven electric aircraft is obsolescence. Potential impediments to the adoption of this electric aircraft and associated transport system are countered by modularity, i.e., forward-compatible design of the powertrain, propulsion, and airframe that allows for technology upgrades through simple module replacement. This enables the early deployment of hybrid electric aircraft that achieve continuous improvement of DOC through upgrades to keep pace with improvements in energy conservation technology and / or operational efficiency. Another key enabler is the hybrid aircraft powertrain optimization and control system (hereinafter referred to as “POCS”) of the present invention. This platform enables optimal performance To achieve this, the operation of the modular powertrain is adjusted based on the characteristics of the onboard energy storage units and generators. As a result, technological upgrades can easily adapt to the purpose, speed, efficiency, and noise of the flight, and the payload is transformed to control the powertrain in a way that makes the best use of the onboard modules without requiring detailed operator or pilot intervention. • Quiet operation with short take-off and landing (STOL) capability enables "close-range" flight and facilitates community acceptance. Quiet STOL capability dramatically improves an aircraft's ability to fly "close-range" to communities and reservations, resulting in a significant reduction in door-to-door travel time. STOL allows aircraft to bypass congested hubs and operate to smaller community airports (more than 13,000 in the U.S.). Quiet operation facilitates community acceptance, which is often a limiting factor for such flights. The systems and aircraft of the present invention reduce runway requirements and lower noise levels by using quiet operation. A variable-pitch fan with a silent electrical duct (referred to herein as "eFan") for propulsion. This will enable operation at the majority of existing airports. The fan design proposed in this invention is aerodynamically and acoustically optimized for moderate speeds and altitudes of range-optimized aircraft. This includes the use of a low-pressure ratio variable-pitch fan, the adaptation of the propeller blade pitch to the flight mode for greater efficiency, and the use of regenerative brakes instead of spoilers, which typically generate noise. The fan is driven by one or more high-density electric motors positioned in the center of the duct and connected to the fan directly or, optionally, through an elliptical reduction gear. The high torque at low RPM of the electric motors coupled to the high-stability thrust of the ducted fan results in good STOL performance. The combination of low fan wingtip speed, acoustic design of the fan stator and duct, and acoustic treatment of the duct results in remarkably low noise characteristics. As an additional advantage, the increased safety and "jet-like" appearance of the ducted fan are expected to translate into strong consumer appeal compared to open-type propeller aircraft, which are often used for regional operations. This aircraft and powertrain also include other features intended to reduce cabin noise and ambient noise. • A distributed regional hybrid electric air transport network for passengers and cargo, enabling the effective large-scale operation of electric aircraft of the present invention. Today's air services require passengers (or cargo carriers) to adapt their travel to the flight patterns of large, cost-competitive aircraft. In contrast, and as recognized by the inventors, hybrid electric technology allows aircraft and flight patterns to be adapted to the needs of passenger travel. This is implemented through a distributed regional electric air transport network operating from a relatively large number of neighboring 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 unique requirements for the components and processes used to implement and operate this network. These are described herein and also include requirements for supply-demand harmonizing mechanisms for airports (including ground transport options) and aircraft. With respect to airports, in one embodiment, this includes four classes of airports, all having runways (or VTOL pads) exceeding 1,500 feet, and is differentiated based on its role within the regional network and the extent to which the airport is equipped to enable high-frequency electric flight. In one embodiment, the aircraft includes a hybrid electric aircraft designed for "fuel-saving" operations during flight and for low-service community airports on the ground. These elements are interconnected, and their use is optimized using next-generation regional capacity management to improve aircraft seat occupancy and utilization. • Development and use of fault-tolerant designs for aircraft powertrains for aerospace-grade safety, a critical requirement for large-scale applications of hybrid electric powertrains. In one embodiment, this is addressed by designing the powertrain to a relatively high degree of redundancy to ensure continued safe flight in the event of a failure, and by assisting the optimization and control system ("POCS" system). This may include features that provide redundancy in the event of failure of power sources, converters, sensors, or motors, among other elements or processes. Other safety features may include those used to prepare the powertrain before a crash to ensure that the platform and modules respond to impact in a manner that minimizes risk to aircraft occupants. • The use of a powertrain designed for semi-automated optimization and control is a key factor in enabling pilot acceptance and high-frequency operation at optimal efficiency. The key to pilot acceptance of a hybrid electric aircraft is a control platform with a simple pilot interface that mimics the operation of a conventional aircraft. This platform (an embodiment of which is illustrated in Figure 9 and further described herein) optimizes the operation of the powertrain module across the integrated powertrain (e.g., generator operation in mid-flight) and for each module (e.g., The motor RPM and torque should be set for maximum efficiency. Furthermore, the control platform The form (i.e., POCS) should support the safe operation of the powertrain through appropriate fault isolation and recovery mechanisms. Other functions of the control platform may include streamlined powertrain preparation and pre-flight inspection, assisted diagnostics and post-flight maintenance, and simple calibration after power module replacement. Many of these functions or requirements are made possible through a Powertrain Optimization and Control System (POCS) that functions as a single control platform for the noted powertrain and its modules. • An automated optimization method for creating and modifying flight paths for regional hybrid electric flights. Note that, unlike long-distance flights with conventional jets, determining the optimal path for one or more regional hybrid electric flights (typically flying at altitudes <30,000 feet) using clearly defined optimal altitudes and speeds is more complex. For example, the different operational characteristics of various power sources, based on the degree to which a generator is required during flight, result in variations in the optimal flight altitude. Therefore, determining the optimal path requires considering the physical conditions during the flight (e.g., terrain, weather, and flight distance), and the pilot's flight characteristics. The power source operating characteristics must be considered along with preferences for the route (e.g., high speed or economical). In some embodiments, defining the optimal flight path and refining these as conditions released during flight is made possible through a flight path optimization platform (hereinafter referred to as "FPOP," and described with reference to Figures 13 and 14) working in conjunction with a flight management system (FMS) and a POCS.

[0026]

[0045] Figure 1 is a schematic diagram illustrating certain basic components, elements, and processes that may be present in an implementation of an embodiment of the transport system of the present invention. As described herein, the transport system of the present invention, as well as related equipment and processes, may include a distributed air traffic network for regional transport based on small to medium-sized (6 to 90-seat) hybrid and electric aircraft (with VTOL / STOL capabilities). These are used to complement the current conventional long-haul air transport systems that are concentrated in a few hub airports.

[0027]

[0046] The air traffic network is adapted for high-frequency operation of electric aircraft to numerous regional airports currently not adequately served by conventional air travel, as well as for operations with minimal impact on major hub airports. This offers airlines, public transport operators, air taxis, charter operators, and cargo operators profitable, scheduled or flexible, and on-demand flights across regions at a cost structure competitive with long-haul air travel. The transport network of the present invention provides significantly shorter door-to-door travel times and lower total costs per mile than alternative regional modes of transport (i.e., highways, rail or high-speed rail, and conventional air routes). In some embodiments, this is achieved through convenient, high-frequency, "proximity," and community- and settlement-neighborhood regional airports using the quiet, range-optimized hybrid electric aircraft of the present invention.

[0028]

[0047] As shown in the figure, embodiments of the transport network 100 of the present invention may include one or more regional subnetworks 102. Each subnetwork 102 may belong to a region of a country, a state, or other geographical area. Each subnetwork 102 typically includes several cities and one or more regional or hub airports 104 from which one or more of the aircraft 106 of the present invention operate. Each regional aviation or hub airport 104 may include elements and services to assist in aircraft scheduling and “refueling.” Refueling refers to recharging or replacement of energy storage units and adding fuel for range extension generators (as indicated in the figure by “Recharging and Refueling Services” 108). Scheduling, refueling, and management of other services (such as record keeping) may be carried out by one or more service platforms 110. Such platforms are This may include systems used for accessing and processing flight-related diagnostic information, operating refueling stations, and scheduling refueling operations. In some embodiments, the service platform 110 may include processes that have the capability to harmonize supply and demand for flight scheduling, create available components in an efficient manner, or perform other desirable harmonizing or optimization processes related to the management of networks and their components.

[0029]

[0048] Figure 2 is a schematic diagram illustrating certain basic components, elements, data flows, and processes that may be present in an implementation of an embodiment of the transport system of the present invention. As shown in the figure, such a system 200 may include an implementation of a hybrid electric regional aircraft 202 of the present invention. The aircraft 202 includes embodiments of the hybrid powertrain 203, powertrain optimization and control system (POCS) 204, flight path optimization platform (FPOP) 205, flight management system (FMS) 206, and communication capability 207 for transferring messages and data to other components or processes of the system 200 as described herein. A regional air transport operator 210 may include a set of processes for use in flight planning and other scheduling or management operations related to one or more airports and their associated aircraft operations. Communication capability 207 may be used to transfer data relating to aircraft payload, flight path, and energy status (among other parameters) to the regional air transport operator 210. Data obtained from and / or processed by one or more of the aircraft 202 and / or transport operators 210 may be used to assist in flight scheduling via the regional capacity management platform or process 212, to assist in the management and scheduling of the “refueling” process via the recharge-refueling platform 214, or to assist in monitoring the aircraft’s operation during and after flight (for the purpose of pilot logging and diagnosing any problems) via the POCS online process or platform 216.

[0030]

[0049] As illustrated by the diagram, demand for regional air transport services may be driven by various types of bookings, as well as the availability of aircraft, parts, and pilots. Such information 218 is typically used by a regional capacity management platform or process 212 to determine the appropriate number and type of flights to make available to customers. Similarly, fuel / energy / power service providers may use information regarding flight scheduling, fuel needs, available fuel (such as charged modules), and sales / payments 220 to schedule refueling operations via a recharge-refueling platform 214 and to respond to payments for these operations. Aircraft manufacturers 222 typically provide information regarding the structure and operation of their systems to aircraft and POCS online processes or platforms 216 for use in assisting pilots or processes in operating aircraft and diagnosing problems.

[0031]

[0050] Figure 3 is a schematic diagram further illustrating certain basic components, elements, and processes that may be present in the implementation of an embodiment of the transport system 300 of the present invention. As suggested by the figure, the aircraft and pilot 318 may utilize one or more systems, platforms, modules, or processes (suggested by “FMS,” “FPOP,” “POCS,” “On-site RRP”) as part of the aircraft scheduling or operation. The on-site recharge-fueling platform (“On-site RRP”) assists the pilot by determining the optimal recharge and fueling services required in flight or at the destination by utilizing one or more systems, platforms, modules, or processes (suggested by “Recharge and Refueling Assistant,” “Service Provider Database,” “Preferences”). Alternatively, the decision on recharge and fueling may be made by the regional air transport operator 302 based on information provided by the aircraft and pilot 318. The refueling platform assists these similarly, as shown. Information about recharge and refueling services requested by the pilot or operator, as well as schedules proposed by service providers, are exchanged between the recharge-refueling platform online 316 and the aircraft and pilot 318 or regional air transport operator 302 via a suitable interface 308. The recharge-refueling platform online 316 may utilize one or more systems, platforms, modules, or processes (as suggested by “Service Schedule Creation,” “Service Calendar and Log,” “Supplier Database,” “Payment Platform,” “Platform Mapping,” etc.) as part of providing recharge and refueling schedules, processing payments for such services, etc. Similarly, data can be used for recharge-refueling The supply platform online 316 may be exchanged with the airport fuel service provider 306.

[0032]

[0051] As shown, airports / airfields served by the regional electric aeronautical transport system of the present invention may provide various levels of rapid replacement and recharging infrastructure to enable high-frequency electric flight. Recharging stations operate to enable standard and rapid charging of aircraft energy storage units in place, while replacement stations operate to replace discharged or partially discharged energy storage units and swap them with charged ones. The aircraft of the present invention includes bays housing standard and extended energy storage units, which may each be modular to allow the removal of individual modules with standard or extended packs. As a result, replacement may involve replacing existing modules with smaller or larger numbers based on operator requirements (such as next flight speed, range, payload, and cost).

[0033]

[0052] It should be noted that an aircraft's speed, range, payload, and operating costs are determined to a considerable extent by its onboard energy storage capacity. Consequently, the ability to add or remove energy-supplying modules allows performance to be adapted to specific flight needs. For example, in flights below the design payload, the operator can reduce operating costs and / or increase the electric range by adding energy storage units weighing up to the design payload minus the actual payload, thereby reducing the required reduced fuel. Conversely, the operator can adapt to payloads higher than the design by removing energy storage units weighing more than the payload excess and adding the additional fuel needed for the flight. This ability allows the operator to reduce costs on the leg when the aircraft is underloaded and to adapt to overloaded flights. Furthermore, to enable efficient module replacement and recharging, the transport network may be supported by software and communication platforms 312 that allow pilots or regional air transport operators to determine energy needs and communicate these to fuel service providers at the destination airport or multiple airports en route to the destination.

[0034]

[0053] As described, a block diagram of an embodiment of the recharge-refueling platform 304 is shown in Figure 3. An aspect of its operation is illustrated by Figure 3a, which is an exemplary flowchart or flow diagram of a process for determining the necessary recharge or refueling service at a destination, and Figure 3b illustrates the determination of such service en route to the destination. These processes or operations are performed by the “Recharge and Refueling Assistant” module or process of the field embodiment 314 of platform 304 based on the requirements of the pilot or operator.

[0035]

[0054] The processes or process flows illustrated in Figures 3a and 3b depend on multiple factors. These include the payload and energy requirements of the route leg, the onboard energy storage capacity and remaining charge, and the turnaround time and cost to determine the replacement and recharge requirements. These parameters and data are typically communicated to the airport fuel service provider 306 along with the flight details, ETA, and turnaround time. This allows the provider 306 to schedule the service and prepare to ensure that replacement or recharge is carried out quickly and properly. To assist the pilot in recharging and refueling at the destination airport, platform 304 determines the additional energy required for the next flight (e.g., flight segment) and at the airport. Create viable options based on the capabilities of preferred service providers.

[0036]

[0055] Such options may include one or more of the following: adapting the stored energy capacity to the payload, adding stored energy units to flights with lower payloads to improve energy efficiency, or removing units in flight that require additional payload. Options may also include replacing or recharging stored energy units based on one or more of the following: cost, turnaround time, or impact on the operating life of the stored energy units. These options are presented to the pilot along with the cost and time required, and the pilot's selection of the desired option is sent to the service provider 306 to schedule the service. Similarly, to assist pilots receiving service in flight to their destination, platform 304 determines the aircraft's range, assuming the remaining onboard energy and any additional energy required for the next leg. This may be done to create viable pilot options based on the service provider within the aircraft's range, along with the cost and time impact of each selection. It should be noted that platform 304 may be used to assist in planning recharging and refueling for a single flight, for a series of consecutive flights, or for flights with multiple legs. For consecutive services for multi-step travel, the pilot's selection is made based on guidance from the platform and sent to the service provider. During transit, the need for recharging and refueling, as well as the schedule, will be regularly refreshed based on the progress of the flight, and will be communicated to the service provider whenever these differ significantly or meet specific rules or conditions.

[0037]

[0056] To ensure that such transactions are conducted efficiently and using standard transaction authentication, authorization, and processing techniques, the recharge-refueling platform 304 also provides support for billing, payment, and account management. Energy storage units may be owned by the aircraft operator, in which case replacement units would be pre-deployed based on flight patterns, much like replacement parts today. Energy storage packs may also be owned by a service provider or a third party and leased to the aircraft operator as a service. The service provider stores and recharges spare packs and replaces them with discharged packs as needed.

[0038]

[0057] The recharge-refueling platform 304 comprises a set of on-site functional modules 314, which are installed on an aircraft or operated within the premises of a regional air transport operator, and a set of online functional modules 316, which are accessible via the Internet or other suitable communication network. It should be noted that the services provided by the operator of such a platform are referred to herein as recharge / refueling, which may also include the replacement of energy sources, and that such replacements may involve adding or reducing the total number of battery packs as required by operational needs. The recharge-refueling platform facilitates highly efficient refueling operations between hybrid-electric aircraft, regional air transport operators, and airport fuel service providers. Connect and allow communication. The platform elements may include one or more of the following: The online service provider database at online 320 and field 321 is a regularly updated list of airports, fuel service providers at each airport, each provider's service capacity, service schedule, pricing, and other logistics details (e.g., affiliation, available payment methods, etc.). Typically, the most recent comprehensive version of this database is maintained within online platform 316. A shortened version of the database (e.g., tailored for local / regional use) is placed as part of the field configuration 314 of platform 304 so that the field recharge and refueling assistant module / process 322 can function even without reliance on or connectivity to online platform 316. However, it should be noted that one or more of the distributed fields may maintain a copy of the comprehensive version of the database as a backup. This redundancy may be useful in providing recharge and refueling data to pilots and local equipment in the event of a service interruption by the central data repository, or in providing assistance to pilots who have deviated significantly from their routes. The shortened version may be updated regularly from the online database if secure access is adequately available and updates can be implemented without undesirable impact on operations. Preference data (elements, processes, or modules 324 and 325) are records of adapted settings for an aircraft or operator. These may include default units, currencies and time zones, preferred fuel service providers and customary prices, communication and trading processes, and standard refueling protocols for specific routes. These are stored not only in field 324 but also in the online platform 325. The recharge and refueling assistant 322 enables the pilot or operator to determine the optimal refueling required to support one or more flights and to select from available suppliers at the airport or within the aircraft's range. The function or process utilizes the field supplier database 321 and preference data 324 from the recharge-refueling platform 304, as well as a set of modules or functions (whose functions or operations are described in more detail herein) such as POCS and FPOP, which are accessible on the aircraft or by the operator. The service scheduling module 326 receives a specific fuel service request and attempts to schedule these services using the requested supplier. If the requested time slot is available, the module returns a confirmation and records the reservation for this aircraft on the service calendar 328. If this time is not available, the module returns an alternative available time. Suppliers may entrust their scheduling to the recharge-refueling platform and / or manage their own schedules. If the platform has control, module 326 creates a service schedule on the supplier's calendar and sends a notification to the supplier. If the supplier has control, module 326 notifies the supplier of the service request and awaits confirmation or provides details of an alternative available time. The service calendar and log module 328 maintains a record of all services scheduled by the aircraft and the supplier. For each past service, the module may track disposal, whether the service was performed, billing for the performed service, details of completed payments, and any outstanding customer feedback. Module 328 enables service suppliers to define future available service slots, allow the platform to hold bookings or controls on their behalf, and update their calendar to reflect bookings made outside the platform. The accounting module 330 is a records management and transaction module that enables suppliers to issue invoices and customers to make payments. This module leverages standard payment platforms 332 (e.g., EDI, credit cards, EFT, etc.) currently used by pilots and operators.

[0039]

[0058] A further aspect of the system 300 of the present invention is an airport fuel service provider 306. This represents an operator or manager of an airport or airfield that is part of the transport system of the present invention. Such operator or manager may provide a set of services that enable aircraft to efficiently recharge or replace energy storage units, take in additional fuel for range extension generators, process payments for these services, etc. The provider of regional airport or airfield services 306 exchanges and transfers data with the recharge-refueling platform 304 via a preferred interface 310.

[0040]

[0059] Returning to Figure 3a, this is a flowchart or diagram of an exemplary process for determining the recharge or refueling services required at the destination, and in one embodiment, POCS (described in more detail with reference to Figures 11 and 12) may be used to determine the available energy / fuel for the aircraft, the estimated time for arrival, and the energy / fuel status after arrival (step or stage 350). Next, information or data regarding the next leg or segment of the flight may be received based on input from the pilot or the flight scheduling process (step or stage 352). The FPOP process (described in more detail with reference to Figure 14) is used to determine the total energy required for the next leg or segment (step or stage 354). Next, the maximum available energy storage capacity for the next leg or segment is determined (step or stage 356).

[0041]

[0060] Next, preference data (described with reference to Figure 3) may be considered to determine the allocation between saving (e.g., battery) and generating (e.g., based on fuel use) the total energy required for the next leg or segment. If such preferences exist (as suggested by the "yes" branch of process or step 358), such preferences or conditions / constraints are used to determine the recharge and / or refueling requirements (step or process 360). If such preferences do not exist (or are not applicable for any reason, as suggested by the "no" branch of step or process 358), the recharge and / or refueling options are determined based on availability, price, etc. (step or step 362). As suggested by the figure, this determination includes consideration of data contained in the airport service provider database. The determined recharge and / or refueling options are presented to the pilot, and the pilot's decision(s) may be received (step or process 364).

[0042]

[0061] Based on preferences and / or pilot decisions, the recharge and / or refueling requirements are communicated to the appropriate service provider 367 (stage or process 366). This may include information regarding the flight, the aircraft, available and required energy, the configuration of energy sources, etc. After receiving and processing, the service provider 367 may provide the pilot with an order for recharge and / or refueling and confirmation of any relevant information (stage or process 368).

[0043]

[0062] Returning to Figure 3b, this is a flowchart or diagram of an exemplary process for determining in-flight recharge or refueling services to a destination, and in one embodiment, a POCS (described in more detail with reference to Figures 11 and 12) may be used to determine the energy / fuel available for the aircraft, the estimated time for arrival, and the energy / fuel status after arrival (step or stage 380). Next, an FPOP process (described in more detail with reference to Figure 14) is used to estimate the remaining range of the aircraft and determine the total energy required for the next leg or segment (step or stage 382). An airport service provider database may be used as a source of information and data regarding airfields with suitable recharge and / or refueling facilities (step or stage 384).

[0044]

[0063] Next, preference data (described with reference to Figure 3) may be considered to determine the allocation between saving (e.g., battery) and generating (e.g., based on fuel use) the total energy required for the next leg or segment. If such preference exists (as suggested by the "yes" branch of process or stage 386), such preference or condition / constraint is used to determine the recharge and / or refueling requirements (stage or process 388). If such preference does not exist (or is not applicable for any reason as suggested by the "no" branch of process or stage 386), the recharge and / or refueling option may be determined based on a consideration of the impact of one or more recharge / refueling service options on the flight (as suggested by stage or process 390). This may include consideration of required turnaround time and any expected flight delays, costs, airfield charges, etc. Based on the determined options and the application of any applicable rules, conditions, or constraints, the portion of the possible options may be determined and presented to the pilot (as suggested by stages or processes 392 and 394), and the pilot's decision(s) is received.

[0045]

[0064] An FPOP module or process may be used to determine the estimated time of arrival, stored energy, and available fuel of the aircraft (stage or process 396). Based on the preferences and / or pilot's decision(s), the charging and / or refueling requirements are communicated to the appropriate service provider 397 (stage or process 398). This may include information regarding the flight, the aircraft, available and required energy, the configuration of energy sources, etc. After receiving and processing, the service provider 397 may provide the pilot with an order for recharging and / or refueling and confirmation of any relevant information (stage or process 399).

[0046]

[0065] Figure 4 is a schematic diagram further illustrating certain basic components, elements, and processes that may be present in the implementation of an embodiment of the transport system 400 of the present invention. Referring to Figure 4, in some embodiments, the transport system of the present invention includes a hybrid electric regional aircraft 402, a regional Tier I or Tier II airport 404, a regional air transport operator 406, an airport fuel service provider 408, and a recharge-refueling platform 410.

[0047]

[0066] As indicated by the figures, embodiments of the aircraft 402 of the present invention may be equipped with several modular energy storage units, a standard unit 412 sized for use in flight at the design payload, and an extended unit 413 for increased electrical range sized for use in flight below the design payload. These packs may be located in places such as the wings, in pods suspended from the wings, or under the fuselage for easy replacement using a quick-release mechanism 414 when on the ground. Aircraft 402 control includes a powertrain optimization and control system ("POCS," described in more detail herein) 416, a flight management system (FMS) 417, and a secure data link 418. 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, POCS 416 tracks the onboard energy storage capacity and remaining energy, FMS 417 estimates the time of arrival at the destination airport, and the data link is used to communicate with the operator and fuel service providers.

[0048]

[0067] Regional Tier I or Tier II airports 404 are equipped with exchange, refueling, and recharging stations 420 that enable rapid turnaround of hybrid-electric flights. This includes equipment for automated or semi-automated removal and replacement of energy storage units, transport of packs to and from storage facilities, and storage and recharging facilities for energy storage units. Airport 404 may also include a solar farm 422 for on-site power generation and on-site stationary storage 424 connected to a power grid 426. The power required to recharge the storage units may be drawn from solar farms, stationary storage, and the power grid in the most optimal manner, depending on requirements, cost, availability, etc.

[0049]

[0068] The recharge-refueling platform 410 may connect engines across the air network to assist in the efficient organization of recharge and exchange. The platform works with pilots or air transport operators to identify / select suppliers and services based on operational needs. These requests are communicated to suppliers who confirm and schedule services and ensure that stations are ready for the arrival of aircraft. Certain operations or functions that may be performed by platform 410 are described herein with reference to Figures 2 and 3. Regional air transport operators 406 may operate to schedule and run services for passengers, pilots, and aircraft. Certain operations or functions that may be performed by platform 406 are described herein with reference to Figures 2 and 3. Airport fuel service suppliers 408 may operate to schedule and run the supply of recharge and exchange operations for energy storage units (such as elements 412 and 413 in the figures) or to add fuel to range-extension generators on board aircraft. Certain operations or functions that may be performed by platform 406 are described herein with reference to Figures 2 and 3.

[0050]

[0069] Figure 5 is a schematic diagram illustrating an embodiment of the distance-optimized hybrid-electric aircraft 500 of the present invention, which may be used in the implementation of the regional air transport system of the present invention. In some embodiments, such aircraft and / or air transport system may have one or more of the following characteristics or qualities, where the regional hybrid-electric aircraft is typically designed for optimal transport of passengers or cargo over a regional range of 500 to 1000 miles. The aircraft is designed for "fuel-saving" operations in flight and on the ground, using one or more of the elements or processes described herein, in order to enable air operations to small airports with limited services. This "fuel-saving" operation in flight is made possible by one or more of the following functions of the aircraft: - Lower energy and cost: Aircraft and powertrains are optimized for regional flight. For example, speed, range, and ceiling are lower than those of long-haul large passenger aircraft. Powertrain optimization and control (POCS or similar) platforms are used to optimize energy use during flight among one or more energy / power sources. - Lower ATC load: Onboard ADS-B including data link to air traffic control as desired. - Fewer pilots: Fly-by-wire capability including automatic landing (if desired). Comprehensive FMS with operator upload. High level of automation including equipment for remote pilot or fully autonomous flight. - All-weather operation: Pressurization for medium-altitude flight (e.g., 25,000 feet) to allow avoidance of weather and terrain. - Minimal runway requirements. Balanced runway takeoffs below 5,000 feet. Ability to land on soft runways. Furthermore, "fuel-saving" ground operations are made possible by the following functions on the aircraft and at the airport: - Rapid refueling and repair: The ability to quickly recharge or replace onboard energy storage units (e.g., batteries) while the aircraft is in flight. Refueling and recharging prior to landing. Automatic or manual transmission of electrical and maintenance requirements via data link. - Rapid check-in and loading: The cabin is designed with overhead compartments near the doors to allow passengers to board with standard carry-on baggage, reducing the overhead space common in small to medium-sized aircraft. Reconfigurable barriers may be used to separate checked baggage from secure storage facilities. A simple check-in platform (e.g., smartphone, tablet, PC) alongside the aircraft can enable rapid identity and ticket verification, as well as fare collection. Even in offline mode without network access, the design will support operations through pre-downloading of passenger manifests and cargo manifests, and delaying payment processing until the next collection via the network. - Flight preparation: Comprehensive FMS with operator upload as requested. Automated system checks are performed by POCS or other systems. Onboard aircraft monitoring platform with data link. To help maximize aircraft seat occupancy and utilization, regional air transport networks may be supported by next-generation capacity management capabilities such as the following: - Higher seat occupancy rates: Regional booking platforms including links to GDS for traditional airlines. The booking platform includes fixed schedules and demand-based schedules (including near real-time capabilities), as well as on-demand and charter flights. The platform then operates in real time to harmonize customer demand with available flights. Operators collaborate with the platform through civilian ARS (larger operators) or through various hosted civilian-labeled ARS products (typically used by smaller operators) to increase aircraft utilization. A virtual "pool" of electric aircraft may be created, allowing owners and operators to offer and rent aircraft for short periods (a few hours) or medium periods (a few days to a few weeks). The platform allows listing of pooled aircraft, including their availability and rental period. The platform includes a streamlined process for positioning available aircraft based on requirements and for negotiating terms and contracts, payment processing and remittance payments, and the receipt or return of aircraft. Similar virtual pools for replacement parts and pilots / crews allow for rapid turnaround and scheduling flexibility.

[0051]

[0070] Returning to Figure 5, the following table(s) provide a description of the basic elements of the aircraft illustrated in the figure, but note the differences in construction, materials, and requirements between the aircraft of the present invention and conventional aircraft. [Table 1-1] [Table 1-2] [Table 1-3] [Table 1-4] [Table 1-5]

[0052]

[0071] With respect to the embodiment of the aircraft of the present invention shown in Figure 5, it should be noted that this embodiment is a conceptual design for a range-optimized regional passenger aircraft. Electricity for the propulsion motor 522 is provided by a range-optimized series of hybrid electric powertrains (further described herein with reference to Figures 7 and 8), consisting of an energy storage unit 510 and range extension generators 526-527 (shown only on the left). The energy storage unit (in this case, a battery pack) is located within the wing and includes a standard pack 510 and an extended pack 511 for use with flights below the design payload. In other embodiments, the energy storage unit may be located in a pod 512 below the wing and in various locations within the fuselage. In the shown embodiment, the battery pack 513 is located below the passenger cabin in the forward fuselage. Fuel for the range-extension generator is stored in a wing-body fairing tank 519. In this embodiment, the propulsion motor 522 is embedded in a ducted fan 523 to increase static thrust, enabling short takeoffs and landings, high go-around speeds, and quiet operation. Additional noise reduction is achieved by positioning the fan between the V-tail 531 and above the fuselage to shield the ground from noise. The generator 527 is incorporated in a soundproof aerodynamic nacelle 521. Power to the propulsion motors is delivered by an electrical distribution system 525 that procures energy from any combination of energy storage units 510, 511, 512, 513 and range extension generators 526, 527. Optimal energy procurement from the energy storage units and generators is managed by a powertrain optimization and control system 534 (POCS, further described herein with reference to Figures 9 and 10). The aircraft is a "plug-in" hybrid electric aircraft, designed to recharge its stored electrical energy via plug-in point 528 through ground-based charging stations, or by replacing fully or partially discharged storage units with charged ones. It includes a charging mechanism that connects to a trunk line or fast-charging station, allowing for slow or fast recharging in place. The storage units are also equipped with a quick-release mechanism that allows for rapid replacement of storage units or their modules. During flight or low-power ground operations, the onboard generator can also provide limited recharging of the storage unit. • All or most of the aircraft subsystems are electrically powered and driven by a hybrid electric powertrain. These may include flight control systems, landing gear, environmental control systems, de-icing, fuel pumps, taxiing motors, and lighting. The aircraft may be equipped with a wide range of flight modes, from conventional pilot-onboard aircraft to remotely assisted pilot-onboard aircraft, remotely pilot-operated aircraft, and remotely assisted fully autonomous aircraft. As a result, the cockpit of the aircraft 533 may be configured for pilotless, one-pilot, or two-pilot aircraft, and may include the capability to enable remote pilot control of the aircraft and control by an autopilot unit.

[0053]

[0072] An embodiment of a hybrid electric regional transport aircraft 500 optimized for the scope of the present invention shows an optimized forward-compatible hybrid electric aircraft for regional passenger or cargo operations, either manned or unmanned, that is relatively quieter. In some embodiments, such an aircraft uses a propulsion system driven by one or more electric motors that deliver thrust via a propeller or other suitable mechanism, such as a ducted fan (such as the "eFan" of the present invention described in more detail in reference to FIG. 6). The aircraft is designed to operate efficiently in regional operations with a distance < 1,000 miles, and the cruise speed and altitude are optimized for this range (<M0.7, <30,000 feet), burning typically 60 - 80% less fuel than conventional aircraft. The aircraft is smaller (<100 seats) than conventional jets to accommodate lower passenger numbers on regional routes and is designed for shorter runway operations (<5,000 feet) to open access to a number of smaller community airports, and also operates with lower cabin and environmental noise (<70 EPNdB in both external and cabin) to be more understandable to passengers and the community.

[0054]

[0073] FIG. 6 is a schematic illustration showing a propulsion system 600 incorporating a variable pitch electric ducted fan that may be used in an embodiment of an electric hybrid aircraft that is part of the air transportation system of the present invention. • The propulsion system 600 utilizes the present invention's silent electric ducted fan propulsioner (referred to herein as “eFan”), enabling crucial silent STOL capability. Silent STOL dramatically improves the aircraft’s ability to “close” flight to communities and reservations, thereby resulting in a significant reduction in door-to-door travel time for passengers or cargo. STOL enables operation to smaller community airports (more than 13,000 in the U.S.), thereby bypassing congested hubs and reducing passenger travel time. Silent and efficient reverse thrust may be used instead of ground support equipment for ground operations, reducing the need for personnel and infrastructure that may be unavailable at smaller airports. Silent operation is often easier to gain the understanding of communities that are limiting such flights. • As described herein, the inventors propose a novel, range-optimized design for a regional hybrid electric aircraft, focusing on high efficiency at cruising and high static thrust for STOL, using intermediate speed and highly optimized aerodynamics and acoustics. This is made possible by using a low-pressure ratio (1.02-1.10) variable-pitch blower, adapting the propeller blade pitch to the flight mode, and incorporating reverse thrust, regenerative braking, and feathering. The eFan is driven by one or more high-power-density electric motors positioned in the center of the duct and connected directly to the blower or, optionally, through a gearbox. Liquid or air cooling of the motors is fully integrated within the duct. The gearbox is fault-tolerant and designed for continued safe operation in the event of motor, sensor, or communication failure, which maintains thrust output or allows for graceful degradation. Furthermore, to enable graceful thrust degradation, the variable-pitch electric blower provides additional safety and efficiency that cannot be easily obtained with conventional propulsion systems and methods. This enables efficiency advantages. The available high torque and high response speed of thrust fluctuations can be applied to auxiliary flight control, increasing efficiency and potentially enhancing or completely replacing flight control (for example, in the event of primary control failure). Under normal operation, propulsion control is transmitted via the pilot or autopilot, which commands % power, % reverse power, or % regenerative braking. This control is then converted by the POCS system into appropriate propeller(s) blade pitch angle, motor(s) RPM, and torque (or regenerative RPM and torque), and transmitted to the motor and variable pitch controller. In backup mode, POCS automation is avoided, and the pilot directly commands the motor and variable pitch controller. The POCS system converts the % total power into RPM, torque, and propeller blade pitch angle based on power plan, % power, flight mode, altitude, and speed. Commands may be synchronized to multiple propulsors, so all linked propulsors operate with the same settings. Similarly, the POCS system converts % regenerative braking or % reverse power so that the propeller blade pitch angle harmonizes with the motor, which is set to the appropriate level of regenerative RPM and torque. In the event of an emergency stop, the POCS system (or the pilot directly via backup mode) commands the propeller blades to feather in position and stops the motor's movement. The high static thrust of the ducted blower, coupled with the high torque at low RPM of the electric motor, results in excellent STOL performance, while the combination of low blower wingtip speed, blower-stator and duct acoustic design, and duct acoustic treatment achieves remarkably low noise characteristics. As an additional advantage, the increased safety and "jet-like" appearance of the ducted blower are expected to translate into strong consumer appeal compared to open-type propeller aircraft, which are often used for regional flights. The Propulser is designed for forward compatibility, targeting optimal efficiency over speed ranges 30% higher, using a structure that adapts to the higher torque and gyroscopic loads of future motors. • The range-optimized design is suited to high cruising efficiency at typical intermediate speeds and altitudes (Mach number < 0.7, altitude < 30,000 feet) in regional operations. • Forward-compatible design through selection of mass flow design point extends across the cruising range, including future maximum speeds and altitudes. This range extends from 30 to 250 miles per hour at equivalent airspeeds with Mach number <0.7. The blower cruising pressure ratio is 1.02–1.10, much lower than that of high-speed jet engines for installed high net efficiency, especially in go-arounds and lower altitude, lower-speed cruising operations. Intake and exhaust port areas are selected to avoid separation and strain across this range of mass flow conditions. The variable-pitch blower disc and blade 601 enable high efficiency across the target speed range.

[0055]

[0074] In some embodiments, the eFan design consists of the following: - The blower disc is equipped with multiple blower blades (6 to 20 blades), and the disc solidity exceeds 60%. - The blower blades are designed for high efficiency at low pressure ratios and operating speeds of 3000-4000 RPM. This involves increasing the aerodynamic load along with increasing the span and corresponding chord. - The tip of the blower may have a spherical cross-section to maintain a small gap at the tip necessary for high efficiency, while also allowing for changes in pitch within the curved surface of the duct wall to harmonize. - The blower blades are designed for optimal efficiency across target cruising speeds, extending to future maximum speeds and altitudes. This includes design for static thrust, reverse thrust, and regenerative braking via variable pitch capability. - The blower blades are mechanically pitched over a wide range of angles. The blower pitch angle is measured so that 0° is when the blade tip chord plane is aligned with the plane of rotation. - The blower blades have a variable pitch, where the angle changes at speeds > 100° / second. - The variable pitch mechanism adapts to a normal operating range between a minimum of 15° for narrow pitch during takeoff and a maximum of 50° for high-speed, low-RPM cruising. - The maximum positive angle is 80° relative to the "feathering" position where the blade is aligned with the incoming flow and where drag is lowest. - The minimum angle may be up to -40°, which allows for reverse thrust while maintaining continuous rotation of the motor and blower.

[0056]

[0075] As shown in Figure 6, the blower blades 601 are mounted to a mechanical hub using mechanism 610 at root 611 for electromechanical changes in blade angle (pitch), from a negative angle that provides reverse thrust to enhance braking on the runway, to an angle that is perfectly streamlined so that drag is minimized if the propulsioner stops during flight. The entire mechanism rotates together with the blower disc and the electric drive motor. Blade pitch change signals are transmitted across the rotation boundary. The mechanism drives all blades simultaneously through mechanical links. The design includes a non-returning directional brake to lock feedback torque from the mechanism during periods when there is no pitch change.

[0057]

[0076] The eFan may be installed within an aerodynamically curved flow duct 603 to achieve the noise reduction and static thrust required for quiet STOL operation. In one embodiment, the axial length of the duct is 50–125% of the diameter, and the blower is positioned at 40–60% of the duct length. The duct is supported by a plurality of stators 602 positioned behind the blower disc. The lip surface 604 of the duct intake is designed to have a continuously changing radius for high efficiency at cruising speeds, low speeds, and high power without flow separation, and to reduce the propagation of blower noise forward. The lip surface 604 of the duct intake ahead of the blower promotes laminar flow while minimizing separation. The rear of the duct surface of the blower is normally sufficiently smooth to avoid flow separation within the operating envelope. The duct outlet area minimizes jet noise by expanding the flow behind the blower and reducing the flow to near free flow levels. The outer curved surface 603 of the duct is designed to maximize natural laminar flow to reduce drag. The internal cross-section of the duct may include radial recesses or other mechanisms aligned with the blower, allowing for the small tip clearance required for high efficiency.

[0058]

[0077] The eFan600 of the present invention may be characterized by one or more of the following: • Designed for low-noise operation, it is 15-25 EPNdB quieter than conventional aircraft. This is made possible by one or more of the following features: Compared to open-type propellers of equivalent thrust, blades in shorter ducted blowers result in quieter operation due to a reduction in tip velocity, targeting 500-600 feet per second, with an upper limit of 800 feet per second, and attenuation of axial noise components due to the duct and duct soundproofing. Furthermore, the blades are optimized for low noise by including the leading-edge sweep angle, trailing edge shape, blade tip and root shape, and the pitch-changing gap shape from the blade tip to the duct. • Rotor-stator noise reduction through stator design and arrangement for low noise. The number of stators is optimized for noise reduction and is determined by the number of blower blades and the blade RPM, ensuring that the primary and secondary BPFs are kept below 2500 Hz. (BPF = Blade Pass Frequency) • The stator spacing behind the blades is optimized for noise reduction, i.e., 1.5-2.5 blade chords behind the blower. Stator twist and platform eliminate swirling flow. It is designed to reduce turbulent vortex noise. The use of variable-pitch blades reduces wake intensity, which is a major cause of rotor stator noise, especially during takeoff. The duct is designed to attenuate noise, including the optimized axial positioning of the blower within the duct, the design of the duct cross-section, the curved surface and outlet shape of the intake lip to minimize blower noise propagation, and acoustic treatment of critical areas of the duct intake, central fairing, and outlet. This duct may be used as a variable drag air brake, replacing conventional spoilers, which are a significant source of aircraft noise. This system is designed for energy recovery via regenerative braking and aircraft speed control, with the aim of improving overall efficiency and eliminating the need for typically noisy air brake mechanisms. Regeneration, and therefore airspeed control, is fully variable and made possible by adjusting the electrical load applied to the variable-pitch propeller and motor. The pilot may request % regenerative braking by moving within a guarded range lower than the standard flight idle using the standard power lever angle. The POCS system achieves % regenerative braking by controlling the propeller blade pitch angle and motor regenerative output to achieve a target level of aerodynamic drag measured via motor output. This is designed for reverse thrust intended for ground operations requiring reduced stopping distance, particularly on surfaces where braking action is reduced, and the opposite (e.g., standard gate "pushback"). This reduces the need for airport operational infrastructure. Reverse thrust may be possible through variable-pitch blowers where the blade pitch is at a negative angle, or by reversing the direction of rotation of the motor. Reverse rotation is a capability unique to electric blowers and is not available in conventional aircraft engines without a complex gear configuration. This is designed for auxiliary or primary control of an aircraft. High constant torque, fast motor response in milliseconds, and high blower pitch rate response allow for rapid changes in thrust output of the ducted blower. This working thrust or redirected thrust generates a moment around the aircraft's center of gravity, which may be used to provide primary or auxiliary aircraft control. In the event of primary control failure, the control system may be reconfigured to utilize the thrust moment to recover some degree of lost control authority. - Operating thrust. In one implementation, the thrust from one or more propulsors may differ to provide a moment around the center of gravity. Depending on the location of the motors and the number of propulsors, this may generate a vertical or horizontal moment. -Redirected thrust. In more active implementations, thrust from one or more propulsors may be redirected through the use of exhaust louvers, propulsor gimbals, or other means that generate vertical, horizontal, or lateral sway moments. Ducted blowers may be designed for lift enhancement either directly to offset aircraft weight (i.e., lift) through louvers, gimbal-equipped mountings, or other means for generating thrust vectors that change the direction of thrust from one or more propulsors, or indirectly by channeling the exhaust flow over an aerodynamic surface to create suction (lift) and / or flow deflection (e.g., a Coanda surface such as a "blown flap"). This is designed for integrated cooling. Electric motors and associated controller-inverter electronic components generate a significant amount of heat. It is highly desirable that heat removal be achieved with minimal added weight and drag. This may be implemented directly into ducted blower designs in the following manner: - The heat exchanger surface may be incorporated into the stator and / or the inner rear surface of the duct. In this way, there is no additional heat sink and no additional surface area for drag, and the heat flow changes directly with the power output and may drop to zero during descent in flight, so it is desirable that the time cooling loss be negligible at that time. - The heat from the motor prevents ice buildup in the nacelle when flying through icing precipitation. The heat may be removed by a heat exchanger within the leading edge, which is substantially more energy-efficient than supplying power to a heat-transfer type high-temperature leading edge. Please note that the eFan design is a fault-tolerant structure, as exemplified by the following features. The assembly is designed with graceful degradation of thrust in the event of failure of any one motor system (including motor inverters, controllers, power buses, etc.) to ensure continued safe operation, and is enabled by POCS (elements 1042 in Figure 10 and / or element 1160 in Figure 11). The hardware may have multiple electric motors powering a single shaft, with electrical isolation ensuring that a failure in one does not affect the safe operation of the others, and individual motors may be designed to operate at peak performance 60-80% higher than their continuous performance for a recovery period of 5-10 minutes, thereby supporting graceful degradation of thrust by providing output to partially or completely adapt to a failure occurring in any of the operating motors. This may include designing motors to higher power ratings so that the extension of peak operation does not damage the motors, and introducing mechanisms for active cooling of hot parts. If motor failure results in a loss of motor output, the POCS will alert the pilot and redistribute the output to a healthy unit to maintain thrust for a sufficient amount of time for the pilot to operate safely (element 1144 in Figure 11). In the event of a complete propulsion failure, including failure due to physical damage, the blades will automatically be set to a "pinwheel" position (the blades rotate continuously, but no energy is extracted from the flow to minimize drag), or the pitch will be set to a fully streamlined angle ("feathering"). Furthermore, the motor may be braked to prevent rotation. Faults or potential faults may be detected through monitoring of motor output versus commanded output, and by vibration monitoring to detect mechanical damage / fault in the motor. Fault tolerance in the event of communication or sensor failure may be achieved through a redundant system. Standard connections of motors and variable pitch controllers to the POCS are complemented by backup wiring, including the ability to directly access controllers without POCS intervention. Similarly, motors and pitch sensors are complemented by backup sensors or sensorless control capabilities. Sensor fault detection capabilities within the POCS can be switched between these as needed.

[0059]

[0078] Returning to Figure 6, the following table provides a description of the basic elements of the eFan illustrated in the figure, but note also the differences in construction, materials, and requirements between the eFan of the present invention and conventional fans / propulsors. [Table 2-1] [Table 2-2]

[0060]

[0079] Figure 7 is a schematic diagram illustrating a powertrain 700 and its associated elements, which may be used in an embodiment of an electric hybrid aircraft used as part of an air transport system of the present invention. As shown in the figure, in one embodiment, the powertrain 700 and its associated elements may include or be characterized by one or more of the following functions, elements, processes, or aspects. A series of hybrid electric powertrains that deliver output via one or more electric motors, combining a combination of a chemical fuel-based engine and generator as a desired range extender, to a battery (or other method(s) for storing electrical energy). The engine can be a piston, turbine, or other form of thermal engine that converts the stored chemical energy into electricity. The powertrain also delivers output to other electrical subsystems of the aircraft, including flight control systems with electric actuators, electrically operated landing gear, environmental control systems, taxiing motors, de-icing, fuel pumps, and lighting. The powertrain comprises a set of modules, e.g., a battery pack, engine, generator, power inverter DC / DC converter, fuel system, electric motor, etc., which are incorporated via a powertrain platform with power and control circuits. Each module is connected via a control circuit to a Powertrain Optimization and Control System (POCS). The module controller is queried or targeted by the POCS platform and transmits status range and performance information to POCS on demand or continuously. POCS communication with the module controller is enabled by an API, which defines the protocol for communication between POCS and the module. The powertrain operation is controlled by the POCS in semi-automated mode(s) or fully automated mode(s) based on pilot commands. To enable this, each powertrain module is equipped with a controller that communicates with the POCS on demand and / or periodically across the module interface via an API. Key numerical indicators communicated to the POCS may include on / off, RPM, output, and status of each motor; battery capacity, output, and status of each battery pack; fuel level and flow rate; engine on / off, output, and status; and the status of each transducer. Important control commands include the on / off, RPM, and torque of each motor; the output of each battery pack; and the on / off and output of the engine. The powertrain is "plug-in" and is designed to recharge stored electrical energy via ground-based charging stations. Limited in-flight recharging may also be possible by the engines during low-power flight and / or by the windmill-like propulsors during descent and the regenerative braking of the landing gear after touchdown. As described, the energy storage unit may be housed in multiple modules and may be mounted inside or outside the aircraft (e.g., in the wings) using a quick-release mechanism as desired to allow for rapid replacement or loading. For slow or fast recharging in place, charging and cooling mechanisms connected to a trunk line or fast-charging station are included.

[0061]

[0080] Referring to Figure 7, the powertrain 700 includes one or more electric propulsors 701, one or more distribution buses 730, one or more rechargeable energy storage units 710, and, if desired, one or more optional range-extending generators 720. The powertrain 700 may also include an element 731 for supplying power to the distribution buses 730 from an external source, an element 713 for charging the rechargeable storage units 710 from an external source, and an element 732 for distributing power to other electrical systems of the aircraft. It should be noted that elements 713, 731, and 732 may take any preferred form, such as (but not limited to) electrical interfaces, cables, couplings, or controllers. Whatever its form, element 732 typically includes one or more DC-DC converters that convert power to a lower voltage level typically required by other electrical systems (e.g., environmental control systems, fuel pumps, de-icing, lighting, and backup / fail-safe distribution for essential systems (e.g., flight control and avionics)).

[0062]

[0081] The Powertrain 700 is a series of plug-in hybrids designed to power the electric propulser 701 using energy optimally drawn from the rechargeable energy storage 710 and the range-extending generator 720. Assuming a lower total cost of energy typically from the rechargeable energy storage 710, power is drawn from the range-extending generator 720 only when the stored energy is insufficient to complete the flight or when the operation requires more power than is available from the rechargeable energy storage 710. The total cost of energy from the rechargeable energy storage unit is equal to the cost of the unit amortized over its effective life, defined as the cost of the energy used to charge the unit, the efficiency of the unit's charging and discharging, and 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, offers very efficient charging and discharging, and has an effective life of over 1,000 cycles.

[0063]

[0082] The electric propulser 701 is either a ducted fan (such as the one described with reference to Figure 6) or an open-type propeller. The propulser is designed for operation in multiple modes through a variable pitch mechanism 703 shown, or other means such as an adjustable exhaust plug. Possible operating modes include, for example, takeoff, cruising, regenerative braking, feathering, and reverse thrust. The blower 702 is mechanically coupled to one or more electric motors 704 using a mechanism or process for isolating individual motors to enable continued operation in the event of mechanical or electrical failure. In normal operation, the blower 703 is driven by electric motors 704 that receive electrical energy from distribution bus 730 via a motor controller and DC-AC inverter rectifier 705. On the other hand, in regenerative braking, the blower 703 drives electric motors 704 It generates electrical energy that is then delivered to the distribution bus 730 via the DC-AC inverter rectifier 705.

[0064]

[0083] The rechargeable energy storage unit 710 comprises a designated battery pack 711, supercapacitor, or other medium (or combination thereof) for storing electrical energy and is connected to a battery management system 712 that controls the operation and safety of the pack. Each pack may comprise several individually removable battery modules, and some of these modules may be stationary, or all of these modules may be operational. The storage unit 711 is primarily charged by an external power source 713, but limited in-flight charging is also possible, such as during regenerative braking, by an electric propulser 701, or during low-power flight, by a range-extending generator 720. When discharging, the rechargeable energy storage unit 710 delivers power to the distribution bus 730, or when recharging, it receives power from the distribution bus 730 or the external power source 713.

[0065]

[0084] The storage unit 711 is ready for rapid charging in its current location via an external power source 713, and is also ready for rapid replacement using a quick-release mechanism. These allow for manual or automated replacement with a pre-charged replacement located on the ground in the onboard storage unit.

[0066]

[0085] The optional range-extended generators 720 may consist of internal combustion engines 721, each driving one or more generators 723. Alternatively, they may consist of units that directly convert stored chemical energy into electricity (e.g., hydrogen fuel cells). The internal combustion engines 721 may be conventional, using one of a variety of fuels to start and maintain combustion in one or more combustion chambers, such as diesel, gasoline, or jet-A. The fuel is stored in one or more fuel tanks 722 and pumped to the generators as needed. The engines 721 are mechanically connected to the generators 723, typically using a mechanism or process to isolate the individual generators in the event of failure. When operating, the engines 721 drive the generators 723 and deliver electrical energy to the distribution bus 730 via an inverter acting as an AC-DC rectifier or active rectifier 724.

[0067]

[0086] Figure 8 is a schematic diagram of a series of hybrid drive configurations 800 for a typical aircraft that may be used in carrying out embodiments of the transport system of the present invention. Note the following functions, elements, processes, or embodiments. - The powertrain includes two electric propulsors 801, each powered by two electric motors 802, two battery packs 803 as rechargeable storage units, and a single range-extending generator. In this embodiment, the generator connects a single internal combustion engine 804, which is coupled to two motor-generators 805. -In some embodiments, the electric motor 802 is a brushless, electronically controlled axial flux-driven motor with an efficiency of over 90%, a power density of over 5 kW / kg at continuous output, and a peak output that is more than 50% higher than the continuous output. Furthermore, the motor may be designed to enable direct drive at low RPM (e.g., <4,000). The motor-generator 805 has the same structure as the drive motor and can operate at peak during recovery periods (e.g., battery pack failure). Each motor 802 and generator 805 is coupled to a solid-state converter-controller (such as a rectifier) ​​to provide precise motor control with minimal losses and protect the motor from voltage fluctuations. -In one embodiment, the internal combustion engine 804 is a turbodiesel piston engine, which is tuned to operate at maximum efficiency at a fixed RPM, which may match the design RPM of an electric motor to enable direct drive. Turbocharging allows the engine to deliver relatively uniform power from sea level up to 10,000 feet. -Power is delivered to each of the propulsors 801 by one of the two primary buses 806. Each of these is powered by one of the two battery packs 803 and one of the two motor generators 805. The primary bus 806 also distributes power to the non-propulsion subsystem of the aircraft 810 via a step-down DC-DC converter 807. - The third main bus 808 sets up an alternative power route to adapt to a failure in one of the following: the electric motor, distribution bus, battery pack, or generator. In the event of a failure of the electric motor 802, the main bus 808 sets up an alternative power route to a non-faulty motor, allowing the pilot to request peak thrust for recovery operations. In the event of a failure of the primary bus 806, the main bus 808 works together to completely replace the lost functionality. In the event of a failure of the battery pack 803 or generator 805, the main bus 808 sets up an alternative power route from a non-faulty source to maintain a balanced output from the electric motor. -In the event of a failure in either the primary bus 806 or the step-down DC-DC converter 807, the main bus 808 also establishes an alternative power path for the non-propulsion subsystem 810 and the avionics 812. The diagrams 810 and 812 represent typical circuits used to power non-propulsion subsystems and avionics on an aircraft. The former includes systems such as de-icing protection, fuel pumps, pressurization, cooling, flight control, and operation at intermediate voltages (e.g., 270V). The latter operates at low voltages (e.g., 28V) and also includes most critical avionics systems on an aircraft. As shown, these circuits typically include redundant paths and additional power sources for fault tolerance in the event of failure.

[0068]

[0087] As described with reference to Figure 5, the transport system of the present invention includes an aircraft design optimized for maximum transport efficiency over a geographical range, and in particular, a hybrid electric powertrain design optimized for a novel range. In some embodiments, the goal of this design is to contribute to the following functions, which in total enable a DOC of 65–80% lower than that of conventional aircraft over a target geographical range. The powertrain, dimensionally set for maximum transport efficiency over regional ranges of less than 1,000 miles, is designed through three levels or three tiers of purpose. (A) Maximum efficiency (DOC is 80+ lower than conventional aircraft) and optimal speed in the electric-only range. (B) Intermediate efficiency (DOC 60-70% lower than conventional aircraft) and optimal speed over a wider hybrid range. (C) Good efficiency (30-60% lower DOC than conventional aircraft) and lower speeds beyond the range determined by the stored energy and fuel onboard minus the safety reserve. The powertrain, dimensioned for optimal speed and altitude over a regional subrange (B), is determined by minimizing the desired function (e.g., "DOC+I+COT" for flight over the subrange) (it may also be optimized for lower speeds over regional subrange (C) based on the relative frequency of travel over range (C) relative to range (A) and range (B)). This results in a design for slower speeds, lower altitudes, and shorter ranges than that of conventional jet aircraft. The combination of rechargeable energy storage and range-extending generator is dimensioned based on speed and range requirements (A), (B), and (C). The design prioritizes the use of stored energy. This ensures that for flights within ranges (B) and (C), the rechargeable energy storage is completely depleted, or, if a range-extending generator is not installed, the required reserve is depleted, while maintaining the necessary reserve as fuel for the desired range-extending generator. Across the hybrid range (B), the rechargeable energy storage and range-extending generator are dimensioned to enable optimal speed, and across the electric-only range (A), the rechargeable energy storage is dimensioned to enable optimal speed. The range-extending generator is used for lower-speed cruising across range (C). It is dimensionally designed to allow for this, and therefore can be scaled down to less than 70% of the maximum continuous powertrain output for improved efficiency (much lower than conventional aircraft). Optimizing energy conservation mass (12-20% of aircraft weight) and reducing the size of range-extending generators results in very low power output, typically less than 70% of the powertrain's maximum continuous output (lower than conventional aircraft).

[0069]

[0088] Design processes for aircraft and powertrain embodiments optimized for the scope of the present invention are described herein, and it should be noted that these processes include the use of a set of three tiers, described for speed and range requirements, to dimension the elements of the hybrid electric powertrain. The described designs for the aircraft and associated elements of the present invention are forward-compatible to support the operational capability over the lifespan of the airframe or anticipated upgrades of major powertrain modules. Assuming rapid innovation in EV technology, this feature ensures that the powertrain remains competitive over time, along with improvements in individual module technologies (e.g., batteries, supercapacitors, electric motors, internal combustion engines, fuel cells). Furthermore, this feature enables a smooth transition of aircraft from hybrid electric to all-electric when energy conservation technologies improve to the point where range-extending generators are no longer necessary.

[0070]

[0089] To provide forward compatibility, the powertrain will be designed by sizing the combination of energy storage units and generators for the aforementioned speed and range requirements (A), (B), and (C), based on the technologies available at the launch of the aircraft and the expected technologies to be available over the next 15 years (including plans for the transition from hybrid electric to all-electric). This will lead to expectations for onboard rechargeable storage and range-extending generators, and further determine the performance characteristics over time (speed, electric and hybrid range and operating costs), which will result in increased electric range and decreased operating costs as technology advances.

[0071]

[0090] Forward compatibility requires limiting the weight of rechargeable energy storage units to 12-20% of the aircraft's weight, which will ensure that payload capacity remains relatively uniform as EV technology advances. A higher weight percentage will result in a larger and heavier design than aircraft with similar payloads in the first few years, although the payload will increase over time. A lower percentage will lead to near-optimal efficiency, assuming much greater use of range-extension generators.

[0072]

[0091] To achieve forward compatibility, the powertrain platform is designed to support modular technology over the aircraft's design life (typically 15-20 years). This can be achieved by designing the platform based on powertrain operation with future modules, where appropriate, and ensuring necessary upgrades to adapt to future technologies is relatively simple and cost-effective. For example, wiring to electric motors may be rated up to 30% higher than peak power to support more powerful motors and higher aircraft speeds in the future. Platform wiring may be designed to be larger and redistributable for rechargeable energy storage units, and smaller or removable for range-extension generators. Wiring from energy storage units may be designed to support higher capacity packs in the future, and space used for range-extension generators may be wired for the use of rechargeable energy storage units when the generators are removed. Furthermore, powertrain modules and elements that are likely to require upgrades (e.g., wiring, harnesses, switches, converters) are designed and positioned to be easily replaceable and accessible.

[0073]

[0092] The powertrain platform, as well as the powertrain optimization and control systems (POCS described with reference to Figures 9-11, and exemplary powertrain configurations illustrated in Figures 7-8), are designed to enable a gradual transition of the powertrain from hybrid to all-electric as preservation technologies improve. This includes designing the platform to allow operation with or without a range-extended generator as desired, a fuel- or rechargeable preservation base reserve, and the time-dependent replacement of the generator preservation unit. Furthermore, the powertrain may be characterized by: • Modular System - A set of interchangeable modules connected by a hardware and software platform, offering near-plug-and-play capabilities. This allows the powertrain to adapt to rapidly advancing technologies through relatively simple module upgrades. Powertrain modules include rechargeable storage units, range-extending generators, and electric motors. The powertrain platform includes a Powertrain Optimization and Control System (POCS), electrical wiring, distribution buses, converters, and fuel systems. This includes any additional processes or structures that operate to enable the stem, sensors, cooling, shielding, and modules to work together to form a powertrain. The modular approach is facilitated by the design of interfaces that connect modules to the platform in a way that is compatible with a range of modular technologies (as mentioned above) that are likely to be available throughout the lifespan of the powertrain platform and the aircraft. This allows compatible modules to be plugged into the powertrain by connecting them to interfaces consisting of electrical and control circuits, as well as services such as cooling, shielding, fuel, and structure. For example, a range extension 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 required to adapt to new modules, the powertrain is designed to allow for relatively simple and cost-effective modifications. To organize the operation of the powertrain, individual module controllers are connected to the Powertrain Optimization and Control System (POCS). Module controllers are queried or targeted by the POCS platform and transmit status range and performance information / data to the POCS on demand or continuously. Communication between the POCS and module controllers is enabled by an API, which defines the protocol for communication between the POCS and the modules. Powertrain operation is controlled by the POCS in semi-automated or fully automated mode based on pilot commands. To enable this, individual powertrain modules are equipped with controllers that communicate with the POCS on demand and periodically across the module interface via an API. Key numerical indicators communicated to the POCS may include on / off, RPM, output / status of each motor; battery capacity, output / status of each battery pack; fuel level and flow rate; and generator on / off, output / status. Key control commands received from the POCS include on / off, RPM and torque of each motor; output of each battery pack; and generator on / off and output. The powertrain is designed to support relatively simple module replacement / replacement. The powertrain platform and its interfaces to the platform, electrical, control, and service (cooling, shielding, fuel, structure, etc.) are designed to accommodate a wide variety of modules. These include the specifications for corresponding wiring, control or monitoring, and other onboard service capabilities, and each module enables a kind of "plug-and-play" pairing. For example, in the case of a battery pack, this would typically include peak and steady-state discharge rates, BMS protocol, and socket descriptions. POCS also enables the calibration of the powertrain after module changes, which may include FAA certification of the powertrain for use with a range of pre-approved compatible modules. Furthermore, in some cases, the powertrain design may require modifications when a new module is introduced. This may include the ability to support relatively simple or cost-effective modifications in the area. • Powertrain variations may be implemented, which have performance adapted to different markets, and in some cases this may be done by changing the selection of powertrain modules to provide different speeds, ranges, and operating costs for the aircraft configuration. For example, an "economical" commuter powertrain might pair a highly efficient turbo-diesel range extender with a medium-density battery to provide the best operating costs in its class, but with longer flight times for longer ranges. In contrast, a "performance" business powertrain might pair a less efficient but lighter turbo-shaft range extender with a high-density battery. It can be coupled with a battery and offers the best local speed in its class, but operating costs are moderately high. • Powertrain operation may provide optimal efficiency across regional ranges through the maximum use of rechargeable storage units, which may be achieved by targeting complete depletion (or lower, if within the electric range (A)) during flight, and only switching on range extension generators if there is insufficient available storage energy to complete the flight. This results in highly efficient energy-saving flight within the electric-only range (A) and highly efficient hybrid flight over longer hybrid ranges (B) or total ranges (C). • Safety reserves are maintained across rechargeable storage units and range-extension generators to maximize the use of rechargeable storage units. For example, if the output of the onboard range-extension generator is sufficient to safely operate the aircraft, the reserve is maintained as enough fuel for the generator to operate for a duration determined by regulations or other means. If the range-extension generator is unable to safely operate the aircraft, the fuel reserve is supplemented with storage energy equivalent to what is needed to operate for the target duration. The powertrain is "plug-in," and the rechargeable storage units are designed to be replenished by ground-based charging stations. This is made possible by an onboard charging platform that connects to trunk lines or fast-charging stations for slow or fast recharging in-situ. This also includes the ability to rapidly replace rechargeable storage units via a release mechanism that allows for the quick replacement of depleted units with charged units. Each rechargeable storage unit may consist of multiple individually interchangeable modules. This allows for increased efficiency in low-payload flights by loading additional modules to extend the electric-only range, or by unloading some modules to increase payload capacity, but at the expense of the electric-only range. In the case of batteries, this is made possible by the design of cell modules that plug into bays within the battery pack. Each module may house one or more cells with wiring, sensors, and controllers, along with a first level of cooling, structural support, and fire protection. Easy installation is made possible by connectors to the battery pack output, sensors, controls, and cooling circuits, as well as a quick-release mechanism. The powertrain design provides energy recovery via the propulser's regenerative braking. To enable this, the propulser is equipped with a variable-pitch propeller or a variable degree of air braking through the use of another mechanism (e.g., an adjustable exhaust plug). As a result, the rechargeable energy storage receives energy from the electric motor, which acts as a generator when the air brake is engaged. The powertrain is also designed for selective charging during low-power operation by the range-extension generator. In this mode, some or all of the electrical energy generated by the range-extension generator is directed to the rechargeable energy storage unit.

[0074]

[0093] The powertrain design and configuration of the present invention are configured to allow graceful degradation for safety and fault tolerance that exceeds stringent aviation requirements (FAA and EASA). This includes the ability to withstand failures of power sources (energy storage units, generators), motors (propulsion, generators), converters (inverters, rectifiers, DC-DC converters), distribution (buses, wiring), and control (sensors, communications), as well as the ability to ensure safety when the system is subjected to moderate or severe impacts.

[0075]

[0094] To achieve this, the powertrain is designed for graceful degradation, so that a failure in any area has only a partial impact on the powertrain's performance, allowing for near-normal flight to a nearby airport for repairs. At least three unique aspects of the hybrid powertrain of the present invention make this possible with only reasonable cost or weight loss. • Carrying multiple power sources creates a simple path to graceful degradation by setting the dimensions of the power sources and allowing the aircraft to fly on only some of them. The ability to design a powertrain using multiple partial components, each with a high peak-to-continuous ratio of performance, limits the impact of failures to less than an equivalent proportion of the function. Electrical components (e.g., motors, converters, distribution buses, wiring, switches), unlike mechanical or hydraulic components, make this possible with only reasonable cost or weight loss. Many of these also have high peak-to-continuous ratio performance capabilities (often limited by heat), and during recovery periods, non-failed components can compensate to some extent for the failures of others. High-speed solid-state sensors and connectors enable fault detection and repair within milliseconds, in contrast to the microseconds of conventional contactors or even seconds for mechanical devices. As a result, embodiments of the hybrid powertrain of the present invention can engage in the redistribution of power to redundant and non-faulty components on a timescale equivalent to that of the physical.

[0076]

[0095] In some embodiments, the design for graceful degradation includes sizing the power source, a rechargeable energy storage unit, and a range-extending generator so that the aircraft can be safely operated in the event of failure of one or more of these elements. For example, the aircraft may be designed to fly with either the rechargeable storage unit alone or the range-extending generator alone to withstand the failure of either one. Furthermore, redundancy of the storage unit or generator may be used for additional safety to reduce the possibility of complete loss of the power source. This design of the power source is combined with distribution elements (e.g., buses, switches, and wiring) constructed to reroute the power in the event of failure (as illustrated in Figure 8), and the propulsor receives an equal distribution from the non-failed power source. This rerouting is performed by a Powertrain Optimization and Control System (POCS) It is managed. Failures in the storage unit or generator are detected by the POCS's fault detection and recovery module, which then optimally redistributes power to maintain safe flight. Furthermore, the POCS also ensures that the storage unit and fuel system maintain sufficient reserves to independently meet safety requirements.

[0077]

[0096] Designs for graceful degradation may also include the use of multiple segmented components, propulsors, generators, motors, and storage units for fault tolerance against any one failure. This may include two or more propulsors or generators powering the powertrain, each powering two or more motors, so that the failure of any one component is not equivalent to a loss of overall capacity. Individual motors may be designed to have a peak performance 60-80% higher than their continuous performance for a recovery period of 5-10 minutes, so that a non-faulty motor can increase its output to compensate for the failure of another motor. This peak output capability, combined with the constructed distribution (buses, switches, wiring), allows power to be rerouted to the non-faulty motors. It can be safely and consistently brought to peak power. Failures in the propulsor, generator, motor, or storage unit are detected by the POCS fault detection and recovery module, which then optimally redistributes power to maintain safe flight.

[0078]

[0097] Designs for graceful degradation may also include the construction of redundant distribution elements (e.g., buses, switches, wiring, fault isolation components) so that the powertrain can withstand failures in individual circuits. This may include the use of multiple buses, each supplying one or more propulsors simultaneously with a backup bus, so that the impact of a bus failure is limited to a portion of the propulsors, and so that power to affected propulsors can be rerouted via the redundant bus. This bus structure is combined with wiring and switches so that power from the power source is evenly distributed to the primary and backup buses, and so that power to propulsors can be routed via the primary or backup bus. This may also include fault-tolerant schemes for converters with fault isolation, such as redundant converters or redundant pair legs, so that the functionality of a failed converter is largely restored. Failures in the distribution system are detected by the POCS fault detection and recovery module, which then optimally redistributes power to maintain safe flight.

[0079]

[0098] Design for graceful degradation also includes the design of the Powertrain Control System (POCS), which allows for safe navigation in the event of failure of one or more sensors. This may include sensor failure detection capabilities within the fault detection and recovery module in the POCS, as well as backup sensors or sensorless (sensor-independent) monitoring, to cover critical sensor failure modes. For example, propulser motor fault tolerance control is managed by a fault detection and recovery module in the POCS that monitors flight conditions to detect and diagnose problems, and then redistributes power to healthy motors in an optimal manner to restore full flight capability.

[0080]

[0099] The design(s) of the present invention also include procedures for safety in the event of a collision. For example, at the request of the pilot or when a significant impact is detected, the fault detection and recovery module in the POCS activates emergency isolation of high-voltage circuits (e.g., storage units, generators, converters). It should be noted that the graceful degradation means described above are coupled with a distribution structure to reroute power in the event of a failure to minimize the impact on performance. For example, Figure 8 shows a structure for a typical twin-engine propulsor aircraft with two rechargeable storage units and a single range extension generator, implemented using a redundant main bus.

[0081]

[0100] Figure 9 is a schematic diagram illustrating an exemplary user interface 900 for use by a pilot in an embodiment of the aircraft of the present invention. The figure shows various operation and status indicators, which may be used in an embodiment of an electric hybrid aircraft that is part of the air transport system of the present invention. In one embodiment, the indicators are digital and performance parameters are shown in the same or similar format as those of conventional aircraft for ease of use. The figure illustrates an embodiment of the pilot interface in the "in-flight optimization and control" operation mode and includes the following indicators and information. • To facilitate pilot transitions, industry-standard color coding is chosen. Green or white items are labels, and magenta items are active indications of system status. Triangular "bug" indicators indicate current indications or indications of labeled targets. The color coding typically uses green / yellow / red for normal / caution / hazardous operation zones. The output indicator (top left) displays the current propulser output commanded by the power lever in RPM and % maximum output. These are very similar to conventional gas turbine output indicators. The speed tape displays the current airspeed versus target airspeed (upper right) in units of knots, KIAS, using a standard industry vertical airspeed indicator. Specific to this invention, a "speed bug" is indicated at the calculated speed; in this embodiment, "High" is indicated at 213 KIAS, "Optimal" at 196 KIAS, and ECON is indicated without a bug below the current range on the speed tape. The second column of the indicator shows battery, fuel, and power balance. Battery and fuel are shown in typical industry indicators, including color coding for normal, caution, and depleted energy states. When linked with an active flight plan via POCS, an "energy bug" is activated, showing the expected energy state at landing (shown for battery and fuel). The balance between generated power and battery power is shown in a pie chart. This is high A bridle is an indicator specific to electric aircraft. The lower quadrant shows more detailed data on the powertrain system, which is configured for the current powertrain components. The example shown here is a turbo-diesel reciprocating engine. Three separate battery packs connected to the power-generating engine are utilized, and relevant information for each is displayed using a typical indicator format. These lower quadrants may display multiple system information pages, and the pilot can scroll between the information. These displays are specific to the implementation of the hybrid electric powertrain. This cockpit interface to the hybrid electric powertrain has multiple modes, and in this embodiment, mode selection is done via a knob with three positions in the lower right. The "Flight" mode is shown here, and additional modes may include a "Calibration" mode, which is invoked each time a module is changed; a "Pre-Flight" mode, which is initiated and in which the internal systems self-check the flight and display the status; and a "Diagnostic" mode, which can display and control more detailed information about all monitored systems and is primarily used for system configuration, maintenance, and repair.

[0082]

[0101] In addition to the displays and associated aircraft functions or systems shown at 900 in the diagram, the underlying Powertrain Optimization and Control System (POCS) platform may allow control of one or more specific powertrain capabilities, including but not limited to rechargeable energy storage units (e.g., batteries, supercapacitors, and range-extended generators), internal combustion engines, or fuel cells. The POCS provides an integrated interface to the powertrain modules to provide installation, flight readiness, flight operation, and diagnostics.

[0083]

[0102] The capabilities of POCS are crucial for the early adoption of hybrid electric aircraft by optimizing operations for maximum efficiency across regional flights, reducing pilot workload through rapid and safe fault repair, facilitating the transition of pilots to electric powertrains, and simplifying module changes to alternative or future technologies. Embodiments of POCS may facilitate the adoption of regional air transport systems based on hybrid electric aircraft as a result of one or more of the following: • Enables range-optimized regional flights by optimizing energy sources along the flight path. To maximize efficiency, energy procurement should prioritize lower-cost sources (typically energy storage units) over higher-cost sources (typically generators) throughout the flight. For example, flights longer than those using only electricity should consume lower-cost energy storage units to a minimum acceptable level determined by safety or battery life considerations. Furthermore, while energy extraction ensures safety and accelerates operational life, procurement should blend charging by optimally utilizing both storage units and generators throughout the journey. POCS enables this by determining an optimal energy plan (determined by the operator) that minimizes the total cost of the flight within system constraints, based on the flight path and mode, departure and arrival energy states, and aircraft characteristics. This is the process to the destination. It defines the energy state of the hybrid powertrain along the route (e.g., percentage of battery pack charge, percentage of generator fuel capacity) and guides the real-time power flow from the energy storage unit and generator. POCS allows for further optimization by identifying opportunities to increase the dimensions of the energy storage unit on low-payload flights where the electric-only range is longer. • Optimally control the real-time power flow from energy storage units and generators to achieve the target energy plan. While the energy plan defines an overall procurement strategy for flight, this is unsuitable for real-time control given the need to adapt to unpredictable changes in the flight environment. Furthermore, it is necessary to instruct each powertrain module to deliver the requested power in the most optimal way (e.g., operating the generator on its optimal working curve). POCS makes this possible in two stages. First, it defines the power flow from energy storage units and generators in real time in accordance with the energy plan by determining the optimal procurement for the required power. Second, the settings of the powertrain modules are optimized to deliver the requested output with maximum efficiency, and these are used to instruct the module controllers. For example, the requested thrust is delivered to the propulsion motor (torque, RPM) and propulsors (e.g., blower pitch angle, exhaust plug position) via optimized settings. POCS operates during flight. Energy harvesting is also managed, for example, through the regenerative braking of the propulser or through the generator during low-power operation. • Enables fault tolerance control of the powertrain: assists the operator in maintaining normal or graceful degradation operation in the event of a failure. Hybrid powertrains are designed with graceful degradation, so that the powertrain performance is only partially affected by a failure in any area. This is made possible by multiple onboard power sources, a design using multiple partial components, the use of redundant components and circuits, and the use of high-speed solid-state sensors and connectors for rapid detection and repair. POCS builds upon this capability by enabling a rapid, assisted response to failures for continuous safe flight. This is achieved through continuous monitoring of powertrain health with fault detection and identification capabilities. Signal-model combinations are utilized to identify and isolate faults as quickly and accurately as possible. In the event of a failure, POCS notifies the operator and initiates a remedial response. POCS also initiates powertrain redesign for graceful adaptation to the failure, and controller redesign to adjust the powertrain potentially redesigned by the failure. Powertrain and control redesign may be initiated by the operator. POCS also assists in ensuring safety by isolating high-voltage circuits at the pilot's request during a collision or when an impact is detected. By providing a simplified, integrated interface to hybrid powertrains, it reduces pilot workload and facilitates the transition of pilots from conventional to hybrid aircraft. Key to the rapid adoption of hybrid propulsion is ensuring pilots can confidently operate the more complex powertrain with minimal, incremental training. POCS makes this possible through optimization and control, shielding pilots from the added complexity of the powertrain and connecting them to an interface that mimics that of conventional aircraft. Furthermore, POCS provides automation to streamline pilot scope and maintenance activities such as powertrain calibration, pre-flight preparation, in-flight control, and powertrain diagnostics. • Streamline the installation of new modules to support forward compatibility and modularity. Differentiation of this critical hybrid powertrain is made possible by POCS in two ways. First, POCS provides a standardized control and monitoring interface that allows for switching generators to compensate payload, upgrading to advanced technology energy storage units, or adding or removing storage modules, across a range of module replacements. Second, POCS is compatible with aircraft and powertrain models. This allows for simple calibration of new modules, linked to targeted performance tests for precise adjustment of the model to the installed unit, via upgrades, operator input, or from an online library. Similar tests are also performed routinely to ensure the reliability of the model over time, relative to the module's lifespan.

[0084]

[0103] As described with reference to Figure 10, POCS provides operators with two interfaces: "integrated" and "modular." The integrated interface is a simplified user interface to the powertrain, mimicking the controls of conventional aircraft, reducing pilot workload and facilitating the transition from conventional to hybrid aircraft. The modular interface is a direct user interface to individual modules of the powertrain, enabling low-level, precise control of powertrain operation. These are described in more detail below. • Integration. By integrating everything from the front end to all POCS capabilities, the operator can switch between the appropriate operating modes (calibration, pre-flight, in-flight control, diagnostics). The display uses performance parameters similar to those used in conventional aircraft to facilitate the pilot's transition to the new technology and capabilities. An example of the pilot interface in "flight" mode is shown in Display 900 of Figure 9. The display is coupled with cockpit controls similar to those found in today's conventional aircraft, which translate operator inputs into optimal settings for the underlying hybrid powertrain based on a defined objective function for flight, as follows: - Power levers - One for each propulser, controlling the propulser's output. The power lever angle (PLA) determines the output of each propulser as a percentage of full power and allows for a limited-duration surge to peak power. The in-flight control module translates the output requested by the power levers into the optimal setting for each propulser in real time and optimally procures this output from the onboard generator and energy storage unit to match the operator's defined flight objectives within the constraints of the aircraft and powertrain. Some embodiments also provide a blower or propeller control lever, including feathering extensions ranging from maximum to minimum, to control the RPM of each propulser. Some embodiments may allow control to synchronize multiple propulsors so that all coupled propulsors operate at the same setting, or may allow autothrottle operation, where the in-flight control module commands the throttle based on the flight path. In these situations, a servo motor or similar mechanism is used to move the throttle based on the current output setting (standard FAA autothrottle operation). -Regenerative Brake Control- There is one for each propulser, which controls the regeneration output of the propulsor. This is done via a dedicated regenerative brake lever, or by extending the range of the power lever to negative output levels, or from zero output to full regenerative output. In either case, the lever angle determines the regenerative output of each propulser as a percentage of the full regenerative output. The in-flight control module translates the regenerative output requested by the lever into the optimal setting for each propulser in real time. - Inverse Output Control - There is one for each propulser, which controls the inverse output of the propulsor. This may be done via a dedicated inverse output lever, or by extending the range of the power lever to negative output levels, or from zero output to full inverse output. In either case, the lever angle determines the inverse output of each propulser as a percentage of the full inverse output. The in-flight control module translates the inverse output requested by the lever into the optimal setting for each propulser in real time. - Low-level control - In several embodiments, the generator, storage unit, and power distribution are provided to allow the operator to manually control them. These include switching the generator on and off, controlling the generator output from idle to peak output, and generator control. This includes power distribution control for transferring power flow from onboard sources to propulsors. In twin-engine propulsor aircraft with left and right propulsors and left and right sources, these include split flow (left to left, right to right) and directional flow (right to left in the split flow). We offer a selection of options including (or adding from left to right) and linked (left to right to left). It is possible. • Modular. Provides a direct interface to individual modules of the powertrain through their onboard controllers. Intended for situations where it is necessary to bypass the flight optimization capabilities of POCS in order to directly engage the controllers (e.g., repair, emergency, non-standard operation). A range of modules that may be accessible for a sample of the hybrid powertrain is shown in Figure 10 and described in more detail herein.

[0085]

[0104] Figure 10 is a schematic diagram illustrating basic functional elements or modules of a powertrain optimization and control system (POCS) which may be used in an embodiment of an electric hybrid aircraft which may be used as part of the air transport system of the present invention. Each or a combination of functions, operations, or processes performed by or under the control of the elements or modules shown in the figure may be performed by the execution of a set of instructions by a properly programmed processing element (controller, state system, microcontroller, CPU, microprocessor, etc.).

[0086]

[0105] As shown in the figure, the elements or functional modules of the embodiment of the POCS platform 1000 may include “onboard” components 1002 and “online” components 1004. Onboard components, elements, and processes 1002 are typically stationed on a controlled aircraft, while online components, elements, and processes 1004 are typically stationed on a data processing platform or system located remotely from the aircraft (such as in a control center, a centralized data processing and scheduling platform, etc.), and they communicate with the onboard components 1002 via a suitable communication channel or combination of communication channels (such as wireless technology which may communicate via the Internet connected to a server) (if necessary).

[0087]

[0106] In exemplary embodiments, the functionality of the POCS platform 1000 is enabled by the following implemented capabilities (components, elements, and processes 1002): • Standard procedures (elements / components 1041), which are a library of presets, define standard operating procedures for the powertrain and its modules. This includes the following: • Flight modes (multiple options available): e.g., Optimal, Fast, Economical, Custom. • Scanning and diagnostics: For example, initialization scan, energy scan, pre-flight scan, in-flight scan, and post-flight scan. • Operational Rules Library: Defines operational priorities for the powertrain based on safety requirements or operator preferences. These constrain the Hybrid Energy Planner and Hybrid Power Manager. Also includes: - Minimum energy state to ensure adequate safety reserves. For example, 20% of the capacity in energy storage units, and enough generator fuel for 45 minutes of flight. - Energy state upon arrival, for example, if the stored energy unit has been depleted to the lowest level of 20% of its capacity. - Power distribution priority, determined by flight legs. For example, taxiing using only conserved energy, or approach using only conserved energy, and using generator idling for high availability. - Power level setting by flight legs. For example, go-around at 80% of full power, or neutral thrust for initial descent. • Built-in log. Data that captures information about important aspects of the powertrain and its performance. Database. These include operator details, installed modules, operator preferences, lifecycle and maintenance records, performance logs, inspection and diagnostic logs, and access history logs. The database periodically transmits logs to online logs (element / component 1023) via a secure data link (element / component 1043) and stores only restricted history. • Secure data link (element / component 1043). This is a specific data link from the installed logs. This enables periodic uploading of online logs (multiple) 1023 for the powertrain, remote diagnostics and maintenance of the powertrain, and access to aircraft and powertrain libraries (elements / components 1020) for calibration or benchmarking purposes. The data link may include two levels of security: a lower level for the transmitted log or library data, and a higher level for the diagnostic and maintenance data. Access to the data link is secure, and all access history is logged. This also enables bidirectional data flow between POCS and FPOP / FMS for flight data. • Module Interfaces (Elements / Components 1050). These are connector interfaces to lower-level controllers of the range of modules on which they are installed, allowing the POCS platform to query or command the controllers, and to transmit or continuously transmit status range and performance information to POCS on demand. Typically, the API specification defines the protocol for communication between POCS and modules. Control modules include variable pitch blower controllers, propulser motor controllers, battery management systems, engine controllers, fuel system controllers, generator motor controllers, distribution controllers (switches, connectors, and converters), etc. It may include. Note that Figure 12 shows an interface configuration for an exemplary powertrain 1200 connected to a POCS via several interfaces / connectors 1202 for the purpose of sensing performance parameters and returning control signals to the powertrain or its control system components. Similarly, Figures 10 and 11 show the communication and data flow from the POCS optimization module 1130 and the powertrain and control manager 1142 to the powertrain harmonized module interface (elements 1050 and 1150). The system provides the pilot with a secondary direct path (element 1052) to the module controller via a modular operator interface (element / component 1012). The system may also include a backup connector to the module controller for redundancy, along with connectors and switches for activating the backup circuit.

[0088]

[0107] The POCS platform 1000 may also provide one or more of the following online capabilities via a secure POCS cloud-based data platform (element / component 1004): • Aircraft and powertrain libraries (1020 elements / components). Aircraft and modules The performance model library includes operational models for each class and parameters for the class modules. The models and parameters are regularly updated via benchmarks and the platform (elements / components 1021). The database is designed to be queried by the onboard POCS when initialized, when new modules are calibrated, or for periodic refreshes. • Benchmark platform (element / component 1021). This is a performance benchmark. This database may also include input capabilities to external benchmarks and uploads of raw performance data from online logs for individual powertrains. It may also include statistical data analysis or other data analysis procedures to periodically update the benchmarks. • Diagnostic platform (element / component 1022). This has the capability to enable remote diagnosis and maintenance of the powertrain over a highly secure data link. • Powertrain log (element / component 1023). This is a platform benchmark. It functions as an archive of onboard logs from individual powertrains, linked with comparative performance statistics extracted from the data and regularly uploaded via a secure data link.

[0089]

[0108] In a typical embodiment, the implementation of a POCS platform (such as element 1000 in Figure 10) may provide the following functionality or capabilities: • Calibration (indicated by element / component 1025). This is a future technology, a change in aircraft. To enable scaling up or down the shape, energy storage unit, or generator size, and upgrading to highly reliable modeling of module performance, the specific modules installed are adapted, and the optimization and control platform is modified. In some embodiments, this may perform or assist in performing the following functions / operations: - To identify changes to the installed modules, the powertrain is scanned, authenticated, and logged in the installed logs for recent scans. - Optimization and control parameters for all modified modules are downloaded via data link from the online aircraft and powertrain libraries and then applied to the installed model. - Calibrate the model against the performance of the installed module. The operator proceeds through a series of module tests defined by an initialization scan procedure to evaluate actual performance versus model performance. Identify and report potential problems. Adjust model parameters to better harmonize with actual performance. - Allows operators to define a range of preferences regarding powertrain optimization and control, display, reporting, monitoring, and diagnostics. This includes settings tailored to specific operating environments, mission profiles, and trade-offs. Preferences are saved in the onboard log. • Flight preparation (indicated by element / component 1026). This means the powertrain is... Automated checks are performed to ensure that the aircraft has sufficient energy to safely complete the planned flight and is in a flight-ready state. In some embodiments, this may perform or assist in performing the following functions / operations: - By default, the flight mode is set to acceptable or optimal, and flight details include atmospheric path or flight time (or distance), payload, and uncertainty factors. These can be entered manually or via FPOP. It is possible. - Calculates and displays the energy state based on the energy state scan procedure. - The hybrid energy planner is used with specified flight details, flight mode, and energy state to determine whether additional generator fuel or energy storage is required. The payload versus design payload is reviewed to ensure safe flight and to assess whether there are options to increase the capacity of the energy storage unit. - If the energy or payload onboard is changed via an additional energy storage unit, the increased charge or fuel state will trigger a re-run of the hybrid energy planner. - Conduct pre-flight tests of the powertrain as defined by the operating procedures, identify any problems, and activate the fault detection and recovery modules. • In-flight control (indicated by element / component 1027). This is a hybrid power It enables simplified control of the output delivered by the train and optimizes powertrain and module performance based on the flight mode and flight details selected by the operator. The control may be semi-automated or fully automated, and the optimization may be basic or integrated. In some embodiments, it may perform or assist in performing the following functions / operations: - Use a hybrid energy planner based on flight details, flight mode, and energy state to calculate the optimal energy plan, arrival energy state, target speed, and range (maximum, optimal, and economical). Flight details are based on flight time (or distance) as input. It either includes an atmospheric path or integrates it as input. It displays the arrival energy state and target velocity. The energy plan describes the energy state along with the atmospheric path. It also includes the energy reserves and generator fuel at individual waypoints. - If the arrival energy state is below the minimum reserve level, the system will notify the operator and provide alternative flight modes and target speed settings to reach the destination. -As conditions change, the powertrain is controlled in real time in parallel with operator input to achieve the energy plan, and power is optimally sourced and adjusted from the storage unit and generators. Figure 11 provides a summary of the in-flight control process and functional modules or subprocesses that may be used, which are described in detail herein. This control process may include the following functions or operations: - Use the hybrid output manager to determine control strategies in real time and define the optimal energy distribution across generators and energy storage units. - The energy distribution is passed to a module optimizer that calculates the optimal settings for the powertrain module, and these are then transmitted to the low-level module controller via the module interface within the POCS. - Regularly refresh the energy plan based on deviations from previous plans. - Periodically refresh the energy state via an energy state scanning procedure. - Updates to the flight mode and flight details are enabled manually or via FPOP (described with reference to Figure 14), and the system responds by refreshing the energy plan. - Enables semi-automated or fully automated operation. In the former, the operator controls the power lever, while in the latter, the in-flight control module commands all functions and adjusts the required power level to achieve the optimal airspeed. - The module optimizer continuously monitors powertrain performance and evaluates the model and safety limits through in-flight scanning procedures. If a problem is detected, the fault detection and recovery module is activated to coordinate alarms and actions. • Diagnosis (indicated by element / component 1028). This is post-flight mission analysis, powertrain Performs a rain diagnosis and problem resolution. In some embodiments, this may perform or assist in performing the following functions / operations: - Run a mission analysis algorithm on the monitoring data stored in the onboard log to extract important flight statistics (e.g., distance, time, average speed), details of total energy used, remaining It calculates and displays fuel and energy consumption, as well as important performance statistics (e.g., overall efficiency and efficiency per module). The results are saved to the built-in log. - Update the operational history of modules or components that require regular maintenance or have a limited lifespan. - Monitor the health and performance of the powertrain and evaluate the model and safety limits through post-flight scanning procedures. If a problem is found, activate the fault detection and recovery module to coordinate alarms and actions. • Fault detection and recovery (indicated by element / component 1042). This is the power tray It performs ongoing monitoring of the system to detect and identify faults, notify the operator, and assist in recovery actions. In some embodiments, this may perform or assist in performing the following functions / operations: - Fault detection and identification functions monitor the health of the powertrain, and utilize signal and model combinations to identify and isolate faults as quickly and accurately as possible. -In the event of a malfunction, the system will notify the pilot and initiate corrective action via the powertrain warning function. - In the event of a malfunction, the system activates the powertrain and control managers to determine the necessary actions and execute them in coordination with the pilot. - Repair actions may be initiated by a pilot working in conjunction with the powertrain and control managers to carry them out.

[0090]

[0109] In some embodiments, the POCS determines an optimal power plan based on flight details and a given flight mode. The POCS then monitors the performance of the powertrain and its modules, controlling and adjusting the operation of the powertrain and modules during flight to harmonize with the power plan. The POCS is designed for semi-automated or fully automatic operation, in which the pilot retains throttle control, while in which the POCS controls all functions. However, the pilot can override the POCS settings.

[0091]

[0110] Figure 11 is a schematic diagram illustrating basic functional elements or modules of a POCS that may be accessed and used to control or modify processes on an aircraft in an embodiment of the air transport system of the present invention. Each or a combination of functions, operations, or processes performed by or under the control of the elements or modules shown in the figure are implemented by the execution of a set of instructions by a properly programmed processing element (controller, state system, microcontroller, CPU, microprocessor, etc.). It may be applied.

[0092]

[0111] As shown in the figure, the elements or functional modules of the aircraft-mounted process 1100 in the POCS embodiment include the following: Optimization module (element 1030 in Figure 10 and / or element 1130 in Figure 11) • Hybrid Energy Planner (Element 1132 in Figure 11): -By minimizing the initial and arrival energy states, module performance constraints, and nonlinear cost targets (see below) related to operating rules, the optimal energy path across the air / flight path is determined, and a strategy that blends charges that typically appear to gradually deplete energy storage units along the flight path enables each onboard power source to operate at its optimal efficiency. - Movement is segmented with roughly uniform operational requirements (e.g., taxiing, takeoff roll, go-around at uniform measure, cruising, power neutral descent (performed as part of flight preparation)). This is done by breaking down the airway into a series of segments. Optimization is then performed to determine the optimal energy plan along the provided airway. If a detailed airway is not provided, a standard attrition profile (e.g., linear over the cruising and go-around legs) is assumed after budget management based on benchmark lookup tables for taxiing, takeoff, descent, and landing. - Optimization is based on flight legs and operating conditions, using fully dynamic programming (or similar algorithms), or lookup tables or generator and energy storage units. This is carried out through simplified methods, such as using a function that determines the optimal power distribution across the set. Power distribution can be described in one of many ways, including a generator output setting as a percentage of the generator's total output, or an output ratio equal to the ratio of the output drawn from stored energy to the total required output. - The objective function defines quantities to the minimum across the atmospheric path by the hybrid energy planner. For example, the objective function may include one or more of the following terms, along with parameters defined by the operator: Objective function = Cost of fuel + Cost of energy stored + Cost of engine maintenance and reserves (amortized) + Cost of battery packs (amortized) + Cost of passenger and crew time + Cost of aircraft + Cost of emissions. The objective function is minimized based on the provided departure and arrival energy states, operating rules from the operating rule library, and powertrain and module performance constraints from the powertrain and module (propulsor, generator, energy storage) models. The optimization process requires simulation of aircraft and powertrain performance provided by the aircraft and powertrain performance models. • Hybrid output manager (element 1134 in Figure 11): - Determine a real-time control strategy to optimize energy distribution, described through variables such as generator power settings or power ratios across onboard sources, in order to deliver the required power based on the overall energy path for flight. This is determined by minimizing nonlinear targets for flight segments that are subject to module performance constraints and operating rules, including the energy path provided. - Optimization may be carried out by relatively simple methods, such as determining generator power settings (or power ratios) from an optimal value lookup table based on individual ranges of flight legs and operating conditions, or by more complex methods, such as determining optimal values ​​using one of several algorithms, such as Pontryagin's Minimum Principle (PMP) or Equivalent Consumption Minimization Strategy (ECMS). Conformance with the provided energy plan is driven by an outer control loop (e.g., proportional plus integral). - The objective function defines quantities to the minimum across the atmospheric path by the hybrid energy planner. For example, the objective function may include one or more of the following terms, along with parameters defined by the operator: Objective function = Cost of fuel + Cost of energy stored + Cost of engine maintenance and reserves (amortized) + Cost of battery packs (amortized) + Cost of passenger and crew time + Cost of aircraft + Cost of emissions. The objective function is minimized based on the provided departure and arrival energy states, operating rules from the operating rule library, and powertrain and module performance constraints from the powertrain and module (propulsor, generator, energy storage) models. The optimization process requires simulation of aircraft and powertrain performance provided by the aircraft and powertrain performance models. • Propulsor optimizer (element 1136 in Figure 11): - A real-time control strategy is determined for each propulser based on the requested power, airspeed, and environmental conditions. The requested power is converted to a propulser setting for optimal efficiency. The optimal setting is then used to direct low-level module controllers (e.g., variable pitch blower controller, motor controller) to the POCS platform via a module interface (element 1050 in Figure 10 and / or element 1150 in Figure 11). The optimal setting may be further modified via a detailed control loop for performance improvement. This may include a peak search loop for fine-tuning the operating point and a smoothing loop to mitigate abrupt changes in the setting over sections determined by rideability performance constraints, aircraft structural performance constraints, or powertrain performance constraints. -Optimized settings may include propulser attitude, e.g., variable pitch blower angle, exhaust plug position, and propulser motor inverter output (e.g., torque, speed). The optimizer adjusts propulser settings over a range of aircraft operations, including standard thrust, neutral thrust, regenerative braking, reverse thrust, and recovered thrust. -For standard thrust control, the optimizer determines propulser settings that maximize the thrust driven and delivered by the required output, airspeed, and environmental conditions for each propulser. This is done by performing stepwise or linked optimizations across motor and propulser performance models (elements 1040 in Figure 10 and / or element 1140 in Figure 11). In a stepwise approach, motor and propulser settings are optimized sequentially. For example, motor settings to maximize efficiency may be determined first by optimization using a motor performance model within defined operating constraints for the motor. Accordingly, the propulser attitude (e.g., blower pitch angle or exhaust plug position) is determined to maximize propulser thrust by optimization using a propulser performance model within the operational constraints defined for the propulser attitude. These settings are then used to command the operation of the low-level controller via the module interface within the POCS. - Some implementations use lookup tables to determine the closest to optimal value. A desired optimization process may follow to refine the estimation along the lines described above. - For reverse thrust, the optimizer is driven by the required reverse power for each propulser and determines the propulser settings that maximize the delivered reverse thrust. This is done by a process similar to that for standard thrust. In the case of step-up approach, the motor settings are determined to maximize efficiency by optimization using a motor performance model or by a motor performance lookup table. The harmonic propulser attitude is then determined by optimization using a propulser performance model or by a propulser performance lookup table. - For regenerative braking control, the optimizer determines propulser settings that maximize the thrust driven and delivered by the required reverse power, airspeed, and environmental conditions for each propulser. This is done by performing stepwise or coupled optimization across motor and propulser performance models. In a stepwise approach, motor and propulser settings are optimized sequentially. For example, motor settings to maximize efficiency may first be determined by optimization using a motor performance model within defined operating constraints for the motor. Accordingly, propulser attitude (e.g., blower pitch angle or exhaust plug position) is determined to maximize propulser reverse thrust by optimization using a propulser performance model within defined operating constraints for the propulser attitude. These settings are then used to command the operation of the low-level controller via the module interface in the POCS. - For neutral thrust, the optimizer instructs the low-level controller to suspend output to the motor and set the propulsion attitude to minimum drag (for example, setting the variable pitch fan to feathering or pinwheel and the exhaust plug to maximum extension). • Energy conservation optimizer (element 1138 in Figure 11): - To help ensure operation within a long lifespan defined by performance constraints, the performance and status of the rechargeable storage unit are monitored via the module interface 1150 within the POCS. If the storage unit is outside its long lifespan, the optimizer adjusts the hybrid energy planner and hybrid output manager settings to redistribute output to the generator, for example, by increasing the effective cost of the storage unit. • Generator optimizer (element 1140 in Figure 11): - A real-time control strategy is determined for each generator based on the requested power, airspeed, and environmental conditions. The requested power is converted to a generator setting for optimal efficiency. The optimal setting is then used to command low-level module controllers (e.g., engine control unit, motor controller, fuel system controller) via the module interface 1150 within the POCS platform. The optimal setting may be further modified via a detailed control loop for performance improvement. This may include a peak search loop for fine-tuning the operating point and a smoothing loop to mitigate abrupt changes in the setting over sections determined by rideability performance constraints, aircraft structural performance constraints, or powertrain performance constraints. -Optimized settings may include, for example, the output of the internal combustion engine, such as speed, torque, and generator motor inverter outputs (e.g., torque, speed). - The optimizer is driven by the required power output, airspeed, and environmental conditions for each generator, and determines the generator settings that maximize efficiency. This involves stepwise or coupled optimization across engine and motor performance models (or integrated generator models). This is done by implementation. In a stepwise approach, engine and motor settings are optimized sequentially. For example, the engine settings to maximize efficiency may first be determined by optimization using an engine performance model within defined operating constraints for the engine. Subsequently, the motor settings to maximize efficiency may be determined by optimization using a motor within defined operating constraints for the motor. The motor performance is determined by optimization using a motor performance model within the constraints. These settings are then used to instruct the operation of the low-level controller via the module interface within POCS. - In some implementations, a lookup table is used to determine a near-optimal value, and this may be followed by a desired optimization process to refine the estimate along the lines described above. - A strategy to route excess power (exceeding demand) from the generator to charge a storage unit in order to isolate the generator from transients or when the requested output is outside the generator's optimal range. • Powertrain and control manager (element 1142 in Figure 11): - Driven by input from the pilot or powertrain and control redesign function, it performs diagnostic or resolution processes, reconfigures the powertrain, or modifies control methods. - Receives resolution or diagnostic process steps, powertrain reconfiguration commands, control methods from the pilot, and powertrain and control redesign functions. - Resolve conflicting instructions and follow safety procedures defined by the operation rule function. - Execute a reasonable set of changes within the safety sequence by issuing commands to the low-level controller via the module interface, and by modifying the optimization module, aircraft, and powertrain models. For example, in the event of an imminent emergency landing, a "safety and isolation" sequence activated by the pilot just before touchdown would instruct the powertrain and controls to redesign their functions to shut down or isolate all high-voltage or flammable systems in the powertrain to protect passengers and cargo. Alternatively, fault detection and identification functions may activate a sequence based on a collision assessment from aircraft state variables. • Output assigner (element 1144 in Figure 11): - Determines the power distribution across the onboard propulsors based on pilot commands and powertrain capabilities. This may include: • Output assignment for coordinating multiple propulsors, for example, for a balanced output to eliminate yoke moment, for example, a propulser that provides output for zero moment around the aircraft's center of gravity, or propulser output determined by the output setting of the master propulser. - Power allocation that matches the required power to optimally adapt to propulser failure while maintaining normal performance or performance for graceful degradation. For example, the allocation may boost power to healthy propulsors to compensate for the failure, while simultaneously limiting the yoke moment and ensuring power is higher than the minimum power required to maintain safe flight for its flight legs, and without exceeding the constraints on the propulsors. Output allocation for directional control by distributing the output to create the required deflection moment. Aircraft and powertrain models (elements 1040 in Figure 10 and / or element 1150 in Figure 11) • Aircraft performance model (element 1152 in Figure 11): - Flight tests calibrate a one-degree-of-freedom physics-based performance simulation model that calculates the expected power output and go-around or descent rate required for the current phase of flight, assuming aircraft weight, speed, air temperature, and pressure (a further description of this aspect is given in the Consideration of the FPOP System). • Powertrain and propulser models (multiple models possible) (elements 1153 and 1154 in Figure 11): - Performance models, lookup tables, and performance constraints that enable optimization of propulser settings based on required power, airspeed, and environmental conditions. These may include one or more of the following: • Motor performance model, e.g., motor torque, speed, and voltage as functions of the motor Describe the efficiency of [the function / method]. • Define propulsion thrust as a function of the propulsion performance model, e.g., blower pitch angle, torque, airspeed, blower speed, and standard brake, reverse brake, or regenerative brake settings. • Defines performance relationships at individual points for use as a motor and propulser performance lookup table, as an alternative to optimization, or for generating a starting approximation. • Performance constraints, motor and propulsion settings. For example, blower pitch angle range for standard operation, regenerative braking, and reverse thrust. • Generator model (element 1156 in Figure 11): - Performance models, lookup tables, and performance constraints that enable optimization of generator settings based on required power, airspeed, and environmental conditions. These may include one or more of the following: • Define engine performance models, for example, engine efficiency as a function of engine torque, speed, and ambient conditions. • Motor performance models, for example, describe motor efficiency as a function of motor torque, speed, and voltage. • Define performance relationships at individual points for use as an engine and motor performance lookup table, as a replacement for performance models, or as a starting approximation. Alternatively, a generator motor for integrated engine motor performance (e.g., describing generator efficiency as a function of torque, speed, voltage, and ambient conditions). As above, the generator motor can be replaced or complemented by a generator performance lookup table that defines performance relationships at individual points. • Performance constraints on the engine and motor, or integrated generator settings. For example, engine output is limited to the total output, boost, and peak range, along with safety periods for boost and peak, and motor output is limited to the total output, boost, and peak range. • Conservation energy model (element 1158 in Figure 11): - Performance models, lookup tables, and performance constraints to enable optimization of power distribution across rechargeable energy storage units and generators based on the requested output, current charge state, and environmental conditions. These may include: • A depletion model for energy storage units, which relates, for example, to the current charge state of the extracted units via general coulomb counting. • Energy conservation performance model: This determines the operating efficiency of a unit based on the extracted output, charge state, ambient conditions, and other factors. For example, a Rint-type equivalent circuit model coupled to the model for key parameters (such as open-circuit voltage) as a function of charge and temperature states. • Conserved energy performance lookup tables define performance relationships at individual points for use as replacements for optimization or as starting approximations. This includes performance limitations on the energy storage unit, the charge state, and limitations on the output drawn from the unit. Fault detection and fault recovery (element 1042 in Figure 10 and / or element 1160 in Figure 11) • Fault detection and fault identification (element 1162 in Figure 11): - Continuously monitor the health of the powertrain by a combination of signal-based and model-based methods for detecting failures in sensors, actuators, components, or modules. - Periodically sample signals from a range of sources, control signals from the POCS to the low-level controller, and output signals and aircraft state variables from the low-level controller, powertrain, and module sensors. - Monitor signals to ensure the powertrain operates within safety limits defined by performance constraints. If safety limits are exceeded, monitor the degree and duration of spikes to assess the severity of the problem. - To notify the pilot, a powertrain warning (element 1164) is activated via the cockpit interface (element 1170 in Figure 11, and more specifically, element 1172 which notifies the pilot). - Various methods (e.g., Fourier analysis, limit checks) are used to detect fault signals. - Compare the performance of powertrains, modules, and subsystems with internal models for components or processes, and identify potential failures through methods such as parameter estimation or neural networks. - Determine the location and nature of failures through signals and models using analytical methods and / or heuristic problem-solving methods. Classify failures based on location, type, and severity. - Activate the powertrain and control redesign function / process (element 1166 in Figure 11) to initiate corrective action. For the purpose of managing aircraft and transport systems, please note that the powertrain configuration and control method library includes the following information, data, or processes: - A solution process that describes the steps to be followed to resolve a powertrain failure. -Each powertrain configuration must describe its settings, and for example, switches, connectors, and contactors must be collectively configured to implement the structure along with the process steps for performing a safe reconfiguration and the control methods for operating the reconfigured powertrain. Each control method describes optimization and control procedures for the powertrain, including the objective function, operating rules, powertrain and module performance constraints, and aircraft and powertrain performance models. • Powertrain and control redesign (element 1166 in Figure 11): -By combining predefined designs with in-flight synthesis, the powertrain and control redesigns necessary to adapt to activated failures are determined, while maintaining normal or gracefully degraded performance. - Determine whether corrective action is required based on the location, type, and severity of the failure. - Selects a solution process, powertrain configuration, and control method to optimally adapt to a failure via an expert system (or other decision process) that combines lookups, powertrain configurations, and control methods from a predefined library of solution processes with synthesis to adapt the response to specific conditions. For example, • Isolation of the faulty module or circuit. For example, in the case of a short-circuit switch failure in a converter, a fast-acting fuse connected to the switch can be used, and when it fails, the fuse will isolate the switch and resolve the issue. • Redistribution of power to adapt to failures. For example, in a powertrain with twin propulsors, each powered by a storage energy unit and a generator, a failure in one propulsion unit or power source may require the power to be transferred between the left and right sides to optimize output. In the event of a failure in the left propulsion unit, a transfer from left to right would assist in compensation by allowing the right side to boost. Similarly, a transfer from left to right would assist in adapting to a failure in the right power source, so that both sides receive power equally. • Activation of redundant modules or circuits. For example, in a powertrain with left and right dual propulsors, each powered by a bus, a failure in either bus can be compensated for by a single redundant bus. Furthermore, redundant buses can be used to create paths for left and right transmission. • Isolation of high-voltage circuits. - Notification and corrective action are initiated by activating the powertrain warning (element 1164 in Figure 11) and the powertrain and control manager (element 1142 in Figure 11) functions, operations, or processes.

[0093]

[0112] Figure 14 is a flowchart or flow diagram illustrating certain inputs, functions, and outputs of a flight path optimization platform (FPOP) that may be used to determine or revise flight paths for an electric hybrid aircraft, which may be used as part of an air transport system according to the present invention. Each or a combination of functions, operations, or processes performed by or under the control of the elements or modules shown in the figure may be performed by the execution of a set of instructions by a properly programmed processing element (such as a controller, state system, microcontroller, CPU, microprocessor, etc.).

[0094]

[0113] The implementation of a flight path optimization platform may be used to determine the optimal flight path(s) for a hybrid electric aircraft. This involves defining speed and altitude for each of a set of flight segments, as well as energy plans, while satisfying performance and cost objectives defined by the flight mode. The FPOP determines the optimal path across one or more flight paths, thereby taking into account aircraft and powertrain characteristics, weather conditions, ATC limitations, hazards, etc.

[0095]

[0114] 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 for conventional manned 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, airborne weather, aircraft aerodynamics, available energy and power, and relative energy conservation versus generator use. In contrast, flight altitudes designed for long-haul commercial passenger or cargo flights may be set by one or more of the following: FAA requirements, policies, and general aircraft characteristics. This is a much simpler form of determining segments(s) for conventional long-haul flights. Due to the complexity of the flight planning process required for the aircraft and regional air transport systems of the present invention, FPOP is used to perform the optimization process required to determine the optimal flight path, both pre-flight and during flight (as conditions change).

[0096]

[0115] In addition to the initial flight path plan, FPOP may also be used periodically during flight to update the flight path to the destination (taking into account changes in wind, ATC routing settings, etc.), and may provide an alternative destination or flight path in the event of a powertrain failure or other in-flight emergency. During the flight, all airports within range are periodically identified, taking into account the aircraft's current energy state. The results may be displayed to the pilot in any format, including range rings on a map, airports highlighted on the map, or lists written in simple letters. In any emergency situation, we will immediately provide a flight path to the nearest available alternative airport. In the event of a partial failure within the powertrain, FPOP identifies alternative destinations that are available with the powertrain in a degraded state. Examples of partial failures include the failure of one or more energy storage units, power generation modules, or propulsion motors.

[0097]

[0116] In some embodiments or implementations of the FPOP platform or data processing system, the optimization process may be carried out at two levels. • Level 1: Simple rule-based calculations using a standard library to set altitude and speed based on flight mode and distance. • Level 2: Optimization across a range of feasible alternatives in terms of altitude and speed, built upon the output of Level 1.

[0098]

[0117] In some embodiments, the FPOP platform may include, or be configured to access, one or more of the following functions, operations, or processes: That's fine. Route generation (element or process 1404 in Figure 14). This defines a Level 1 flight path for each flight route. This module constructs a 3D flight path defined by waypoints (latitude, longitude, and altitude) connected by flight segments (e.g., cruising, go-around, descent) with speed and energy plans assigned to each segment. Cruising may consist of one or more segments required by altitude constraints and ATC routing. For Level 2 optimization, alternative flight paths are constructed for each route using the route alternative creation rules module (1413). Target speeds are determined for each leg using the speed rules library for each flight path, and weather and hazard indices are determined by interpolation over the provided conditions. Generally, the route generation process or element utilizes a core sequence drawn from a library of performance heuristics and airspace constraints, such as the following: The route generation sequence first sets the cruising altitude(s) and flight speed based on empirical rules. The go-around distance and descent distance are calculated to set intermediate waypoints, and airspace constraints are calculated as waypoints using altitude constraints. Finally, the power ratio (range extension generator state) is set for each segment. • Path heuristics (element 1407 in Figure 14): A library of altitude, speed, and energy source utilization based on a database from detailed flight path optimization. For a given range, weight, and flight mode, it returns the optimal go-around and descent rate, cruising altitude and speed, and range-extended generator utilization time for a simple, windless flight profile. The heuristics may be created using the processes described herein. • Airspace constraints. (Element 1410 in Figure 14) Constraints are imposed along the flight path as start and end waypoints (latitude, longitude, and altitude), and a navigation database of airspace and terrain combined with the flight path is used to determine minimum or maximum altitude constraints. • Go-around and descent library. (Element 1409 in Figure 14) A library that returns the time and distance for going around or descending between two altitudes at the current weight and velocity, provided by path heuristics. The library may include table lookups using smoothed or accumulated performance calculations by interpolation. Environmental assessment. (Element or process 1412 in Figure 14) Determine whether environmental conditions ensure a level of optimization of the route beyond the standard empirical route. Apply weather and caution data to the flight route, and any cautions, strong winds, or significant changes in wind along the flight path will necessitate L2 route fine-tuning. Alternative flight path generator (element or process 1413 in Figure 14). Segmentation from the original flight path. By changing the ment altitude, a set of alternative flight paths is constructed. If compensated, a breakpoint generator is used to further subdivide the existing flight segment with additional waypoints, and then all possible paths are constructed. The maximum number of paths (around 10) is limited by altitude constraints (minimum, maximum) and airspace regulations requiring gradual altitude cruising (for example, over the United States, eastbound cruising is at odd multiples of 1,000 feet, i.e., 9,000 feet, 13,000 feet, etc.). Breakpoint creator (element or process 1414 in Figure 14). This routine is already The existing cruising segments are compared against caution and weather indicator data (elements 1403 and 1405). Typically, waypoints are inserted at the boundary of any hazard and at any location with significant wind speed changes. Each additional waypoint increases the degrees of freedom available to the optimizer. Flight path optimizer (element or process 1408 in Figure 14). This is the objective function. The cruising speed(s) and power ratio are varied along the flight path to minimize constraints while conforming to them. Optimization is performed on the current state of the aircraft, which may include weight, energy conservation, and available range extension generator fuel, as well as environmental conditions, which may include wind, rainfall, temperature, etc. The results of the optimization process may include the optimized flight path, atmospheric path, energy plan, and objective function values. The flight path optimizer is as follows: It may include one or more of the processes, operations, functions, elements, etc. • Objective function. By being set according to the flight mode, the objective function will influence the cruising speed and energy utilization strategy. Typical objective functions that "unify" the performance space are typically maximum speed (minimum time) or minimum energy. The overall objective function includes one or more of the following terms, with parameters defined by the operator: Objective function = Cost of fuel + Cost of energy saved + Cost of engine maintenance and reserves (amortized) + Cost of battery packs (amortized) + Cost of passenger and crew time + Cost of aircraft + Cost of exhaust. • Optimization variables. The optimizer changes the cruising speed(s) and power ratio. For example, depending on the flight range, maximum speed optimization will result in a high level of range extension generator usage, while minimum energy optimization will result in a low level of range extension generator usage, and sufficiently short flights will not use any range extension generators at all. • Optimization constraints, including the maximum discharge rate of stored energy, the minimum charge state at any point during the flight, and the minimum energy reserve at the end of the flight (note that optimization occurs on a determined flight path and all altitude constraints are satisfied by the flight path generator). For performance and safety reasons, the powertrain may have one or more constraints. The optimization process involves a nonlinear optimization space that may contain discontinuities in generator states, both of which exclude closed-form solutions. Optimization requires modeling of aircraft and powertrain performance over a defined flight path, using the current aircraft configuration and in a time-dependent manner within the expected flight environment. The performance model yields a time-integrated sum (e.g., fuel consumed and energy saved) that is used to compute the objective function. Flight modeling is performed using dynamic programming (e.g., flight simulations including representative aircraft and powertrain models, as described in detail below), or low-level programming. This may be achieved by simplified methods such as the original model (as long as the discontinuous, time-integrated properties are correctly modeled). The methods described herein are representative aircraft and We will utilize a flight simulator process that employs a powertrain model and incorporates the influence of the current operating environment. • Optimization algorithms. Flight profiles with a single cruising speed variable may be optimized using gradient descent or Newtonian methods. Multi-segment flights with discontinuities in power ratio may require more advanced nonlinear algorithms (such as NPSOL). The constraint check (element or process 1406 in Figure 14) checks the result of the optimized flight path against other constraints that may be used to shape the required end-of-flight energy reserve or optimized space. Any paths that could not be optimized to fit the constraints are discarded and removed at this point. Path evaluation (elements or process 1402 in Figure 14). This evaluates all valid flight paths. The function sorts the flights, determining the default flight path (originally requested) and the optimized flight path. It returns the best flight path (i.e., the one with the lowest objective function), along with all relevant information. Flight simulation models and modules. The flight simulation model may be utilized by the flight path optimizer (element or process 1408 in Figure 14), which is a single-degree-of-freedom, physics-based performance simulation model calibrated in flight tests, which calculates the expected power required for the current phase of flight, assuming aircraft weight, speed, air temperature and pressure, as well as the rate of return or descent. This model utilizes aircraft and powertrain models in time steps and experimental routines to continuously calculate performance along the flight path in the presence of expected weather. The results are integral sums over time, distance, and energy. The integral sum of distance is the atmospheric path. These models may include one or more of the following: • Flight Modules. Performance is calculated for each flight segment by the corresponding flight module (e.g., takeoff, go-around, cruising, descent, landing, etc.). Modules are aircraft and segments. Initialized with performance information, it returns integrated performance for the complete flight segment. The table provides input and output details for each module, and the module utilizes aircraft and powertrain models to calculate aircraft performance. · Aircraft model. The model is initialized using aircraft states (altitude, speed, power level, weight, rotation rate, etc.) and operating environments (altitude, air temperature, pressure, density), and may also return corresponding instantaneous performance (energy usage, fuel combustion, acceleration, climb or descent rate, etc.). The model may use a combination of equations of force and moment (C D , C D , C Di , C M , F, and N Z W), and a general table lookup to determine instantaneous aircraft performance. Here, · Standard calculation of C -C L -C L = N Z W / q / S. · Resistance corrected for test resistance, rising through a Reynolds-based skin friction method using the C D -form drag factor. Cooling drag, flap and landing gear drag (if necessary) , additional factors for protrusion and interference drag. · Resistance induced by C Di -reference C L 2 / (πARe), where e is a function of C L provided by table lookup, flap setting. Trim drag is gradually added to the wing as lift, and C Di is calculated from HT. · C M -Pitch moment, calculated from aircraft weight, CG, and neutral point (speed-dependent, from table lookup). · F - Thrust, both available thrust and required thrust. The power train and propulsor models are called to determine available SHP and converted to thrust using an aerodynamic propulsor model (table lookup of efficiency vs. speed). The required thrust is calculated to balance drag (for non-maximum thrust cases), and is used for energy / fuel combustion. · N ZThe W-load factor is caused by the accelerating flight (turning rate or pitch rate) and is expressed as a fraction of (g). • Powertrain model. Represents the physics of the hybrid electric powertrain module and propulser. In response to thrust requirements from the aircraft, the powertrain module distributes output between the range extension generator and energy storage unit, returning available thrust, range extension generator state(s), fuel burn rate, and storage discharge rate. The aircraft simulation tracks range extension generator operating time, total fuel burned, and kWh used from storage. Additional information about the powertrain model is provided in the Powertrain section (e.g., elements 1153 and 1154 in Figure 11).

[0099]

[0118] As described, an FPOP flowchart or flow control diagram illustrates the sequence of steps in an exemplary implementation of the FPOP process. These typically include: 1. FPOP starts from POCS(1409), and the data necessary for flight path creation / optimization may be collected from several sources. a. Pilot input flight mode information (1410) is provided by POCS, which also includes energy state requirements (e.g., the level of reserve required for landing). b. The GPS / FMS provides the flight path to be optimized as initially entered by the pilot (1412), and there may be two or more flight path options (e.g., multiple circling routes or over the terrain). c. Weather information (1414) is uploaded to the data link (ADS-B in). d. The aircraft data bus provides current operating or environmental parameters (1416), which include temperature, air pressure, and, if in-flight, aircraft position and speed. 2. Data preprocessing (1420) converts wide-area weather information into weather indices (1403) interpolated along the location (based on latitude, longitude, and available altitude) along the flight path. Similarly, sources of caution (e.g., icing or rainfall) are preprocessed to check their possible effects on the intended flight route, and the data is converted into caution factors (1405). It will be provided. 3. The FPOP platform is invoked using the fully assembled set of input data (process or stage 1401). 4. The flight path generator (1404) creates a three-dimensional flight path from the provided two-dimensional flight path. The generated path is defined by a set of waypoints (defined by latitude, longitude, and altitude), which are connected segment by segment (go-around, cruising, descent) using a speed specified for each segment. a. The library of route / performance rules (1407) provides optimal go-around rate, cruising altitude, and descent rate. The rules are modified for the aircraft's current weight and energy state. b. The return and descent library (1409) uses a rate (from heuristics) that provides the return and descent distance to determine the location of intermediate waypoints. c. Intermediate waypoints may be added in accordance with airspace constraints (1410), including those due to terrain. d. Waypoints are connected to flight segments, and speed and range extension generator status are assigned to all segments based on empirical rules. 5. Environmental assessment (1412) involves reviewing flight paths by combining weather data and hazard data to determine whether the path is advantageous in terms of optimization under real-world conditions. a. If no further optimization is required or would not be advantageous, the path is provided to the flight path optimizer (1408). b. If further optimization is potentially advantageous, the alternative flight path generator (1413) is invoked. i. The breakpoint generator (1414) may add additional intermediate waypoints to the cruising segment based on attention and / or airborne wind sources, which provides greater degrees of freedom in the optimization space. ii. The altitude of each cruising segment varies from the highest (set by performance limits) to the lowest (set by constraints). Speed ​​and energy source utilization are also important here. It is set by using the rules of experience. iii. All possible path combinations are provided to the flight path optimizer (1408). 6. The flight path optimizer (1408) varies the cruising speed and power ratio over the flight path to minimize the objective function under any specified constraints. For each flight path, the optimizer generates the atmospheric path, energy plan, and objective function. Note that if a viable energy plan cannot be found, the path may be discarded. 7. All feasible paths are sorted by the objective function, and the optimal path is identified and returned. The final output (1430) is the flight path and air route, energy plan, required reserve energy, arrival energy, and the value of the identified objective function. Flight simulation modules (note that these demonstrate possible implementation examples) [Table 3-1] [Table 3-2]

[0100]

[0119] Flight path optimization (such as that performed by FPOP and as described herein) depends on parameters that affect aircraft efficiency and cost, and it should be noted that these vary significantly between conventional and hybrid platforms, as shown in the table below.

Table 4-1

Table 4-2

[0101]

[0120] In some embodiments, as described herein, the optimization process may be performed to create a route or other rule of thumb for the FPOP flight path maker. The following is a table containing information regarding the differences in the optimization process between what can be implemented for the hybrid electric regional air transportation system of the present invention and what can be used for conventional aircraft and transportation systems.

Table 5-1

Table 5-2

Table 5-3

[0102]

[0121] Figure 13 is a schematic diagram illustrating exemplary flight path optimization for an aircraft, which may be produced by a Flight Path Optimization Platform (FPOP) and used at least partially to control the operation of the aircraft in an embodiment of the regional air transport system of the present invention. As shown in the figure, the flight path 1300 may be composed of one or more segments (such as those identified in the figure by "A", "A.1", "B", "C", "D", etc.), each segment may require a specific configuration of the aircraft and control system to be properly implemented (e.g., subject to constraints imposed on the operation of the aircraft (such as distance traveled, fuel (energy) level, fuel consumption, total weight, etc.)). The figure shows a cross-sectional example of a graphical representation of the flight path optimization process, and therefore only the altitude profile as a function of distance. In this embodiment, the default flight path 1300 is a single origin, single destination path, which is divided into multiple segments by the FPOP's path creation module / function.

[0103]

[0122] The initial path (shown as a dashed line) generated by the FPOP module's path generation process is based on the origin (A), destination (D), and altitude constraints for terrain obstacles. This default path results in an initial go-around (segments A-A*), a cruising mode at the optimal windless altitude (segments A*-B), a higher altitude segment to avoid obstacles (B-B.1), a return to the optimal cruising altitude when obstacle constraints are removed (segments B.1-C), and cruising to the peak of the descent point (segments C-C.1), followed by a descent for landing (segments C.1-D). The path generation process uses go-around and descent rates to determine the midpoints of the flight path (i.e., A.1, B.1, and C.1). Note that the optimal go-around and descent rates, cruising altitude and speed, and generator stop point (shown as a triangle between point C and point C.1) are determined by the flight mode and range. For example, a "high-speed" mode over a moderate range yields the best rate of go-arounds relative to maximum altitude, enabling peak power output using range-extended generators for all cruising, while an economical mode over the same distance might cruise at a lower speed, lower altitude, and with range-extended generators partially shut off throughout the cruising flight, completing the flight solely on conserved energy. This route is provided to the energy optimization module, which in turn provides it to the FPOP's route evaluation module. Returning to the exemplary optimization process illustrated in Figure 13, in some embodiments (and as suggested by Figure 14), a typical optimization process would involve the environmental assessment module / function 1412 checking weather indicators 1403 and attention factors 1405 for potential cruising segments and determining whether further optimization should be implemented based on changes in wind speed, wind direction, or velocity, etc. (as indicated by the "yes" or "no" branch in the "Refine Route?" determination step 1415 in Figure 14). The breakpoint generator 1414 first determines, based on the wind gradient, whether additional subdivisions are needed for the existing cruising legs (i.e., A, B, and C). Since the wind is constant for each leg, the answer in this case is "no" (as suggested by wind speeds W1 and W2 shown in Figure 13). • Alternative flight path creation module 1413 modifies the altitude at A.1, B, and C, which corrects the location of points A.3, B.1, C, and C.1 in the flight path. Aircraft regulations require cruising at progressive altitudes (e.g., every 2,000 feet within the United States). Please note that, as requested, there are a limited number of feasible changes. The downward cruising altitude is determined by the minimum route altitude (defined by the MEA, terrain, and airspace), while the upward cruising altitude is determined by the aircraft's performance capabilities. The result of this variation process is a set of potential flight paths. Each potential flight path is analyzed by the flight path optimization module 1408, which performs a flight simulation process to find the lowest energy usage for that path. The route evaluation module 1402 is used to rank the routes, and both the default route(s) and the route(s) that minimize the objective function(s) are returned.

[0104]

[0123] In this embodiment (compared to the default flight path 1300 shown in Figure 13), the path optimization module 1408 lowers the initial altitude to a low limit to avoid headwinds and returns to position A.3 to ensure sufficient distance to go back to B to maintain distance from terrain obstacles. The altitude at B remains unchanged, but after avoiding obstacles, the lower cruising altitude at C can take advantage of a tailwind, and the peak of the descent point (C.1) can be delayed as long as the tailwind is available. The reduced energy consumption in the initial segment allows the generator to be shut down earlier (as indicated by the triangle closer to point C in the figure).

[0105]

[0124] The table below shows each waypoint in the optimized path, the source of intermediate waypoints, the desired altitude and speed(s) for each leg, and how the optimization process modified the original default flight path. The table shows that the speed and / or altitude of waypoints A.2, B, B.1, and C are optimized. The table also lists how the speed was determined for each leg. Note that legs with optimized altitude also have optimized speed. [Table 6]

[0106]

[0125] As described, flight path planning for regional hybrid electric aircraft with multiple power sources involves more complex trade-offs than for conventional aircraft over long distances. For example, the optimal flight altitude is determined by a combination of speed vs. efficiency targets, flight distance, airborne weather, aircraft aerodynamics, available energy, and relative energy conservation vs. range extension generator or alternative power source use. The FPOP process allows for this optimization both pre-flight and during-flight in response to changing conditions to determine the optimal flight path(s).

[0107]

[0126] As described herein, in some embodiments, an FPOP platform or system for a hybrid electric aircraft may have the following characteristics and / or perform the indicated functions: • Create one or more flight paths optimized for the flight mode, which are compatible with aircraft and environmental constraints (e.g., final energy state and airspace restrictions). The determined or revised flight paths may be uploaded to the FMS (shown in Figures 3 and 4) to be executed by the pilot or autopilot. • Flight plans for regional hybrid electric aircraft with multiple energy sources are subject to The demands on hybrid electric aircraft are more complex than those of previous aircraft, and the complexity of using multiple energy reserve sources makes flight safety even more critical. Aircraft performance across missions is inherently nonlinear and is typically addressed using several levels of dynamic programming (e.g., simulation) coupled with optimization methods (e.g., energy methods to minimize total flight energy). Hybrid electric performance presents an even greater level of complexity. It involves nature, and within it, the energy contribution originates from multiple sources, which are physically unique (either energy sources or power sources), and these are related to time or flight. Strikes may not be continuous. This results in a complex optimization process that cannot be handled by conventional flight path planning. As described, a Flight Path Optimization Platform (FPOP) for hybrid electric powertrains typically employs a two-step process: (1) defining the flight path to establish an overall flight profile including cruising altitude, followed by (2) optimizing it in the current operating environment. • Flight path demarcation may occur at one or two levels depending on environmental conditions. - Level 1: Initial demarcation of the 3D flight path using heuristics, providing optimal altitude, cruising speed, and energy plan for the desired range and mode of flight. Level 1 is typically sufficient when the flight environment is relatively simple (light wind, no caution or hazard). - Level 2: Called to create an alternative route if wind or caution adversely affects a Level 1 route. The altitude(s) of the Level 1 flight path cruising segment(s)(s)(s)(s) are altered to create a set of modified routes. Optimization is performed for each flight path by adjusting the cruising speed and energy plan (power ratio) to minimize the objective function within constraints, while taking into account the current operating environment (weather and aircraft conditions). The results are the atmospheric path, energy plan, and objective function values. In the case of multiple flight paths, the path with the lowest objective function is returned as the optimal one.

[0108]

[0127] Compared to conventional aircraft operating on long-haul flights, the flight profiles of regional hybrid electric aircraft are significantly more complex due to the many more options for speed and altitude, the use of multiple energy sources that respond differently to altitude and power demands, and the resulting differing costs. As part of this novelty, the inventors recognized that conventional aircraft flight planning is inadequate to provide safe and efficient flight paths for hybrid electric aircraft, and that this capability needs to be provided to ensure flight safety and reduced pilot workload. The implementation of the FPOP platform / system of the present invention is based on the inventors' recognition of operational and optimization differences between hybrid electric powertrains and conventional aircraft powertrains. These differences or characteristic features include: Conventional long-range aircraft use a limited set of predetermined go-around and descent profiles and cruise at an altitude of 31,000–40,000 feet. The cruising altitude is easily determined from airborne wind and air traffic requirements, and "optimization" is generally not much different from adjusting speed to adjust fuel prices. Regional aircraft spend a much larger proportion of their flight path / time on go-arounds and descents, and their cruising altitude varies widely depending on range, weather, terrain, and air traffic control. Nevertheless, the best cruising efficiency for conventional regional aircraft typically relies on go-arounds to the highest altitude, taking the cruising range into practical consideration. • Energy planning in conventional aircraft is typically the process of ensuring that more fuel than is needed for the flight is available. Fuel burn-off is calculated from the planned flight segment and the required reserves (expressed as time, or time plus detours to alternatives). The calculation is performed by the pilot or FMS using a table lookup system consisting of aircraft weight, cruising altitude, and speed. • Cruising speed depends on the available time and fuel cost, high-speed cruising (maximum power), or It is chosen for long-distance cruising (the most economical option). ·Conventional aircraft engines lose power with altitude and do not burn through fuel reserves very quickly even during "full power" (i.e., full throttle) flight. ·Conventional flight route optimization is typically based on a simple ratio of fuel cost to operating cost. For example, some aircraft manufacturers refer to this as the "cost factor", which is set as a single number by the operator and which the aircraft FMS uses to set the return speed, cruise speed, and descent apex. ·In contrast, hybrid electric regional aircraft are efficient over a wide range of altitudes, the cruise speed is determined by energy rather than available power, and the total cost versus energy cost is more complex. ·Cruise altitude mainly affects speed and available power source / range extender generator output (which affects range for a given speed). Due to much smaller changes in efficiency 、the optimizer selects a higher altitude for speed rather than for energy efficiency (minimizing total cost) (opposite to conventional flight planning). ·Energy planning is significantly complicated by two / multiple energy sources with different operating characteristics. a.Stored energy provides a wide range of power regardless of altitude or speed but has a relatively limited amount of energy. Stored energy may suffer from efficiency losses as a function of power output and effectively reduces the amount of stored energy when operating at high discharge rates. b.The range extender generator provides a constant power using the total energy limited by the available fuel. The range extender generator output and efficiency may vary with altitude. c.To ensure that safe flight is maintained at all times, it is necessary to specify that there is sufficient reserve energy for each power source. ·The cruise speed range derived from maximum energy (total stored energy available for cruise + power generation * time), and the minimum energy, which are functions of range; the cruise speed is set to harmonize with the target future energy state. Electric propulsion does not lose power with altitude, and pilots who maintain maximum power at high altitudes will experience a much faster depletion of stored energy than conventional pilots would expect. Flight path optimization trades the total cost of energy and output (storage cost + generation cost) against the operating cost. The difference extends from basic optimization to include optimization of energy procurement (e.g., POCS hybrid energy planner function).

[0109]

[0128] As part of creating the aircraft and regional transport systems of the present invention, the inventors have developed a process or set of processes for the design and optimization of a forward-compatible hybrid electric aircraft. The design process includes sizing powertrain components, integrating propulsion, sizing wings, and noise reduction, which collectively results in an aircraft with a 60-80% reduction in direct operating costs, a 20-30% shorter runway capacity, and noise levels 15-25 EPN dB lower than conventional aircraft. Furthermore, forward compatibility ensures that the aircraft can adapt to future EV / hybrid technologies through relatively simple upgrades of specific powertrain modules. As a result, embodiments of the aircraft of the present invention are expected to remain competitive over the target lifespan of the airframe, providing improved performance and cost reductions along with module upgrades. Furthermore, the same or similar processes can be used to develop variations of aircraft with different performance characteristics adapted to specific markets (through the selection of powertrain modules without any changes to the external airframe or propulsors). This is an aircraft optimized for specific markets. This enables development with minimal engineering and recertification requirements. This set of design and optimization concepts, as well as the process for an aircraft which may be used as part of a regional air transport system according to the present invention, is described in more detail with reference to Figures 15 and 16. Conventional aircraft design processes cannot dimensionalize hybrid electric powertrain components. It should be noted that aircraft and powertrains may not be able to keep pace with the rapidly evolving EV / hybrid technology, nor may they be able to fully utilize the unique advantages of electric propulsion, including groundbreaking efficiency, short take-off and landing capabilities, and low-noise operation.

[0110]

[0129] Figure 15 is a flowchart or flow diagram illustrating a hybrid electric aircraft design process that may be used to implement an embodiment of the air transport system of the present invention. In some respects, the overall flow is similar to that of conventional aircraft design, but certain steps (shown in bold) are modified or entirely unique to the hybrid electric design process. The following table provides a description of each of these modified steps in comparison to the conventional process.

[0111]

[0130] The flowchart in Figure 15 illustrates the main components in the aircraft design cycle of the present invention. Aircraft design is a highly iterative process due to the interdependence of the main design parameters of weight (payload, fuel, and aircraft), propulsion power, and main structural dimensioning (wings, tail, landing gear, etc.). Note that the operations or processes shown in bold are significantly influenced by the hybrid electric powertrain and its use as part of the regional air transport system of the present invention. 1. The design process begins with top-level design requirements, including payload, cabin dimensions, cruising speed and range, maximum altitude, takeoff and landing runway performance, and noise and cost requirements (process or stage 1502). 2. Weight is the single most important driving force in aircraft design. Maximum weight directly affects the required engine power, wing dimensions, structural weight, and required cruising power (energy). Each design cycle begins with updating the weight (process or stage 1504). 3. Based on the maximum weight, the aircraft wing and tail sections are dimensioned, and a rough performance analysis is used to determine the required thrust output and energy capacity to meet range and speed requirements. The aircraft configuration also includes the placement of the main components, wings, tail, landing gear, etc. (Process or stage 1506). a. A unique feature of hybrid vehicles is the dimensional setting of powertrain components, which takes into account the amount of energy stored and the power generation output capacity (process or stage 1507). The three-tier design process described herein uses range and speed in combination with cost and provides the requirements and constraints necessary for this function. 4. From the dimensional settings and configuration, the weight can be accumulated from a series of models and component weights (process or stage 1508). For example, the parameter weight of a wing is estimated from its geometric shape, taking into account thickness, wingspan, area, sweep, and taper, while the engine and landing gear are typically fixed, and their component weights are provided by the supplier. 5. The sum of all aircraft weights results in empty weight. If empty weight + payload weight + fuel weight + energy reserve weight exceeds the maximum weight, the relevant parts of the design process are repeated using the updated weight. 6. Performance modeling (process or stage 1510) is used here to estimate aircraft performance, which includes the application of representative aerodynamic and propulsion models using weight, configuration, and powertrain information derived from the dimensionalizing process. 7. Note that hybrid electric propulsion requires two independent models, one for the propulsion system and the other for the powertrain (process or stage 1511). a. The propulser model calculates the required output for a specific thrust level by combining the motor, which was sized in step (3), with the aerodynamic properties of the propulser (e.g., a propeller). b. The propulsion model determines the available thrust based on the powertrain model. The powertrain model includes energy storage units and generators. The powertrain model determines the maximum available output, as well as the ratio of energy storage to power generation for a given output requirement, the energy storage discharge rate, and the fuel combustion of the range-extending generator. 8. The lift and drag models are based on the geometric shape of the configuration (step 3) and enable performance calculations for various configurations, including cruising, takeoff, landing, flap up and down, landing gear up and down, speed brake configuration, etc. Note that the electric propulsor may use regenerative braking instead of conventional spoilers. 9. Performance modeling employs a physics-based model that may include numerical approximations and time-stepping methods for calculating changes in time, fuel, energy, distance, and altitude for each process. a. The performance model may be modified from the conventional version to control and track both the propulser and powertrain models. This includes controlling the on / off of the generator, tracking fuel combustion and operating time, and using stored energy. b. Costs may be calculated by applying a performance model to a typical flight path and by applying the cost values ​​to the combined total of time, fuel burn, and energy conserved. 10. At this stage, performance is checked against the design requirements, and any deficiencies require design changes and another design cycle (process or stage 1512).

[0112]

[0131] The following table provides a description of certain modifications to the conventional aircraft design process developed by the inventors for the hybrid electric design process, along with a comparison to the conventional process. [Table 7-1] [Table 7-2] [Table 7-3] [Table 7-4] [Table 7-5] [Table 7-6] [Table 7-7] [Table 7-8]

[0113]

[0132] At least the following is a significant improvement by the inventors compared to the conventional aircraft design process. Please note that this represents a modification of what was developed for the hybrid electrical design process. The design requirements are extended in a way that ensures compatibility with EV technology over the aircraft's target lifespan, allowing for the sizing of key powertrain components. This is achieved using the aforementioned three-tier range and speed set for electric, hybrid, and extended cruising flight, specified across the range of future EV technologies. An example of this approach using regional operation and range and speed for the three levels of powertrain technology, representing expected performance 15-20 years into the future, is shown in Figure 17. In contrast, conventional design requirements are typically for targets of maximum speed and range using a specific engine that will remain fixed for the aircraft's lifetime. • Wing design conditions and constraints are extended to harmonize with the 3-tier range and speed. The wing design is a weighted multi-point optimization to construct variations across a three-tier set of range and speed that have maximum cruising efficiency at the optimal hybrid speed and also have very good efficiency for go-around, electric-only, and extended-range cruising speeds. Conventional wing designs typically focus on narrowly defined long-range cruising conditions. Takeoff performance is typically constrained by minimum wing dimensions, which is mitigated to some extent by the high peak power capacity from electric propulsion motors. Peak power may be applied to balance runway dimension requirements, recovering much of the thrust lost after propulsion failure and dramatically reducing the "engine stop" distance for a go-around. This results in smaller, more efficient wings for cruising relative to given runway requirements. This is unavailable with conventional engines, which are limited to a maximum of 10% peak power increase in emergencies. • Hybrid electric propulsion may involve additional minimum wing dimension constraints unique to this design process. This ensures that flight operations can continue safely and reliably by reducing powertrain output capacity after the failure of either energy source. • Propulsion system dimensioning includes both thrust generation (propulsion motor) and hybrid electric output generation (storage energy and power output), whereas conventional methods only dimension thrust generation. That's all. Propulsion motors are typically dimensionally defined by single-point performance criteria, three of which are takeoff distance, peak go-around performance, and maximum cruising speed. Electric motors affect these dimensionally defined points. • Takeoff power allows for the use of a peak power significantly higher than the maximum continuous power for a limited time. This allows smaller motors to meet the same takeoff requirements. • The motor does not lose thrust as altitude increases. As a result, electric aircraft experience little to no power limitation during the peak of a go-around or during cruising. • This combination of features allows for the selection of smaller motors, but this may result in the aircraft being unable to sustain a go-around rate for longer than expected, leading to an additional dimension point for the minimum duration of the go-around. The dimensionality and power output of hybrid powertrain output components relative to energy storage cannot be determined based on point performance conditions. Instead, they are dimensionalized using performance modeling across a set of mission profiles defined by a three-tier range, including future technology levels, and speed requirements. For safety, the dimensionality is determined by minimizing the objective function within the constraints of available system weight, volume, and minimum power from any of the power sources. The objective function may include one or more of the following terms, along with parameters defined by the operator: Exemplary objective function = Cost of fuel + Cost of energy saved + Cost of engine maintenance and reserves (amortized) + Cost of battery packs (amortized) + Cost of passenger and crew time + Cost of aircraft + Cost of exhaust. • The integration of electric propulsion separates the available propulsion output (motor) from the thrust-generating propulsion system (blower, propeller). The designers then use the assumed efficiency to determine the motor output level. The law is set, and the propulsion system is designed to meet specifications. This functional separation is made possible by an electric motor that operates efficiently regardless of dimensions, and also by the easy separation of the propeller and rotor. ...and are integrated with ducted fans, etc. In contrast, conventional propulsion engines are a single, integrated unit that combines power and thrust generation, and once chosen, they steer towards aircraft design along a few viable paths for integration (for example, commercial jets always have their engines under the wings). As an example, the embodiment shown in Figure 16 features three ducted fans for reduced noise and enhanced takeoff performance, with noise further reduced by shielding from the fuselage and tail. Enhanced drag reduction is achieved through a clean, laminar flow wing, fuselage boundary layer intake, and a shorter, lighter fuselage, with filling from the ducted fans in the wake. • The propulsion models used in performance modeling are enhanced for the hybrid electric design process, showing thrust and propulsion, power generation from multiple sources, system efficiency losses, non-thrust forces used, and the ability to conserve energy from regenerative braking. In contrast, conventional propulsion models are simpler and typically represent the engine by providing thrust and fuel combustion for current flight conditions. The motor model used in the system and method of the present invention provides output consumption as a function of torque, RPM, and controller losses. The model also shows the motor capability for time-limited peak output. The power generation model used in the system and method of the present invention shows the characteristics of each power source and the losses due to transmission and conversion. For example, • Conserved energy is independent of altitude or velocity and can be extracted over a wide range of power levels. However, high discharge rates are inefficient, reducing the total available energy, and peak power decreases as the stored energy level decreases. • Generating energy consumes a certain level of fuel to supply electricity. In contrast, in conventional models, output and fuel efficiency are typically highly dependent. • Efficiency factors are identified for losses in power electronics and wiring. The propulsion model may include the availability of regenerative braking that uses a propulser to recharge stored energy during descent, and includes losses from motor and controller efficiency, power transmission and conversion, and stored energy charging efficiency. • Performance modeling methods are designed to control and track output (and output generation) separately. Conventional performance methods control engine output and track fuel combustion. In a hybrid electric powertrain, the model controls motor output, range extension generator status (on / off / output), stored energy output (charge or discharge), and tracks stored energy used, fuel combustion, and range extension generator operating time (which is different from flight time). These changes to the method are necessary to analyze the performance of a hybrid electric aircraft and to use performance modeling for dimensionalizing and optimizing powertrain components. Performance modeling methods may be further enhanced to incorporate rules of powertrain operation such as "store energy first" and "turn off generator during descent."

[0114]

[0133] The range-optimized hybrid electric aircraft of the present invention, designed for maximum efficiency in regional operations, may incorporate one or more of the following features, techniques, embodiments, or elements, which together enable a DOC of 60-80% lower than that of conventional aircraft. The capacity of the energy storage units and the output of the range-extension generators are optimized across the regional range for maximum efficiency. This results in a 60-80% lower DOC than conventional aircraft, through energy storage units at 12-20% of the aircraft's maximum weight and range-extension generators operating at less than 70% of the powertrain's maximum continuous output. This is in contrast to less efficient or practical designs for hybrid aircraft focused on longer ranges, and, based on lower energy storage capacity and higher generator output, achieves a DOC reduction of less than 30% compared to conventional aircraft. Aircraft designed to minimize the objective function across three tier requirements are primarily weighted towards the hybrid cruising requirement (B). • The objective function, along with the parameters defined by the operator, is one of the following: It may include one or more of the following: Objective function = Cost of fuel + Cost of stored energy + Cost of engine maintenance and reserves (amortized) + Cost of battery packs (amortized) + Cost of passenger and crew time + Cost of aircraft + Cost of exhaust. The previously mentioned set of three tiers of speed and range design requirements is used in powertrain and aircraft design, and an embodiment thereof is shown in Figure 17. In one embodiment, these tiers are defined as follows: • Range A: Maximum efficiency (DOC 80+ lower than conventional aircraft) and optimal speed over electric-only ranges. • Range B: Intermediate efficiency (DOC 60-70% lower than conventional aircraft) and optimal speed across a wider hybrid range. • Range C: Determined by the stored energy and fuel onboard minus the safety reserve. Beyond these limits, good efficiency (DOC 30-60% lower than conventional aircraft) and lower speeds up to the maximum range. As an example of the design process of the present invention, the table below compares fuel combustion for each phase of regional flight between a conventional turboprop and a range-optimized hybrid electric. Note that hybrid fuel combustion is 72% lower than turboprop for the entire flight, with reductions of nearly 90% during takeoff and go-around, 67% during cruising, and 88% during descent and landing. [Table 8] The aircraft of the present invention is designed for efficient operation at lower altitudes, targeting 50–90% lower fuel consumption than conventional aircraft. As described, regional operations typically involve a higher proportion of flight time spent on go-arounds or descents, and cruise at lower altitudes compared to conventional long-range aircraft. This places far greater emphasis on operational efficiency during these phases. Accordingly, the hybrid electric aircraft of the present invention is designed for 70–90% lower fuel consumption than conventional aircraft during go-arounds and descents, and 50–80% lower fuel consumption during cruising at altitudes of 4,000–30,000 feet, as well as for speeds of 150–400 miles per hour. In some embodiments, this is achieved by one or more of the following: • Propulsion by electric motors that achieve high efficiency regardless of altitude or speed, and consume no energy when not under load. In contrast, aircraft gas turbines are lower At high altitudes and speeds, efficiency is lower than 30-50%, and even at idle, it requires minimal fuel combustion. The aircraft is designed to maximize flight on energy-storage units to the greatest extent possible, assuming a lower total cost compared to range-extended generators. This translates to exceptional low-altitude, low-speed performance, assuming energy-storage units, such as battery packs, that offer very high conversion efficiency independent of altitude or speed. This is in contrast to aircraft engines, where fuel efficiency is highly dependent on altitude and speed. • A combination of a propulsion motor and a low-pressure variable-pitch propeller or ducted fan, designed for high efficiency over the typical low and medium speed range (e.g., 150–300 miles / hour) in regional operations. In particular, these offer significantly higher efficiency than conventional turboblowers during go-arounds or low-altitude cruising. • Aircraft are designed to achieve extremely high efficiency during airport-adjacent operations (e.g., taxiing, takeoff, approach, landing), targeting a reduction in fuel consumption of over 90% compared to conventional aircraft operations in these modes. Taxiing, approach, and landing are designed to be electric only, utilizing highly efficient energy-saving units. Unlike the minimum fuel combustion required for aircraft gas turbines, hybrid electric aircraft consume no fuel during these phases, assuming the generator is switched off. Unlike conventional aircraft engines, which require sustained fuel combustion at idle, the descent is designed to fly with zero energy by switching off the generator. • Steeper descents are made possible by regenerative braking using electric propulsors, which allows for energy recovery, unlike the use of drag-generating devices such as spoilers on conventional aircraft. • Takeoff uses a combination of energy storage units and generators, which translates to much lower fuel combustion than conventional aircraft. The aircraft is designed for quiet, short take-off and landing (STOL) operations, with operating noise levels 15-25 EPNdB lower than conventional aircraft, and requires runway lengths 20-30% shorter, both of which have minimal impact on cruising efficiency. Aircraft are designed to produce no more than 15–25 EPN dB of noise, as measured by the standard U.S. Federal Regulations Code 14 Part 36. This is achieved by designing to limit and suppress noise generation across the three main sources of aircraft noise: power generation, thrust generation, and airframe. Assuming the use of electric propulsion motors and energy storage units that do not generate significant noise, power generation noise will be significantly reduced. On the other hand, range-extending generators will be reduced in size to less than 70% of their maximum continuous output and integrated into a soundproof chamber within the aircraft (e.g., embedded in the rear fuselage). Thrust generation noise can be significantly reduced by using low-noise variable-pitch propulsors (such as low-RPM, quiet propellers, or fans with variable-pitch ducts). Furthermore, the propulsors may be incorporated into the aircraft in a manner that shields them from noise transmission to the ground, for example, by using the flight surface of the aircraft's wings, fuselage, or tail. • Aircraft noise is significantly reduced through regenerative braking using low-noise propulsors instead of conventional spoilers. Aircraft operations may be optimized for further noise reduction by leveraging the unique capabilities of hybrid electric powertrains. • Silent taxiing, descent, and landing with the generator switch off and the energy storage unit in operation. Shorter ground runways and steeper angled go-arounds over noise-sensitive areas reduce takeoff noise. This is made possible by the high peak power capability of the electric propulsion motors and the use of low-noise ducted blowers for high static thrust. Approach and landing noise is reduced by a rapid, controlled descent using regenerative braking with variable-pitch electric propulsors. To achieve this without typical performance loss, the aircraft and associated flight operations are designed for use on runways 20-30% shorter than conventional aircraft by leveraging the capabilities of the hybrid electric powertrain. Similar STOL performance would require larger wings and engines in conventional aircraft, resulting in reduced efficiency and payload. • The design achieves thrust boost during takeoff by leveraging the peak power capability of the electric propulsion motors, thereby enabling STOL operation without the need to increase the motor dimensions (e.g., a 20% boost for 2-4 minutes on top of continuous power during takeoff and initial go-around). • The design achieves a shorter balanced runway without using larger wings or engines. The "balanced runway" is calculated by determining the maximum runway required after an engine failure during takeoff and balancing the required distance by either stopping on the runway or continuing the takeoff above the obstacle clearance height (FAA standard is 35 feet or 50 feet) with the remaining engines. The balanced runway (and thus the required runway) is governed by the go-around rate of the remaining engine(s) (as part of the novel system, the go-around distance after failure is dramatically reduced by boosting up to 200% of the non-failed propulser in the event of a partial or complete failure) and the stopping distance (reduced by rapidly reducing thrust to zero or negative (reverse thrust)). The thrust boost for fault detection and compensation is automatically managed by the Powertrain Optimization and Control System (POCS) of the present invention. In conventional aircraft, similar thrust overboost systems are limited to less than 10% boost, while stopping distance is hindered by spool-down time and residual thrust from non-faulting engines. In the event of a partial or complete propulsion failure (e.g., due to a bird strike or the loss of one or more propulsion motors during flight), the POCS will boost the output of the non-failed propulsors for a limited time to compensate, thereby providing an extended response time window for the pilot to take corrective action and enabling a safe descent to the nearest airport or landing area. Unlike the limited boost capabilities of conventional aircraft engines, electric propulsion motors can boost up to 200% of their continuous output for a limited time, typically determined by the system's thermal limitations. A variable-pitch propulsioner coupled to an electric motor allows for extremely rapid thrust reduction down to zero, which means shorter stopping distances than aircraft gas turbines when considering spool-down time and thrust residual effects.

[0115]

[0134] As described herein, the aircraft and design processes of the present invention are intended to provide forward interchangeability across the airframe, powertrain, and propulsion system(s). This is achieved by incorporating several underlying principles or design guidelines. The aircraft is designed to adapt to future EV technology upgrades throughout its lifespan, including improved flight performance enabled by these upgrades. Assuming rapid innovation in EV technology, this capability ensures that the aircraft remains competitive over time as technology (e.g., batteries, supercapacitors, electric motors, internal combustion engines, fuel cells, etc.) advances. Furthermore, this capability enables a smooth transition of the aircraft from hybrid electric to all-electric when energy conservation technology improves to the point where range-extended generators are no longer necessary. The ability to upgrade the components of the hybrid electric powertrain in response to rapid changes in performance improvements is unique to the hybrid electric aircraft of this invention and stands in contrast to conventional aircraft, which mostly have integrated engines. • To ensure forward compatibility, the hybrid electric aircraft of the present invention is multifaceted in its design, featuring powertrains dimensioned to speed and the described three-tier range requirements (A), (B), and (C), but based on the technologies available at the time of aircraft launch and their expected availability over the target lifespan (for some designs) This includes the potential transition from hybrid-electric to all-electric. This leads to expectations for the powertrains installed and, further, determines performance characteristics over time (such as speed, electric and hybrid range, and operating costs) (including expectations of increased electric range and decreased operating costs due to technological advancements). The aircraft is designed for multiple individual powertrains, reflecting anticipated upgrades to improved EV technology across target designs. For example, these may include changes in energy storage density from 300 Wh / kg to 1,200 Wh / kg, changes in motor power density from 4.5 kW / kg to 10 kW / kg, and changes in internal combustion engine power density from 1 kW / kg to 5 kW / kg. The aircraft design cycle is repeated for each of the individual powertrains by adjusting the 3-tier range and speed requirements to the progressively advancing EV technology. In the embodiments shown in the table below, each column represents a separate powertrain based on EV technology available at a future point in time. For each separate powertrain, the speed and range design requirements (A), (B), and (C) may be determined by minimizing an objective function (e.g., DOC + I + COT). These individual requirements define an envelope over the service life of the design point, including the speed, range, and altitude over which the aircraft must be designed for the lifetime of its target. [Table 9] • Aircraft and propulsors, along with advancements in energy conservation technology, are designed to operate efficiently throughout this life-span flight envelope, typically converting to faster and higher flights over time (as shown in Figure 17). One outcome of the design process described herein is the recognition that forward compatibility typically limits the weight of rechargeable energy storage units to 12–20% of the aircraft's weight, thus ensuring that payload capacity remains roughly uniform even as EV technology improves. A higher weight percentage would result in a larger and heavier aircraft than similar payload aircraft in the initial years, but the percentage would decrease over time as the payload increases, leading to near-optimal efficiency, assuming much greater use of range-extension generators.

[0116]

[0135] As described, in some embodiments, the hybrid electric aircraft of the present invention is designed to incorporate a modular hybrid electric powertrain that includes features to ensure the powertrain can adapt to various EV technologies by relatively simple replacement of compatible modules (such as rechargeable storage units, range-extending generators, and electric motors). This is achieved by designing the airframe with bays to accommodate various current and anticipated modules, along with access for module replacement. This may be achieved. Compatible modules are designed for operation using a powertrain platform, and this is supported by the aircraft design. These may include standard and extended energy storage units, high and low power range extended generators, and alternative energy storage technologies. Such functions may include: multiple bays designed to accommodate rechargeable energy storage units (standard or extended), not all of which are used in any particular flight, and some of which are multi-purpose spaces (e.g., generators, storage units, fuel tanks, or cargo). Good. Each bay provides structure, wiring, and access to enable the rapid installation or removal of storage units. These can include the following combinations (some of which are shown in Figure 5): • Wing interior, standard and extended. • Inside the aerodynamic pod on the outside of the wing. • Located in the mid-fuselage section, below the main passenger cabin. • In the rear fuselage, in addition to or instead of the generator or cargo. Modular energy storage bays may be directly integrated into the main aircraft structure (e.g., wing spar boxes), so that the modules serve a dual purpose: housing energy storage and serving as the main load path. The presence of energy storage units within the modules may further enhance the strength of the main structure due to increased structural efficiency and reduced weight. Energy storage units or other systems requiring cooling may utilize the aircraft's skin to remove heat. This cooling may occur through passive contact or may be enhanced through the circulation of a coolant between the heat source and a heat dissipation coil in contact with the skin. • Range extension generators may be incorporated into modular bays designed to accommodate generator replacements, generator upgrades, and removals, or the bays may be used to accommodate energy storage units in place of or in addition to the generators. This may be achieved by sizing the bays and providing access, structural support, and supporting infrastructure (e.g., fuel lines, cooling, wiring, etc.). The generator bays may include the following: It may be located in one or more of the ten locations. • The fuselage bay at the rear of the main passenger cabin. • Nacelles attached to the wings. • Non-structural fairing. • Propulsors are designed for upgrades to higher-efficiency or higher-output motors, which may include new blowers. Unlike conventional engines, this is achieved using minimal (re)engineering.

[0117]

[0136] It should be noted that the modular design of the hybrid electric powertrain allows for easy modification of the aircraft to suit different market performances. The separation of thrust generation (by electric propulsors) and power generation (by the hybrid electric powertrain) enables the development of aircraft modifications with a wide range of performance characteristics, sometimes through the adaptation of powertrain modules to applications, coupled with changes in propulsors. This allows for the development of aircraft with a wide range of performance, speed, range, and operating costs, based on the selection of powertrain modules and propulsors. Assuming limited impacts on the handling and maximum weight of the resulting aircraft, the required (re)engineering and certification are moderate. This is in contrast to conventional aircraft, where modifications require significant engineering and certification modifications. In some embodiments, the development of aircraft modifications may be carried out by the following process: Variations of hybrid electric aircraft may be developed by modifying a base aircraft through a compressed aircraft design process focused on access, interior layout, pressurization, cockpit, and performance. In such cases, the following processes / stages may be used to design the variation. • Define the interior configuration and payload requirements. Define the cockpit configuration (e.g., a manned system prepared for future unmanned operation). The following types of aircraft control may be supported: • Completely limited by the pilot. • Pilot control with remote backup - Primarily controlled by one or more pilots on board the aircraft, and equipped with secondary control by a remote pilot. • Remote pilot - Equipped with primary control by a remote pilot, with or without an auxiliary onboard pilot. • Fully autonomous - Equipped with primary flight capabilities without human control, and may also be equipped with secondary control by a remote or onboard pilot. Identify performance requirements, including differences based on technical level, for the target market scope and operating conditions (such as the three Tier (A), (B), and (C) scopes / design requirements described herein), and optimize the powertrain to meet these requirements using mission analysis with a baseline aircraft aerodynamics and propulsion.

[0118]

[0137] The following are examples of aircraft modifications that may be designed and implemented using the methods described. Example 1: Commercial Modification • The cabin is configured for economy seats and passenger baggage allocation in accordance with commercial airline standards. Baggage space within the cabin and baggage compartment interior. The control system is configured for at least one pilot, with a remote pilot as backup, and optionally a second pilot as needed or as a trainee. The upper limit of the range is where passengers switch to commercial jet travel because it is more time- and cost-effective. Extended range operations are rare. The market segment is extremely sensitive to (DOC+I) and less sensitive to COT. Therefore, those with lower cost range extension generators (e.g., TDI) aligned with lower design speeds are suitable. Pressurization to lower altitudes is possible, except for variations used for very short legs (less than 200 miles). The sample speeds, ranges, and resulting powertrain configurations shown in Figure 17 are typical for aircraft of this class. Example 2: Business-use modification • The cabin is configured for business class seating and baggage allocation that exceeds the standards of commercial airlines. Baggage space within the cabin and baggage compartment interior. The control system is configured for at least one pilot, with a remote pilot as backup, and optionally a second pilot as needed or as a trainee. • Use less frequently planned routes and extended ranges more often. • Extremely sensitive to COT, less sensitive to (DOC+I), and deformation may be adapted to higher power range extended generators (e.g., aircraft gas turbines) that match higher design speeds and altitudes for extended-distance cruising, and pressurization for intermediate altitudes. Example 3: Modification for cargo • No pressurized cabins or furnished rooms. The control system is configured for pilot-requested flights, while unmanned legs utilize remote pilot control. • Speed ​​and distance are specific to targets in the gap between ground transport and commercial aircraft, typically at intermediate speeds of 200-700 miles. The market segment is extremely sensitive to (DOC+I) and has little interest in COT, and therefore prefers lower-cost range extension generators (e.g., TDI) that match lower design speeds unless required by longer distance requirements.

[0119]

[0138] As described herein, the aircraft of the present invention is designed to exceed aviation requirements (FAA and EASA) in terms of safety and fault tolerance through a powertrain built for graceful degradation. This includes not only the ability to withstand failures in the power source (energy storage units, generators), motors (propulsion, generators), converters (inverters, rectifiers, DC-DC converters), distribution (buses, wiring), and control (sensors, communications), but also safety in the event of moderate or severe impacts on the system.

[0120]

[0139] The aircraft and powertrain operations of the present invention are designed for optimal efficiency over a regional range, which is partly due to a flight path optimization process carried out by FPOP and powertrain operations for optimal efficiency, and may further include energy recovery through regenerative braking and center of gravity adjustment for drag reduction through energy storage positioning. These embodiments are further described below. Flight efficiency is improved by the unique flight path optimization capabilities of the hybrid electric aircraft, which include efficient flight at low altitudes and the first utilization of conserved energy. Optimization is achieved through the Flight Path Optimization Platform (FPOP) described herein. This contrasts with conventional flight path optimization, where efficiency is highly dependent on altitude and there are few opportunities to modify the flight path other than by flying as high as possible. As described herein, within the optimized flight path, the powertrain operates for optimal efficiency. As described herein, the powertrain is designed for energy recovery via regenerative braking of the propulsor. Conventional aircraft have no way to recover energy from drag-generating devices such as spoilers. Energy-storage units within the fuselage may be used to adjust the aircraft's center of gravity (CG) to simplify the load and reduce drag in cruising mode. The aircraft payload weight should be distributed so that the CG is within an established envelope close to the center of lift, and within the envelope, the aircraft's drag is reduced by moving the CG aft. Being able to adjust the position of the CG relatively quickly can increase operator efficiency by speeding up the loading process and also reduce drag. • The movement of the CG using energy storage units may be achieved by providing a series of bays along the fuselage and selectively utilizing only the forward or aft location. Another implementation involves mounting the energy storage units in orbit, allowing them to be moved forward and aft as commanded by the pilot or flight control system. Conventional aircraft may have some ability to move CG by selectively using different tanks within the fuel system, but once the fuel is burned during flight, the advantages diminish and typically disappear.

[0121]

[0140] The following table contains certain parameters for an embodiment of a hybrid electric aircraft designed according to the principles and processes described herein. The four figures in Figure 16 illustrate a concept of a 40-seater / seater regional hybrid electric aircraft designed using the HEV aircraft design process of the present invention. The overall dimensions and weight are similar to those of a conventional ATR-42-500 (48 seats, twin-engine turboprop). Assuming energy requirements, the aircraft design is based on a battery energy density in the range of 600 Wh / kg to 900 Wh / kg. These enable an electric range of 170 to 280 nm, a hybrid range of 425 to 500+ nm, and a cruising altitude of 18,000 to 25,000 feet, at a minimum cruising speed of 380 kTAS.

[0122]

[0141] It should be noted that the aircraft illustrated in Figure 16 is depicted in one possible configuration for an aircraft that meets the specified general requirements. In this embodiment, three integrated electric ducted blower propulsors are used to provide thrust, and are located on the rear fuselage. The position reduces drag and wake momentum loss recovery through boundary layer intake. The pod at the base of the vertical stabilizer houses the gas turbine generator, and when the generator is not running, the intake and exhaust ports are faired over to reduce drag. Below criticality The cruising Mach value allows for the use of lightweight, straight wings, and the location of the tail propulsor allows for short, lightweight landing gear. Noise reduction may be achieved through quiet ducted fans, and additional reduction by mounting them above the fuselage and between the tail to block most of the blower noise. The weight, dimensions, and performance of the designed aircraft, including improvements that will be made possible by future energy-density batteries, are shown below. [Table 10] [Table 11] [Table 12] The table shows some of the unique aspects of the hybrid-electric design. Fuel combustion and fuel capacity are less than half of those of conventional equivalents. Cruising performance is given by two levels of energy conservation (600 Wh / kg and 900 Wh / kg), and improvements in this level are expected depending on advances in energy conservation technology over the aircraft's operational life of 4-8 years. Finally, the maximum cruising speed is much higher than what might be expected using propulsion motors that maintain full power at altitude.

[0123]

[0142] As mentioned, Figure 17 is a schematic diagram illustrating the efficiency of a given aircraft and propulsor configuration as a function of flight altitude and required power. This curve illustrates how an aircraft with limited energy (not power) can cruise at continuously higher speeds and altitudes as the energy limit increases. The envelope extends from an initial cruising speed of about 200 KTAS with an initial energy conservation density of about 350 Wh / kg, and increases beyond 260 KTAS as the conservation density improves to 900 Wh / kg, and assuming the current rate of improvement in energy conservation technology, a 2.6-fold change is predicted over approximately 10 years. As part of this new approach, this performance improvement will only be available to operators if higher speeds and altitudes are included as design points from the beginning of the design process (which would be done using conventional propulsion rather than limiting initial performance). It is recognized.

[0124]

[0143] Figure 18 is a schematic diagram illustrating several regional zones and associated airports or landing areas, which may be used as a part of implementing an embodiment of the regional air transport system of the present invention. As shown in the figure, each regional zone (e.g., "Pacific Northwest", "Pacific Southwest", etc.) has multiple landing fields and / or formal airports (regional (May include dots shown inside). Each regional zone may include dozens for the aircraft of the present invention. It should be noted that this may include hundreds of potential airports or takeoff / landing sites, and may also include locations that will become regional hubs or other forms of central locations. The manner of control of the regional air transport system may vary. It may be located in one of several data centers or scheduling / flight monitoring facilities. Such facilities may operate individually and / or collectively to schedule flights at multiple airports, create flight plans / routes and corresponding instructions for one or more aircraft, communicate such instructions to one or more aircraft, and monitor flights and their flight data for one or more aircraft.

[0125]

[0144] The hybrid electric aircraft transport system of the present invention offers significantly shorter door-to-door travel times and lower total costs per mile compared to alternative regional modes of transport (such as highways, rail or high-speed rail, or conventional air routes). This is achieved through convenient, high-frequency, "proximity," flights to numerous regional airports near communities and reservations, using quiet, range-optimized hybrid electric aircraft. Additional advantageous features of the system include: • Availability of on-site electrical energy generation and storage at airports. Many airports may be equipped with on-site generation and storage facilities to minimize electricity costs. On-site generation (e.g., solar, wind, etc.) is used to recharge aircraft batteries and supply power to the airport, with any surplus being stored on-site or delivered to the power grid. On-site electrical storage allows for the optimal purchase of electricity from the power grid (e.g., at off-peak rates) and the storage of on-site generated electricity for later use. Retired aircraft batteries can be used for on-site storage throughout their final years before disposal. Airports offer a variety of cost-effective last-mile ground transportation options from the point of origin and to the destination. Regional airports may offer passengers a wider range of ground transportation options than non-hub airports today. Several strong trends that have emerged recently are encouraging this: electric and autonomous vehicles (e.g., Tesla, Google, Uber, Apple), ridesharing (e.g., Lyft, Uber, Sidecar, RelayRides), and partial car rental (ZipCar, Hertz on Demand). Today, some regional airports are already connected to local mass transit, and over the next 5-10 years, electric and autonomous shuttles will enable most airports to provide inexpensive connections to mass transit. This will be complemented by multiple private car and taxi alternatives made possible by the trends mentioned above, such as autonomous vehicles, partial car rentals, and various forms of ridesharing.

[0126]

[0145] According to one embodiment of the present invention, the systems, apparatus, methods, elements, processes, functions, and / or operations for enabling the aircraft, transport system, and aircraft control system or transport system control system of the present invention may be implemented, in whole or in part, in the form of a set of instructions executed by one or more programmed computer processors (such as a central processing unit (CPU) or microprocessor). Such processors may be incorporated into devices, servers, customers, or other computing or data processing devices that are operated by or communicate with other components of the system. As an example, Figure 19 is a schematic diagram illustrating elements or components that may be present in a computer apparatus or system 1900 configured to implement a method, process, function, or operation according to an embodiment of the present invention. The subsystems shown in Figure 19 are incorporated via a system bus 1902 (which may be one or more of the subsystems illustrated in Figures 4 and 5). Additional subsystems include a printer 1904, a keyboard 1906, a fixed disk 1908, and a monitor 1910, which is 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 by any number of means known in the art, such as a serial port 1916. For example, the serial port 1916 or external interface 1918 can be used to connect the computer device 1900 to a wide area network such as the Internet, a mouse input device, and / or a scanner, or to further devices and / or systems. The system bus 1902 The interconnection allows one or more processors 1920 to communicate with each subsystem, control the execution of instructions which may be stored in system memory 1922 and / or fixed disk 1908, and exchange information between subsystems. System memory 1922 and / or fixed disk 1908 may embody tangible computer-readable media.

[0127]

[0146] It should be noted that the following variables, parameters, and units are understood to be used in the description of embodiments of the regional air transport system of the present invention. [Table 13-1] [Table 13-2] [Table 14]

[0128]

[0147] As described above, it should be understood that the present invention can be implemented in the form of control logic in a modular or embedded manner using computer software. Based on the disclosures and teachings provided herein, those skilled in the art will know and understand other ways and / or methods for implementing the present invention using hardware and combinations of hardware and software.

[0129]

[0148] Any of the software components, processes, or functions described in this application may be implemented, for example, using conventional or object-oriented techniques, as software code executed by a processor using any suitable computer language (e.g., Java, JavaScript, C++, or Perl). The software code may be stored as a set of instructions or directives on a computer-readable medium such as random access memory (RAM), read-only memory (ROM), magnetic media (such as a hard drive or floppy disk), or optical media (such as a CD-ROM). Any such computer-readable medium may reside on or within a single arithmetic unit, or it may reside on or within different arithmetic units in a system or network.

[0130]

[0149] All references cited herein, including publications, patent applications, and patents, are incorporated herein by reference to the same extent as if each reference were individually and specifically indicated so as to be incorporated herein by reference and / or described in whole.

[0131]

[0150] The use of terms such as "a," "an," and "the," as well as similar demonstrative pronouns, in this specification and in the following claims should be interpreted as encompassing singular and plural unless otherwise indicated herein or expressly disseminated by the context. The use of terms such as "having," "including," and "containing," as well as similar demonstrative pronouns, in this specification and in the following claims should be interpreted as open-ended terms (e.g., meaning "including, but not limited to") unless otherwise noted herein. Descriptions of ranges of values ​​herein are intended merely as a concise way of individually referring to each distinct value contained within the range, unless otherwise indicated herein, and each distinct value is incorporated herein as if it were individually described herein. All methods described herein may be performed in any preferred order unless otherwise indicated herein or expressly disseminated by the context. Any and all examples or use of exemplary language (e.g., "such as") provided herein is intended merely to better illuminate embodiments of the invention unless otherwise asserted. This is intended and does not limit the scope of the invention. No language in this specification should be construed as indicating that any unclaimed element is essential to each embodiment of the invention.

[0132]

[0151] Different arrangements of the components illustrated in the drawings or described above, as well as components and processes that are not shown or described, are possible. Similarly, some functions and sub-combinations are useful and may be adopted without reference to other functions and sub-combinations. Embodiments of the present invention are described for illustrative and non-limiting purposes, and alternative embodiments will be apparent to the reader of this patent. Thus, the present invention is not limited to the embodiments described above or those illustrated in the drawings, and various embodiments and modifications can be made without departing from the scope of the following claims.

Claims

1. It is an air transport system, A first energy source having at least one energy storage unit, and a second energy source having a power generation energy source, Propulsion system and, A power distribution system that selectively supplies power to the propulsion system from the first energy source, the second energy source, or a combination thereof, Equipped with a powertrain optimization and control system, The aforementioned powertrain optimization and control system A pre-mission hybrid energy planner that calculates parameters for an energy management plan for a given flight path obtained from a flight management system in accordance with cost targets related to the expected operating costs for at least the air transport system to complete a mission, wherein the energy management plan defines that during a mission to reach a destination with set reserve energy, stored energy in at least one energy storage unit will be consumed with preference over fuel from a source of power generation energy, During the mission, a hybrid power manager generates one or more signals to selectively supply power to control the operation of the first and second energy sources, the power distribution system, and the propulsion system, and ensures that the contributions of the first and second energy sources to supply output to the propulsion system conform to calculated parameters of the energy management plan. Air transport system.

2. The energy management plan specifies, over a portion of the mission, the selection of the amount of electricity to be drawn from the at least one energy storage unit and the amount of electricity to be drawn from the source of the generated energy. The air transport system according to claim 1.

3. The second energy source comprises at least one range extension generator. The air transport system according to claim 1.

4. The cost target is determined at least in part based on the operating mode of the air transport system. The air transport system according to claim 1.

5. The pre-mission hybrid energy planner is further used to calculate parameters for the energy management plan that define the energy path for the mission to minimize a nonlinear cost target, which is defined at least in part by the cost of fuel, the cost of energy saved, the cost of maintenance, the cost of crew, the cost of the aircraft or emissions, or a combination thereof. The air transport system according to claim 1.

6. The hybrid output manager is communicatively coupled to the at least one range extension generator and the at least one energy storage unit. The air transport system according to claim 3.

7. The hybrid output manager further generates one or more signals for controlling the blend of power supplied to the propulsion system from at least one energy storage unit and at least one range extension generator. The air transport system according to claim 3.

8. The aforementioned air transport system includes aircraft, The air transport system according to claim 1.

9. The parameters of the energy management plan determine the optimal distribution of energy supplied by the at least one range extension generator and the at least one energy storage unit throughout the mission. The air transport system according to claim 3.

10. The powertrain optimization and control system further generates signals to at least partially define an integrated interface to a pilot for controlling the at least one range extension generator and the at least one energy storage unit. The air transport system according to claim 3.

11. The hybrid power manager further modifies the initial energy management plan during flight, taking into account real-time energy usage and flight progress, based at least in part on calculated parameters and parameters obtained from the flight management system. The air transport system according to claim 1.

12. The pre-mission hybrid energy planner is communicatively coupled to the at least one range extension generator and the at least one energy storage unit, The pre-mission hybrid energy planner defines the energy management plan for the flight path, which represents the amount of energy drawn from the at least one energy storage unit and the at least one range extension generator for one or more segments of the mission. The energy management plan is defined, at least in part, based on the amount of energy stored in the at least one energy storage unit. The energy management plan provides sufficient fuel to the at least one range extension generator to complete the mission with the set reserve energy. The energy management plan indicates the depletion of energy stored in the at least one energy storage unit relative to the fuel of the at least one range extension generator during the course of the mission. The air transport system according to claim 3.

13. The at least one range extension generator comprises a gas turbine mechanically coupled to the generator, The at least one energy storage unit comprises a battery. The air transport system according to claim 3.

14. The at least one range extension generator comprises a fuel cell, The air transport system according to claim 3.

15. A method in an air transport system, The air transport system comprises a first energy source having at least one energy storage unit, a second energy source having at least one range extension generator, a propulsion system, a power distribution system that selectively supplies power to the propulsion system from the first energy source, the second energy source, or a combination thereof, and a powertrain optimization and control system. This method is The pre-mission hybrid energy planner of the powertrain optimization and control system calculates parameters for an energy management plan for a given flight path obtained from a flight management system in accordance with cost targets relating to the expected operating costs for the air transport system to complete the mission, wherein the energy management plan calculates parameters for an energy management plan that define that energy stored in the first energy source during the mission to reach the destination with set reserve energy shall be consumed with preference over fuel in the second energy source, The hybrid output manager of the powertrain optimization and control system includes, during the mission, generating one or more signals to control the operation of the first energy source and the second energy source, the power distribution system, and the propulsion system, and ensuring that the contributions of the first energy source and the second energy source to supply output to the propulsion system conform to the calculated parameters of the energy management plan, method.

16. The hybrid output manager further includes generating one or more signals for controlling the blend of power supplied to the propulsion system from the at least one energy storage unit and the at least one range extension generator, The method according to claim 15.

17. The parameters of the energy management plan include determining the optimal distribution of energy supplied by the at least one range extension generator and the at least one energy storage unit throughout the entire mission. The method according to claim 15.

18. The pre-mission hybrid energy planner is communicatively coupled to the at least one range extension generator and the at least one energy storage unit. This method is The pre-mission hybrid energy planner further includes defining the energy management plan for a predetermined flight path, which represents the amount of energy drawn from the at least one energy storage unit and the at least one range extension generator for one or more segments of the mission, The energy management plan is defined, at least in part, based on the amount of energy stored in the at least one energy storage unit. The energy management plan ensures that at least one range extension generator is fueled sufficiently to complete the mission with the set reserve energy. The energy management plan indicates the depletion of energy stored in the at least one energy storage unit relative to the fuel of the at least one range extension generator during the course of the mission. The method according to claim 15.

19. The powertrain optimization and control system further generates signals to define, at least partially, an integrated interface to a pilot for controlling the at least one range extension generator and the at least one energy storage unit. The method according to claim 15.

20. The hybrid power manager further includes modifying the initial energy management plan during flight, taking into account real-time energy usage and flight progress, based at least in part on calculated parameters and parameters obtained from the flight management system. The method according to claim 15.

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