NL1043733B1

NL1043733B1 - Hybrid aircraft propulsion

Info

Publication number: NL1043733B1
Application number: NL1043733A
Authority: NL
Inventors: Ten Houten Merien
Original assignee: Merien BV
Priority date: 2020-07-16
Filing date: 2020-07-16
Publication date: 2022-03-21

Abstract

A hybrid aircraft propulsion system for an aircraft with propellers and a jet engine with a coupled energy generator. The propellers convert energy generated by the generator into a mechanical energy for rotating the blades. The aircraft preferably has a configuration with left and a right wing mounted propellers and a tail mounted jet engine, a tail mounted propeller and left and right wing mounted jet engines or left and right wing mounted jet engines and left and right wing mounted propellers. The jet engine is provided with air for combustion via an air intake of an S-duct type, whereby the rotor of the generator is positioned in line with the turbine shaft, therefore not disturbing airflow.

Description

HYBRID AIRCRAFT PROPULSION

TECHNICAL FIELD The invention relsies fo airorall propulsion systems that use power from both an internal combustion engine {st engine) and a propsiler, such as a propeller which is powered by an elect: engine.

BACKGROUND There are many benefis of having a propulsion system in an airs without the need for consuming fossil fuel st alll In contrary to intemal combustion engines, alternative propulsion systems, such as electric propulsion, do not produce gaseous emission such as NOx or C02. Currently, thers are experiments and success in using sleclic propulsion systems, whereby electic energy © converted to olational energy hy an electric motor to drive a fan or a propeller which usually comprises blades, The energy is provided by rechargeable batteries.

Besides the emission of exhaust gases, jet engines usually produces a lot of noise, whereas alternative propulsion systems usually creates much ess noise. Although 2 trafic induslry expresses a need fo continuously expand Io stay scongmically viable, public support for increase of alr traffic is diminishing, for example because of depletion of fossil fuels, relatively high emission rates of aircrafts ang the production of noise by jet engines. Especially in populated areas, such as cities, these adversary effects of gir ratie are fell.

The future of traveling Dy alr therslore is to be found In using propulsion systems which are not, or much less dependent on the burning of (fossil) fuels) during flight and keep noise production within sccepisbie Imis, Unforlunsiely, curently available energy storage systems for allemative propulsion systems still pose problems. For sxampie, in long distance fights, such as ransatiantic flights, f would require sah a big pavioad of haltgries that a fully sliecticsijy propelled abroraft would not even be able fo taks off because of the sxtra weight One way to prevent that an await becomes oo heavy is 1D not completely depend on electric motors, and ta combine the propulsion system with intemal combustion engines such as je! engines which consume fuel having a much higher energy to weight ratio than batteries, These so called hybrid aircraft propulsion systems which combine jet engines and slectric propellers provide a promising solution, but there are still many problems to tackle and challenges fo meet to really reduce emissions and noise and still provide a safe flight of an aircraft over a long distanos, Several solutions have been proposed for using propeller engines in combination with combustion of jel engines and generation and storage of energy Tor propulsion of an airplane. Below some example patents and patent applications are discussed.

D1 USA patent application US2020148372A1 is summarized as a hybrid aircraft propulsion system including one or more power units configured to output electrics! energy one one or more slectical busses; a plurality of propulsors: and a plurality of slectrical machines, each respective electrical machine configured io drive a respective propuisor of the plurality of propulsors using electrical energy received from at least ong of the one or more electrical busses.

D2 United Kingdom patent application GB4575743A is summarized as an aircraft propulsion system in which an engine has an engine core comprising a compressor, a combustor and a iubine driven by a flow of combustion products of the combustor. A propulsive fan generates a mass flow of alr to propel the aircraft. An electrical energy store Is provided on board the sircraft. An electric motor is arrangsd to drive the propulsive fan and the engine core compressor. The sleciric motor is controlled 10 selectively drive both the propulzive fan and engine core compressor. The electric motor may ssleclively assist the engine core compressor by supplementing the targus appliad from the turbine, D3 USA patent application US2010083832 is summarized as a hybrid propulsive schnigue, comprising providing first thrust associated with a flow of a working fluid through at least a portion of an at least ong jet engine. The hybrid propulsive technique includes extracting energy in the Tom of slectrica! power from the working fluid, and converting a portion of the alectrical power to torque. The hybrid propulsive techniqus further includes rotating an at least one subslantially axiali-flow indspendently rotatable compressor rotor at least partially responsive to the converting the at least a portion of the electrical power to torque.

D4 USA patent application USZ2018085740A1 is summarized as an alcraf including a fuselage, a forward wing assembly, and aft wing assembly, and a propulsion system, The propulsion system includes a port Reward propudsor and a starboard forward propuisor, each of which roïslabie belwsen a forward tyust position and a vertingl thrust position and together defining a maximum forward thrust capability. DS USA patent application US2018079518A1 is summarized as an arial vehicle S including a hylyid power generstion system comprising an engine, a gensyator machanically coupled to the engine; and a propulsion system comprising an slectric motor elgotrically coupled io the generator and a rotational mechanism coupled tú the electric moor. De USA patent application USR012027333A1 is summarized as an arora! whers an engine creates mechanical energy. Thal energy is then converted into angther ransmillable form, e.g. electrical using a generator, cr hydraulic using a pump, and is delivered io remotely-located motors and thrusters, eg. propellers at ong or mors locations on the aircraft D7 European patent spplication EPGSSCS5SA1 is summarized as a hybrid propulsion engines for arcrst An example hybrid propulsion engine includes a propuisor and a gas turbine engine {Io drive the propulzor during a firs! mode of operation. The gas Ibis engine has a core alr intakes, DS United Slates patent application US2014387510A1 is summarized as an abrorafl with an electric propulsion arrangement which includes a fuselage, a wing sysiem allached io the fuselage, and a af unit stiached lo a rear part of the fuselage. The slachric propulsion arrangement ís arranged on gach side of the fuselage, an slactrical energy generator and electricity slorage and supply devices ars arranged substantially along a ongitudinal axis of symmetry of the fuselage. DS United Sates patent application US 01833878041 is summarized as a propulsion system for an aircraft including an electro generator mechanically driven by a combustion engine, with the elechic general configured ic generate alternating current electrical power, The propulsion system additionally includes z power bus alectrically connected to the electro generator and configured {0 receive and transmit the sHernating current electrical power generated by the electric generaior.

DISCLOSURE OF INVENTION it is an object of the present invention to reduce fuel consumption and noise In comparison with aircraft of a comparable capacity. it is a further object to provide for a safe propulsion system which is suitable for replacing fossil fuel al least parlly by slectricsl energy, and which energy accumuiators can be charged in multiple situations. 8 itis vel a further object io store energy generated by a jel engine for later use.

Tha object is realized by creating a jet engine generaior which provides slediricity for slectric engines of aircraft propellers.

The invented aircraft is provided with energy accumulators, such as batteries which ars preferably (also) capable for short term storage and power delivery of electricity 10 be used when maximum thrust is needed Le. during take-off. in summary the invented system is arranged for - charging the baltaries and use the batleries fo power the slechic driven propellers; ~ running the propellers directly from power generated by the hybrid jet engine; ~ minimizing or redirecting thrust from the jet Tor use In stationary {on the ground} condition.

Further embodiments of the invention are summarized in the following clauses. 1, A hybrid aircraft propulsion system comprising: - one or more propsliers comprising rotatable blades; - Ong of more jot engines; - a control unit arranged Tor controlling the propellers and/or the one or more jet engines, - a jet engine generator associated to a jet engine of the ons or more jet engines and arangsd for being coupled Io the associated jet engine and arranged for converting or transfering energy generated by the jet saging, characterized in that, zn propeller of the one or more propellers is amanged for converting the converted or transferred energy generated by the jet engine generator into a mechanical energy for rolsting the blades and/or Tor storing the converted or transferred energy in an energy accumulator which is arranged for accepting, storing, converting and/or releasing snergy as needed.

2. The sysiem according to clause 1, characterized in that the jet engine generator comprises an elechic jot engine generator arranged for converting energy generated by the jel engine into slediric snargy.

3. The system according to clause 1, characterized in that the one or mre propalisrs are arranged ax electric propellers, arranged for being powered by a propeller alactric motor, whereby the propeller eleclic motor is amrgnged for consuming electric energy Hom an slectic energy supply System.

4. The system according fo clause 1, characterized in that the ziectrig energy supply system comprises an on-board energy supply system such ax! 30 ~ the jst engine gensraior; - an slechte accumulator type of the energy accumulator, arranged Tor accepting, storing and releasing electrical energy as nesded, the slectric accumulator comprising one or more rechargeable balleries and/or capachors, such as supsrcapaciiors or ultracapacitors, a DO/AD convertor and a charger - a luel cell system amanged for converting chemical energy of a us, such as hydrogen, and an oxidizing agent into electricity, said Jus! cel! system arranged for being refusied form an extemal fusl storage.

~ a solar energy system arrangsd for converting light into electricity.

5. The system according to clause 4, characterized in that the jet engine generator comprises an aisctric generator, whereby sleciric ensrgy generated by the electric generator is used for the purpose of any one of the group comprising: - storing in the selectie accumulation ~ providing electric energy Is siectric systems of the storen - providing electric energy to the one or more electric propellers.

8. The system according fo clause 1, characterized in thal a further typs of the energy goctetuiator comprises a non-electric accumulator arranged for accumuialing non- slectric energy generated by the jel engine, the non-eladiric accumtisior comprises any ons of the group comprising: - & mechanical accumulator arranged fur accumulating potential energy; - 8 pneumatic scoumultatyy arranged for sccumualing pneumatic energy; - a hydraulic gecumulator arranged for accumulating hydraulic energy.

7. The system according to cause 1, characterized iy that the system comprises an snergy management system arranged for controlling the acceptance of snergy Dy the ensrgy accumulator, storage of energy in the energy accumulator and releass of energy from the energy accumutiator.

8. The system according to clause 3, characterized in that the energy supply system comprises an off-board energy supply system, whersby the airorafl is arranged Jor exchanging energy with said off-board energy supply system.

8. The systent according to clause 1, characterized in that the jel engine generator comprises a rotor rotatable in a sistor, and the jel engine is of a turbine type with a rotatable fan, a compressor fan and a turbine, said whine arranged for rotating a central turbine shaft, whereby the rotor of the jel engine generator is arranged for being coupled fo the turbine shaft.

18. The system according tc clause 1, characterized in that the jet engine is providsd with air for combustion via an intake duct of an S-duct type, whereby the rotor of the jet engine generator is positionad in ine with the turbine shaft

11. The system according Io clause 9, characterized in that the turbine shaft is further 18 arranged as the rotor of the jst engine generalor.

12. The system according to clause 8, characterized in that the rolor is arranged for being coupled fo the turbine shall via a gear mechanism,

13. The system according to clause 1, characlerized in that the airoraft comprises a configuration of the one or mare propellers and the one or more jet engines somprising any one of the group comprising: - left and a right wing mounted propellers and a tail mounted jet engine, ~ 2 ail mounted propeller and left and right wing mounted jt engines; - left and right wing mounted jst engines and left and right wing mounted propsliiers, 14 The system according fo clause 1, characterized in that the one or more propellers are arranged for converting rotational power of the blades as caused by an al stream inte electric energy for providing power to the aircraft and/or for storing in the one or mors energy accumulators.

15. The system according to clause 1, characterized in that the configuration is arranged for providing at least a minimum of required combined propulsion power, whereby a redundant jet engine or propeller is provided as a back-up engine or 23 a sole or additional power source for generating energy for storing in the one or mors anergy accumulators.

18. The syziem according to clause 1, characterized in that the propeller electric motor comprises an siectic motor-generator arranged for being swilched from an snergy consumption mods for the purpose of providing mechanical energy 1 the siecle propellers, fo an energy generating mode Tor converting mechanical energy produced by the propeller as a result of aly flow, inlo slectic energy.

17. The system according fo Cause 1, characlerized in that the jet engine generale comprises an slectric malor-generator arrgnged for being switched from an energy generating mods for generating slectic energy, 10 an sleddric snergy consumption mode for converting electric energy into mechanical energy for spinning turbing biades of the coupled fet engine in a cold start

18. The system according lo clause 1, characterized in that the control units arranged for optimizing the wopulsion ratio belween propellers, jel angina generator, and charging of the energy sccumulslor approprigle for the solual, deshed angio predicted Hight situation of the arora.

35 18 The gyslom according to clause 1, charesierized in that the control uni is arsngeg for functioning fully or partly manually, automatic, with artificial intelligence, or any combination,

20. Tha system according to clause 1, characterized in that the control unit is arranged for executing actions of the group comprising: - switching the one or mare jet engines on or off ar controlling trolls; - switching the one or more propellers on or off, controlling throttle or changing tha blades’ pitch; - coupling or decoupling the jet enging generator to and from an assodiated el engine; - coupling or decoupling the propedier motor to and from an associated propeller; ~ switching the jet engine generator rom the energy gengration mode fo the energy consumption mode and vice verse; ~ switching the propsdler motor from the energy consumplicn mode to the energy generation mode ang vice versa; 20 21, The system according tc clause 1, characterized In that two or more provellers of the ons or more elecsis propellers ars arranged for being elechicaiiy and/or mechanically coupisd,

22. The system according to clauses 1, characterized in that a jet engine of the one or more jel engines comprises a gas twbine,

23. The system according to clause 1, characterized in that a propeller of the one or more propellers comprises a ducted fan.

& 24 The system according to clause 1, characterized in that the system comprises an electical configuration whershy a first propeller of the one or more propellers is alectrically connected to a first and/or a second jet engine of the one or more jet engines and io a first and/or second energy accumidator, and a second propelier of the one or more propellers is electrically connected to the first and/or the second jet engine and to the first and/or second energy accumulator, whereby the first propeller is arranged for continued operation when the second propeller or when the first or second energy accumulator fails.

28 A method for hybrid aircraft propulsion, the aircraft comprising: - one of mors propellers comprising redatable blades; - One of more jet engines; - ast engine generator associated io a jet engine of the one or more jet engines and arranged for being coupled to the associated jest engine and arranged for converting or transferring energy generated by the jel engine, characterized in thal, a propeller of the ong or more propsliers converis the converted or transferred energy generaled by the let engine into a mechanical snargy for rotating the blades and/or stores the converted or transferred energy in an energy accumulator which is arranged for ancepling, storing, converting and/or releasing energy ss needed.

26. The method according to clause 25, characterized in that an snergy accumulator releases energy to the one or more propellers during take-off of the aliplans.

27. The method according lo clause 25, characterized in that the jet engine generator generates sieciric energy, which is stored in the energy accumuiator.

28. The method according to clause 25, characterized in that the et engine generator provides electrically and/or mechanical energy 10 the one or more propeliers.

20 The invention’s advantages include that the configuration is less complex than existing solutions, For example, because an awiiliary power unit (APU is not nesded. APUs

Gg are for example used for staring up a jet engine. By starting up the propelier engine(s} first, the generated power may be used for starting up the jel engine. Furtharmorg, ths invention provides a possibility to provide for an airplane with ust one iet engine. Current aircraft regulations require redundancy of jet engines, Therefore, 8 minimum of two jel engines is required for commercial aviation. Redundancy is bulitin in the vented system by providing mudtiple engines of different types. When we engine should fall, a second or further engine may provide sufficient propulsion power io guarantee a save landing. In the snd the regulations may be adjusted accordingly, and no second jet anging may be required in future when the vented system is implemented. This saves bullding- and maintenance cosis.

BRIEF DESCRIPTION OF THE DRAWINGS The figures show views of embodiments in accordance with the present invention. 1& FIGURE 1 shows a schematic representation of the invented system, FIGURE 2 shows a front view of an embodiment of the invented system incorporated in an ample areal with ons tall mounied jet engine and two wing mounted propellers, © FIGURE 3 shows g side view of the depicted arrcraft of figure 2.

FIGURE 4 shows a section A of figure 3, with a see through dela! of an s-duct and engine,

DETALED DESCRIPTION 3& The invention is now described by the following aspects and ambudiments, with reference to the figures. The invention proposss ip generale, uss and store energy from different sources {anergy supdly systems) on board of the aircraft as well as from cuiside of the aroraft {such as available al an airport). The proposed configurations do nol compromises safety of an aircraft and may even enhance safely. in principle at least wo technologies for propulsion are applied which cpwrale al least partly independently form each other, and thersdor provide a mutual back up system. The used engines are vonligursd © provide 3 degree of redundancy which adds io the safety of the airorafl

ERE This way, the implementation of the invented system becomes possibie for aircrafts which eq. should be able to fly transatlantic. Standards, such as ETOPS {acroviym for Extended Operations), and in particular ETOPS 180 and beyond can be met because by eg. the invented there-engine configuration with one {all mounted jet engine and two wing-mounted propellers which secure that the alroraft can safely cross ine otean. Furthermore, dus to low maintenance requirements of electric engines, the proposed configurations potentially lead to lower todal maintenance costs than a convantional aircraft with only jel engine topology. On-board electric energy supply systems comprise for example: - a jet engine electric generator; - an eleciric accumulator type of the energy accumulator, arranged for accepting, storing and releasing electric energy as needed, the gleclric accumulator comprising one or more rechargeable balleres and/or capacitors, such as 18 supercapacitors or ultracapacitors, a DUAL convertor and a charger.

~ a fuel cell system arranged for converting chemical energy of a fuel, such as hydrogen, and an oxidizing agent into electricity, said fuel cell system arranged jor being refuslad form an external fuel storage.

. a solar energy system arranged for converting light into electricity, 2G The proposed control und, Le. a computer, is used to control the operation and cooperation of the engines, the charging and discharging of energy accumulators and coupling of various syslems and engines. The control unit may in this way oplimize the ratio between propellers, generator, propulsion and charging appropriate for the actual, desired or predicted flight situation. Control unit may funclion fully or partly manually, £5 or automatic eg. with artificial intelligence, or any combination.

Hereinafer a jet engine electric generator in combination with an electric energy aocumuiator are further discussed as part of a preferred embodiment, FIGURE 1 shows a schematic representation of the invented system 100, wherein the blocks represent various elements such as devices and systems which may make 3 up the system. The lines between the blocks represent electrical or mechanical connections between the elements. For the example in the figure embodiments are described hereafler which are based on slectrical connections. Any or all of the connections may be connected or disconnscted by a control unit (not shown).

id Jet engine 101 is conneciad al 1001 to jet engine generator (herainafler also referred lo as “generator 102, When the jel engine is in operation, typically fossil fuels are used io rotale the whine Dades in the jet engine fur providing thrust. The rotational mechanical movement is converted into slectiic snergy by generator 103, which is § preferably divently coupled to the spinning Wwrbine. Generator 102 preferably comprises a roy rotatable in a stator, and the jst engine is of a turbine type with a rotatable fan, a compressor fan and a bine, said turbine rotates a central turbine shaft, whereby the olor of generator 102 is couplad to the bine shaft. The central shaf of the thing may therefore funclion as or be coupled to the rotor of generalor 108 and generator 40 102 funclions as 8 dynamo in this way, The zlectts energy generated by generator 102 may be lad via 10023,b directly the one or more wopeliers 103a.b respectively. Propeller 1082 may De mounied io the right wing of arora 200 as denied i figure 2, whereas propeller 103 may be mounted lo the el wing of alrorafl 200. Having a wopeller on the left and the vig side iS of plroral 200 provides for siabiiy, Multiple propellers may, however, be mounied left and right of sven addifionally in a central position such as nad or above the tad of aircraft 200.

Addiionatly, or instead, gengrator 102 may also direct slectic energy via 1003 to ensrgy accumidalor 110. Ensrgy accumulalor 110 preferably comprises one of mors batleries or battery packs. This way, the stored secre energy may be used for providing additional power lu propslers 103aD by directing energy tvough connections 1004a,b to propellers 108ab respedlively, during take-off fur example, when much power is needed from both jet engine 101 and propellers 103a.b fo provide thrust. H should be clear of course, that whan jet engine 101 sanveris mechanical power imo electric energy, this reduces available power for thrust, therefore the energy accumulator is preferably charged fully by a ground siation 300 {vla connection 1005, which may be mage when stationary, and which is released before the arorsfl moves away) and/or when the js! engine rung when the aroref is stglionary, or by jet engine 101 during fight, landing or when performing ground maneuvers eg, at an airport.

instead of, or in addition to using batledes for storing ang releasing slechic energy, other means of energy slorage may also be provided, such as a mechanical accumulator for accumulating potential energy (e.g. a fivwheel), a (hydro) pneumatic accumulator arranged for accumulating pneumatic energy {e.g. by compressing gas}, or a hydraulic accumulator arranged for accumulating hydraulic energy, During take-off and Sight energy acoumuislor 110 thereafter referred fo as “Battery” of aircraft 200 may discharge when releasing energy to the propellers. Jet 8 engine 191 may therefore be set to a charging mode by the control unit, whereby generator 102 charges battery 102. Part of generator 142 may also be directed towards propellers 103a,b. When in flight, propsiiers 1033,b may also be set in an electric snergy generating {charging} mode, whereby airflow caused by the forward motion of airoraft 200 causes propeller blades of propellers 103a bio rotate. The propeller sieciric motors of propellers 1034,b may then function as energy generators and charge battery

110. This way, sven with a smell capacity generator 102 or the absence or break down of generator 102, battery 110 may still be charged relatively fast This is especially useful during steady flight, and in particular when decreasing speed, such as before landing. Propellers 1032,b may therefore alse be used for regenerative braking, 18 whereby propellers 1032,b provide additional air resistance while being set in charging mode.

FIGURE 2 shows a front view of an embodiment of the invented system 100 incorporated in an example airerafl 200 with one ail mounted jot engine 101 {see also figure 3 and 4} and two wing mounted propellers 103a,b. For clarification purpose, ong blade 104 has a reference number, bul multiple blades ars usually configured in a propeller. The aircraft typically comprises a fuselage with wings 2018,b and tal 202. In a preferred embodiment jet engine 101 is of a {ail mounted s-duct type, whereby air is taken in above the fusslage via air intake 210 of aircraft 200 and directed towards jet engine 101 which is mounted in the tails end at a lower position, hence the word s- duct This configuration is fsther explained in figure 4.

Propellers 103a.b are preferably mounted under wings 2012,b respectively, bui mounting shove the wings and other positions are possible as well as stated above.

FIGURE J shows a side view of the depicted arcraft 200 of figure 2 with propeller 103b mounted under wing 201b. Section A of alrcraft 200 is enlarged in figure 4 to further Hlustrate the s-duct configuration, FIGURE 4 shows a section A with a see-through detail of an s-duot 210 and jst engine 101. S-duct 210 takes in air via the front section as Husirated by arrow 1100. The air is led through s-duct 210 towards jet engine 101, which is used for burning supphiad fuel to provide thrust in direction of arrow 1101, A central shalt 120 of the turbine of et enging 101 is connscled 10 genersior 102 for converting rotational movenant of the turbine blades {also referred 10 33 "i830" into sleciiciy as described above.

Optionally shalt 120 may be configured such, that | may De coupled and

§ decoupled as needed for generating siectriciiy or nol.

A control unit may be configured to control coupling and decoupling,

U should be noted that the above-mentionsd smbodimants Slustrals rather than imi the invention, and thal a person skiliad In he art will be adle to design mary alternative embodiments without departing from the scope of the appended claims.

In the claims, any reference signs placed between parentheses shall not be construed as fimiting the claim, Use of the verh “Io comprise” and tis conjugations does not exclude the presence of elements or sleeps other than those stated in a claim.

The term and/or”

includes any and all combinations of one or more of the associaiad listed items, The article "a" or “an” preceding an element does not exclude the presence of a plurality of such siemenis, The ariick “the” preceding an slement does not exclude the presence of a plurality of such slaments. in the device Calm snumeraling several means, several of these means may be embodied by one and the same iem of hardware, The mere fact that cadain measures are reuiled In mutually different dependent claims does not indicale that a combinalion of hese measures cannot be used to advantage.

Claims

i4

CONLLUSIONS

A hybrid propulsion system (100) for a flywheel (200), comprising: - one or more propellers (1034, 5) with roller blades (104), - the or more jet engines (107) arranged separately from the one or more several propellers (1032,b)} arranged to propel the aircraft: - Den Destumgsunit furnished! for driving the propellers {1032.5) gnfof the one or more jet engines {101}: - gen sraarmotorgeneraior (102) which is associated with a sen strasimotor (101) of the one or more stragimadors (101) and is arranged to to be coupled to the associated jet engine {191} and is oriented to convert or transfer energy generated by the jet engine {107}, with the characteristic that, 18 san propeller of the òón or several propellers (103a,L) slekirisch sandraven is an is arranged to convert the energy generated or transferred by the stamensorgenersior (102) into mechanical energy for the ants of the agen {104}

2. Mel system according to condition 1, characterized in that the propsiier is arranged to store the conversion or transferred energy generated by the radiation generator {102} in a zen energy accumgialor 11190) which is arranged to absorb, store and store energy as desired. hitting, settling and/or releasing 2 Hel zysizem according to claim 1, characterized in that the jet generator {102} is arranged to be coupled as desired! san the associated jet engine {101}, if desired to see the jet engine generator (102) generate energy 1st or if it is looped, if desired to see the jet engine generator (102) generate energy.

The system according to claim 1, characterized in that the jet ram generator {102} comprises an electric jet motor generator {102} adapted to convert energy generated by the jet motor (101) into electrical energy.

£25. With system according to claim 1, characterized in that the one or more gropsiers (103a,b) are arranged as electric propellers adapted to be driven by a propeller-slekiromotor, the propeller-elskiromotor being adapted for consuming electrical energy from an electrical energy supply system.

The system according to claim 1, characterized in that the electric energy supply system comprises an onboard energy supply system, such as: - the jet engine generator {101}; - a type of electrical accumulator of the electrical accumulator {110}, adapted to absorb, store and release jib electrical energy when needed, the electric accumulator comprising one or more charging batteries filled with capacitors, such as supercapacitors or extracting capacitors, a DO/AC -amvormer and zen charger, - gan prandslof cell system equipped for converting chemical energy of a fuel, such as welersit, and sen oxidizer especially slekitcilell, which fuel system is equipped to be supplemented from an exieme 29 fire stopsiag: - gene solar energy system designed to light to convert into slekiriciciti

The system according to claim 4, characterized in that the stragimotor generator (102) comprises a selectric generator, the electrical energy generated by the electrical generator being used for one of the groups of: - storing in the slectrical aca; - supplying electrical energy to the aircraft's slekiric systems (200); - supplying electrical energy to the one or more electrical prop winches {103a,b}.

The system according to claim 1, characterized in that a further type of the energy accumulator (110) comprises a non-electrical accumulator arranged for accumulating nsielectric energy generated by the electric energy accumulator {101}, wherein the non-electrical accumulator Sen of the group falls dis consists white: - zen mechanical accumulator aimed at collecting potentials energy; - a pneumatic soowmulator arranged for the collection of pneumatic energy; - ean hydraulic zacoumulsior die is (ngeront for hel wszamslen of hydraulic energy, &, Hat system according to claim 1, meat the characteristic, dal the system sen energy storage system anwal which is arranged for controlling the uptake of snargy by the energy accumudator (110) , storing cut in the energy depositor 1110) on releasing energy from the energy depositor {110}.

10. The system of claim B, characterized in that it comprises power supply systems and a forest power supply system, wherein the aircraft (200) is arranged to exchange energy with a required off-board power supply system.

11. The system of claim 1, characterized in that the sirasimotorgsneraioy {102} overturns a rotor rotatable in a stator, and the jet motor 1101} is of a turbine type with a rollable fan, a compressor fan and a turbine, wherein the turbine is arranged to rotate a central turbine shaft, the rotor of the jet turbine generator {102} being arranged to be coupled to the turbine shaft. The system according to claim 11, characterized in that the turbine shaft is further arranged as a rotor of the jet motor generator 1102).

13. Hat system as claimed in claim 11, characterized in that the rotor is adapted to be coupled to the turbine shaft ts via a gear mechanism.

The system of claim 1, further characterized in that the one or more propellers {(103a,k) are adapted to bypass air-induced rotational force of the blades into electrical energy to supply power to the aircraft. (200) and/or for storage in the one or more energy accumulators.

The system of claim 1, characterized in that the configuration is configured to provide at least a minimum required combined propulsion power, wherein a redundant jet engine {101} or propeller is provided as a backup engine or as a sole or additional power source for generating energy for storage in the one or more energy accumulators (119).

The system according to claim 1, characterized in that the propeller elakiromolor comprises an electric motor generator adapted to be switched from a power consumption mode for the purpose of supplying mechanical energy to the electric propellers (1034,D}, to a energy integrating mode for converting mechanical energy produced by the propeller as a result of the airflow into slekiric energy.

The system of claim 1, characterized in that the jet generator {102} comprises an electromotor generator adapted to be switched from an energy generating mode for generating electrical energy to an electrical energy consuming mode for converting electrical energy. energy in mechanical energy for rotating turbine blades of the coupled jet engine (101) at a cold start.

18. A system according to claim 1, characterized in that the control unit is adapted to optimize the propulsion ratio between propellers (103.5), jet engine generator {102} and charging of the energy accumulator {110} in accordance with the current desired. and/or predicted viuchi situation of hel viiegfuig (209).

19. The system according to claim 1, characterized in that the control unit is arranged to function fully or partially manually, automatically, with artificial intelligences or any combination, and the system according to claim 1, characterized in that the control unit is arranged. for performing actions of the group falling over: - switching off or on one or more stragimotors (101) or controlling the speed control: - switching on or off one or more propellers (103a.b), controlling the speed control or changing the blade pitch; - coupling or disconnecting the jet engine generator (103) to and from an associated jet engine (101; - coupling or decoupling the propeller engine from and to its associated bropsiler; the energy consumption mode sn vio versa - switching the propslermoior from the energy consumption mode to the gree generating mode and vice versa.

2} Mel syslesm vwigens condition 1, mel the characteristic that two or more propellers {103a,b) of the one or more slekiric propellers ({1033.0} are arranged am electrically anol mechanically coupled.

22. The system according to claim 1, characterized in that a jet motor of the one or more siragi motors (101) and gas turbulence falls. ) is encased in a mantle, where aen the propeller together with the mantle form a zen ducted Tan,

24. The system according to claim 1, characterized in that the system has a central configuration in which the first propeller of the one or more props 14039 is connected in parallel to a series and/or a second straghmotor (101)

of the one or more jet engines (101) and a first enol \second energy accumulator {110}, and a second propeller of the one or more propellers (103ab) is electrically connected to the first andor second jet engine (101) and to the esrsion and/or second energy accumulator (110), wherein the first propeller is adapted for continuous operation when the second propeller or the series or second energy accumulator (110) fails 25 An aircraft (200) with a hybrid propulsion system {109}, the aircraft ( 209) comprising: - an elongate hull; - one or more propellers (103a,0) with rudder bar blades; - one or more jet engines (101) provided with a sen turbine and a sen turbing shaft; - a control instrument directed to control the propellers {103a,b} and/or the one or more jet engines {107}; - a jet engine generator (102) coupled to a jet engine of the one or more jet engines {101} and arranged to be coupled to the associated jet engine {161} and arranged to transfer energy generated by the jet engine (101) or transfer, characterized in that, a propeller of the one or more propellers (103a.h) is arranged to convert the conversion or transferred energy generated by Je stragimotorganerator {192} into mechanical energy for the roll-run of the blades and/or to store the accompanying or transferred energy in an energy accumulalor {1190} arranged to absorb, store, convert and/or release energy as needed.

The aircraft of claim 25, characterized in that the jet engine (101) is supplied with air for combustion via an S-duct-type inlet duct (210), the rotor of the jet engine generator (102) being in extension. of the turbine shaft is positioned longitudinally in the fuselage.

The aircraft according to claim 25, characterized in that the jet engine generator {102} rotates in the opposite direction to the jet engine (101) by means of a transmission.

& 28 Hel vilagluig according to claim <5, characterized in that the aircraft (200) comprises a configuration of the one or more propellers (1033.0) and the one or more jet engines {101}, comprising one of the following group: - Jinks and right-mounted propellers {10385} and a jet engine (101) mounted in the stand 1203). - gene mopeler mounted in the bed (202) and jet engines {101} mounted on the left and right visugel {201a,b}; - jet engines (101) on the left and right wing {301a,D} and propellers {10285} on the left and right wings! (20185).

1S 28 A method of propulsion of san viiegluig (200) mel sen hybrid propulsion system {100}, in which the vileglulg (208) involves one or more propellers {1032,b)} with rotatable blades; - gen or multiple jet engines {101}, - gan strasima engine generator {102} which is coupled to san strasi engine (101) of the edn or more jet moths (101) and is arranged to be coupled to your associated jet engine (101) sn is directed for sailing or transferring the energy generated by the thruster (101), characterized in that a propeller of the one or more propellers {10225} converts the conversion or transmitted energy generated by the thruster (101) into mechanical energy for rotating the blades and directing the interference or transferring energy into an energy accumulator (110) adapted to store, store, recycle and/or release energy as needed.

The flight deck according to claim 29, characterized in that an energy accumulator {110) supplies energy to the one or more propellers (1D3a,b) during take-off of the aircraft (200).

The method according to claim 29, characterized in that the jet motor generator {102} generates electric energy, which becomes ! stored in the energy accumulator (140).

& 32. The methods according to claim 29, characterized in that the jet engine generator {103} supplies electrical and/or mechanical energy! to the one or more propellers (103a,b)