21 results about "Hybrid propulsion" patented technology

This invention discloses a fuel cell hybrid propulsion system and its power fluctuation-consumption synergistic optimization method. The system includes a fuel cell power generation unit, a lithium-ion battery unit, an electric drive unit, a sensing and data acquisition unit, and an energy management controller. Based on near-end strategy optimization, an intelligent agent is constructed with system state and operating condition information as input and power source power allocation commands as output. A reward function integrating total energy consumption penalty and power fluctuation penalty is designed to drive the intelligent agent to learn the optimal energy management strategy in a continuous action space. This invention can suppress frequent and drastic fluctuations in lithium-ion battery power, extend battery life, ensure system safety, and minimize overall hydrogen fuel consumption while meeting dynamic power demand and safety constraints. It achieves synergistic optimization of long-term operational economy and system output stability, enabling efficient, smooth, and long-life operation of the hybrid propulsion system in dynamic environments.

The present application relates to the technical field of spacecraft propulsion system, and more particularly to a micro-newton hybrid mode propulsion system and method based on gas working substance. The system comprises a gas storage unit, a gas supply unit, a thruster unit and a propulsion system driving and control unit. The gas storage unit adopts symmetrically arranged high-pressure gas cylinders connected through high-pressure isolation valves, and in combination with the automatic balancing strategy of the control unit, effectively solves the problem of on-orbit centroid drift. The gas supply unit includes parallel cold gas propulsion branches and electric propulsion branches, and each branch adopts a mechanical pressure reducer to eliminate vibration and noise caused by electromagnetic valve action from the source, realizing super-static operation of the system. The propulsion system driving and control unit controls the micro-newton cold gas thruster and the micro-newton electric thruster to work alone or in cooperation according to the distribution strategy based on the thrust critical point, realizing the optimal comprehensive efficiency of high precision and high specific impulse in the full thrust range, and being suitable for ultra-high precision space scientific exploration missions.

A propulsion assembly includes a first torque source coupled with a first shaft and a second torque source coupled with a second shaft. A coupler selectively couples the first and second torque sources. When the first and second torque sources are coupled via the coupler, in response to a command to decouple the first torque source, an unloading operation is performed to decrease the torque output provided by the first torque source to a threshold, and when reached, the first shaft is decoupled from the coupler. When the first torque source is coupled with the coupler but the second torque source is not, in response to a command to couple the second torque source, a speed matching operation is performed to increase the speed of the second shaft to match a speed of the first shaft, and when the speeds are matched, the second shaft is coupled to the coupler.

The name of the invention is hybrid turbofan engine and solid oxide fuel cell propulsion system and related methods. A hybrid propulsion system utilizes a liquid natural gas solid oxide fuel cell in a practical manner suitable for an aircraft that avoids the use of heavy batteries, provides transient response times suitable for use in an aircraft, and / or simplifies a reactant pre-processing system using a compressor and turbine operably coupled to the solid oxide fuel cell. Such a hybrid propulsion system for an aircraft can include a liquid natural gas solid oxide fuel cell, an electric motor driven by electrical power from the solid oxide fuel cell, a gearbox operably coupled to the electric motor, and a turbofan engine configured to produce thrust for the aircraft. The turbofan engine can be configured to provide electrical power and shaft power, and can include a ducted fan operably coupled to the electric motor by the gearbox, the ducted fan driven by mechanical power from the gearbox and the electric motor.

This utility model relates to the field of satellite propulsion equipment technology, and specifically provides an integrated gas-fuel hybrid propulsion system, including an integrated tank, gas generator, gas container, and thruster. The tank contains a flexible metal diaphragm, with one side forming a gas chamber and the other a liquid chamber. The gas chamber has a gas inlet, and the liquid chamber has a liquid inlet. The liquid inlet's output pipe is connected to the gas generator, the gas generator's output pipe is connected to the gas container, and the gas container's output pipe is connected to the thruster. This utility model solves the problems of low specific impulse in cold gas propulsion systems, heavy thruster mass and large envelope size in monocomponent chemical propulsion systems, and the difficulty in achieving low thrust output in bicomponent chemical propulsion systems, thus meeting the application requirements of satellites.

The present application relates to the water surface unmanned ship hybrid power series propulsion system and switching control method, the propulsion system includes propulsion device and propulsion monitoring system, the propulsion device adopts series arrangement to realize transmission connection, including diesel engine, gear box, motor, thrust bearing, shafting and propeller which are arranged in the order from bow to stern; the propulsion monitoring system includes central monitoring station, control box, power management system. The propulsion system makes the unmanned ship meet the high and low speed requirements, realizes the diesel engine as the power source propulsion in high speed working condition, and realizes the motor as the power source propulsion in low speed working condition, which meets the requirement of long time low speed sailing; the propulsion monitoring system automatically controls the diesel engine, propulsion motor and gear box, realizes the switching of propulsion mode, simplifies the complexity of remote control console control, avoids the adverse effect of communication delay on propulsion mode switching, and improves the efficiency of unmanned ship propulsion mode state switching.

This invention discloses a dynamic boundary-aware power allocation method for a hybrid propulsion system, comprising: establishing a high-precision transient dynamic boundary prediction model and uncertainty quantification; generating a dynamic constraint set, enhancing the state space, and adaptive target formulation; establishing an upper-level adaptive guidance module based on risk-sensitive fuzzy inference; and designing and executing a lower-level power allocation strategy based on the PPO algorithm. This invention addresses the problems of insufficient safety margin and slow solution efficiency of existing static strategies under transient conditions by introducing a real-time perception strategy for the transient dynamic operating boundaries of the turboshaft engine and lithium battery, ensuring that the system achieves power allocation that balances transient operational safety and optimal global energy efficiency in complex transient flight missions.

Hybrid propulsion systems that utilize liquid natural gas solid oxide fuel cells in a manner practical for use in aircraft that avoid the use of heavy batteries, provide transient response times suitable for use in aircraft, and / or simplify reactant pre-conditioning systems using a compressor and turbine pair operatively coupled to the solid oxide fuel cell. Such hybrid propulsion systems for an aircraft may include a liquid natural gas turboshaft engine, a turbo generator operatively coupled to the turboshaft engine, a liquid natural gas solid oxide fuel cell, and an electric fan. The electric fan may be configured to generate thrust for the aircraft and may be powered by the turbo generator and / or the solid oxide fuel cell. Fuel cell reactants may be pre-conditioned using turboshaft bleed air, and the liquid natural gas may be pre-heated by fuel exhaust from the solid oxide fuel cell.

An aircraft vehicle includes an elongated spine element with a first and second end, and an elongated lift boom at the first end, extending perpendicular to the spine. The vehicle features a left coaxial counterrotating rotor assembly with a front rotor blade and motor, an aft rotor blade and motor rotating in the opposite direction to the front rotor blade, and a servo motor for tilting the assembly. Similarly, it has a right coaxial counterrotating rotor assembly with a front rotor blade and motor, an aft rotor blade and motor, and a servo motor for tilting the assembly. Additionally, a tail coaxial counterrotating rotor assembly is situated along the spine, with top and bottom rotor blades and motors rotating in opposite directions to each other. The aircraft includes a power supply for the rotor assemblies and a controller to manage the power supplied to the motors. 20 25 27 51 88 03 D ec 2 02 5 2 0 2 5 2 7 5 1 8 8 0 3 D e c 2 0 2 5 10 0 1 / 11 100 110 111 182 153 120 112 115 150 151 121 113 130 161 123 114 140 152 154 180 124 141 181 1 / 11 122 164 160 163 125 190 165 166 170 162 167 168 171 FIG. 1A 20 25 27 51 88 03 D ec 2 02 5 2 0 2 5 2 7 5 1 8 8 0 3 D e c 2 0 2 5 I

The invention relates to an aircraft series-hybrid electric propulsion assembly, the propulsion assembly comprising: - an electric turbogenerator (110) comprising at least one turbine engine (112) and at least one generator (114) coupled to the turbine engine; - a storage battery (125); - an HVDC bus (130) coupled to the turbogenerator and to the battery (125), the turbogenerator (110) being connected to the HVDC bus (130) via an alternating-current (AC) to direct-current (DC) rectifier (116) connected to phases of the at least one generator (114), the battery (125) being connected directly to the high-voltage direct-current (HVDC) electrical network, the turbogenerator (110) and the battery (125) sharing the power required to supply the HVDC bus (130); - a control system (115) for controlling the rectifier (116), the control system being configured to control the rectifier (116) and to manage electrical power sharing provided on the HVDC bus (130) between the turbogenerator (110) and the battery (125) on the basis of the setpoint control of at least the current (IBAT) delivered by the battery (125), by modulating the output voltage (UBUS) of the rectifier (116) via at least one control signal (CMD), in particular by pulse-width modulation.

This invention belongs to the field of propulsion control technology, specifically relating to an amphibious vehicle and a hybrid propulsion method and system. It employs a composite propulsion configuration consisting of a main water jet propulsion unit and dual-sided electric propulsion units on both sides of the vehicle body. A drive unit provides power to the water jet propulsion unit, while a power battery provides operating power to the electric propulsion units. The water jet propulsion unit is only equipped with steering nozzles, eliminating the need for mechanical reversing devices such as a mechanical backboard. This decouples forward and reverse functions, with the reversing function entirely handled by the dual-sided electric propulsion units, each capable of independently generating forward or backward thrust. This short-duration, high-thrust electric propulsion method replaces the original mechanical reversing technology, resulting in high propulsion efficiency and a small size. It solves the key defects of traditional mechanical reversing structures, such as large space occupation and low efficiency, effectively preventing water flow from impacting the vehicle body during reversing and also increasing auxiliary propulsion capabilities.

The present disclosure relates to hybrid turbo-shaft and solid oxide fuel cell propulsion systems and related methods. The hybrid propulsion systems utilize liquid natural gas solid oxide fuel cells in a manner practical for use in an aircraft, avoid the use of heavy batteries, provide transient response times suitable for use in an aircraft, and / or simplify the use of a reactant pre-conditioning system operably coupled to a pair of compressors and turbines of a solid oxide fuel cell. Such hybrid propulsion systems for an aircraft can include a liquid natural gas turbo-shaft engine, a turbo-generator operably coupled to the turbo-shaft engine, a liquid natural gas solid oxide fuel cell, and an electric fan. The electric fan can be configured to generate thrust for the aircraft and can be powered by the turbo-generator and / or the solid oxide fuel cell. The turbo-shaft bleed air can be used to pre-condition fuel cell reactants, and the liquid natural gas can be pre-heated by fuel exhaust from the solid oxide fuel cell.

Engine-wise this is achieved with the combustion engine (35). The drawings illustrate the left propulsion set (31) established as a Turbo-Compound engine, whereas the internal combustion engine is designed to a compound cycle engine. It comprises a gas turbine engine (36) with a turbine power shaft (361), a compressor (362), a combustion chamber (363) and a turbine (364) driving the compressor. The compound cycle engine further comprises a piston type engine (38) with an engine air intake (381), crank shaft (382) and a piston engine rotor driving (383) the crank shaft (382). Furthermore, the gearbox (37) couples the gas turbine engine (36) with the piston engine (38) to transfer power from the power shaft (361) and the crank shaft (382) to the propulsor (33) and electric generator (342). Both the gas turbine engine (36) and the piston engine (38) are configured to feed bleed air from the compressor (362) to the piston engine air intake (381) and to feed exhaust gas from the piston engine (38) to the combustion chamber (363) of the gas turbine engine (36).

This invention discloses a short takeoff / vertical landing (STOVL) aircraft with a hybrid propulsion system. It employs a fuselage frame as the main load-bearing structure, combined with an aerodynamic layout of all-moving canards, main wings, mid-section wings, and twin vertical tails. The hybrid propulsion system comprises four sets of cross-rotating motor-propellers and thrust-direction-adjustable STOVL level flight engines. The engines operate throughout the entire flight, while the motor-propellers are only engaged during STOVL and mode switching. Through linear adjustment of motor power, coordinated changes in engine thrust direction and magnitude, and speed-dependent aerodynamic lift of the wings, seamless and smooth transitions are achieved between STOVL / hovering, mode switching, high-speed level flight, and payload modes. Compared to existing technologies, this design reduces structural dead weight and control complexity, extends endurance, and balances STOVL flexibility with high-speed cruise efficiency.

This invention discloses a performance optimization method for a blade-tip jet hybrid propulsion system based on thermodynamic cycle planning, belonging to the field of aerospace hybrid propulsion technology. The method decomposes the design goals of high power-to-weight ratio and low fuel consumption of an aircraft propulsion system into optimization goals for the system's thermodynamic cycle parameters; identifies key parameters affecting cycle power and thermal efficiency, including compressor pressure ratio, turbine pressure ratio, rotor centrifugal pressure ratio, and blade-tip jet Mach number; collaboratively designs these strongly coupled key parameters and calculates system performance based on component models and energy conservation relationships; compares the calculated system power-to-weight ratio and fuel consumption with the optimization goals, and iteratively optimizes and adjusts component parameters until the optimization goals are met. This invention overcomes the limitations of traditional unidirectional engine design, achieving multi-level utilization and full recovery of system energy, and effectively solves the problem that traditional propulsion systems cannot simultaneously achieve high power-to-weight ratio and low fuel consumption.

This invention discloses an intelligent control optimization method for ship hybrid propulsion based on deep neural networks. By setting a generalized force control target, constructing a supervised training dataset, and establishing a deep neural network model with an encoder and decoder structure, the encoder maps the target generalized force to the thrust and angle commands of the propeller. The decoder outputs the generalized force inversely based on the control commands. During training, a multi-objective loss function with six sub-items is introduced to construct the physical constraints related to the propeller into the form of a loss function. The optimal propeller command that satisfies various constraints is found. The model receives real-time control command input and can quickly output propeller control commands that meet the constraints, realizing optimized thrust allocation. While ensuring that the physical constraints of the propeller are met, the method balances thrust allocation accuracy and energy consumption, accurately tracks while reducing energy consumption and excessive use of actuators, solves the ship thrust allocation problem under complex constraints, and efficiently completes the ship trajectory tracking task.

A method includes determining an operating mode of a hybrid electric propulsion system. The hybrid electric propulsion system includes a conditionally regulated high voltage direct current (HVDC) architecture. The conditionally regulated HVDC architecture includes a first switchable circuit formed between an HVDC bus, an HVDC electrical source, and a bi-directional direct current to direct current (DC-DC) converter configured to regulate electrical power flowing between the HVDC bus and the HVDC electrical source. The conditionally regulated HVDC architecture also includes a second switchable circuit formed between the HVDC bus and the HVDC electrical source. The method also includes configuring the conditionally regulated HVDC architecture based on the determined operating mode.

This invention discloses a human-powered flywheel hybrid propulsion system and aircraft, belonging to the field of human-powered aircraft technology. The system includes: a human input mechanism receiving the user's pulling force; a flywheel energy storage and speed-up mechanism connected to this mechanism via a traction rope, which incorporates a flywheel body and a one-way clutch to achieve unidirectional kinetic energy transmission; a power synthesis and transmission mechanism connected to the output end of the flywheel mechanism, which synthesizes and outputs the flywheel's power; and a propeller connected to the power mechanism. The human input mechanism employs an alternating left-right pulling design, simulating the movement of pulling a rope to save effort. The flywheel is made of carbon fiber and can be quickly charged with a hydraulic starting device. A differential gearbox is preferred as the power synthesis mechanism. This propulsion system is suitable for aircraft such as fixed-wing gliders, which feature a high monoplane configuration, a high aspect ratio wing, and a lightweight carbon fiber structure, with strict weight control to adapt to the power requirements of different flight phases.

A hybrid-electric propulsion system for an aircraft is provided that includes a propulsion unit, a propulsion unit gear box, a gas turbine engine, and an electric motor drive system. The gas turbine engine has compressor, combustion, and turbine sections, and is configured to provide motive force to the propulsion unit gear box. The electric motor drive system is disposed to provide motive force to the propulsion gear box or to the gas turbine engine. The electric motor drive system (EMDS) is adapted to interchangeably use a plurality of EMDS packages, each EMDS package including an electric motor and a battery. The electric motor drive system has a set of performance parameters that vary depending upon the particular EMDS package that is used with the electric motor drive system. The electric motor drive system includes interfaces that allow each EMDS package to be interchangeably used.

An aircraft vehicle includes an elongated spine element with a first and second end, and an elongated lift boom at the first end, extending perpendicular to the spine. The vehicle features a left coaxial counterrotating rotor assembly with a front rotor blade and motor, an aft rotor blade and motor rotating in the opposite direction to the front rotor blade, and a servo motor for tilting the assembly. Similarly, it has a right coaxial counterrotating rotor assembly with a front rotor blade and motor, an aft rotor blade and motor, and a servo motor for tilting the assembly. Additionally, a tail coaxial counterrotating rotor assembly is situated along the spine, with top and bottom rotor blades and motors rotating in opposite directions to each other. The aircraft includes a power supply for the rotor assemblies and a controller to manage the power supplied to the motors.