A hybrid powertrain for an aircraft may include a drive shaft, the drive shaft, an internal combustion engine to selectably drive the drive shaft, a propeller coupled to the drive shaft and an electric motor having a stator and a rotor and operable to selectably drive the drive shaft. The drive shaf
A hybrid powertrain for an aircraft may include a drive shaft, the drive shaft, an internal combustion engine to selectably drive the drive shaft, a propeller coupled to the drive shaft and an electric motor having a stator and a rotor and operable to selectably drive the drive shaft. The drive shaft may extend through the electric motor. The rotor may be coupled to the drive shaft to rotate with the drive shaft and the rotor is a flywheel for the internal combustion engine.
대표청구항▼
1. A hybrid powertrain for an aircraft, the powertrain comprising: a) a drive shaft, the drive shaft rotatable about a drive axis;b) an internal combustion engine detachably connected to the drive shaft to selectably drive the drive shaft;c) a propeller coupled to the drive shaft;d) an electric moto
1. A hybrid powertrain for an aircraft, the powertrain comprising: a) a drive shaft, the drive shaft rotatable about a drive axis;b) an internal combustion engine detachably connected to the drive shaft to selectably drive the drive shaft;c) a propeller coupled to the drive shaft;d) an electric motor having a stator and a rotor positioned axially between the internal combustion engine and the propeller and operable to selectably drive the drive shaft, the drive shaft extending through the electric motor, the rotor coupled to the drive shaft to rotate with the drive shaft;the powertrain is operable in a first mode and a second mode: in the first mode the internal combustion engine and the electric motor are both connected to the drive shaft and drive the propeller, the rotor rotates with the drive shaft and is a flywheel for the internal combustion engine; andin the second mode the internal combustion engine is detached from both the drive shaft and the electric motor, the rotor rotates with the drive shaft and only the electric motor drives the propeller without having to overcome the braking force of the internal combustion engine. 2. The powertrain of claim 1, wherein the internal combustion engine comprises an output shaft that is detachably coupled to the drive shaft and comprising a clutch provided between the output shaft and the drive shaft, wherein when the clutch is engaged the output shaft is coupled to the drive shaft and when the clutch is disengaged the output shaft is decoupled from the drive shaft and the drive shaft can rotate relative to the output shaft. 3. The powertrain of claim 2, wherein the output shaft is fixedly coupled to the drive shaft. 4. The powertrain of claim 2, wherein the output shaft is coaxial with and rotates about the drive shaft. 5. The powertrain of claim 2, further comprising a first gear mechanism coupled between the output shaft and the drive shaft so that the output shaft rotates at a first speed and the drive shaft rotates at a second speed that is different than the first speed. 6. The powertrain of claim 5, wherein the first gear mechanism comprises a first planetary gear system having a first sun gear driven by the output shaft, a non-rotatable first outer ring gear and at least two first planet gears rotatably mounted on a first planet carrier and disposed radially between the first sun gear and the first outer ring gear, the first planet carrier non-rotatably coupled to the drive shaft. 7. The powertrain of claim 1, wherein the rotor is rotatable relative to the drive shaft and is coupled to the drive shaft via a second gear mechanism, so that the drive shaft rotates at the second speed and the rotor rotates at a third speed that is different than the second speed. 8. The powertrain of claim 7, wherein the second gear mechanism comprises a second planetary gear system having a second sun gear coupled to the rotor, a non-rotatable second outer ring gear and at least two second planet gears rotatably mounted on a second planet carrier and disposed between the second sun gear and the second outer ring gear, the second planet carrier non-rotatably coupled to the drive shaft. 9. The powertrain of claim 1, further comprising a third gear mechanism connecting the propeller to the drive shaft, so that the drive shaft rotates at the second speed and the propeller rotates at a fourth speed that is different than the second speed. 10. The powertrain of claim 9, wherein the third gear mechanism comprises a third planetary gear system having a third sun gear driven by the drive shaft, a non-rotatable third outer ring gear and at least two third planet gears rotatably mounted on a third planet carrier and disposed between the third sun gear and the third outer ring gear, the third planet carrier non-rotatably coupled to the propeller. 11. The powertrain of claim 1 wherein the rotor is fixedly and non-rotatably connected to the drive shaft and rotates in unison with the drive shaft in both the first and second operating modes. 12. The powertrain of claim 1, wherein the internal combustion engine and the electric motor are adjacent to each other and are disposed within a single powertrain housing. 13. The powertrain of claim 1, wherein the stator has a stator length in a first direction and a space between the internal combustion engine and the electric motor in the first direction is between about 40% and about 65% of the stator length. 14. The powertrain of claim 1, wherein the electric motor is a starter motor for the internal combustion engine. 15. The powertrain of claim 1, wherein the rotor is the only flywheel in the powertrain. 16. The powertrain of claim 1, wherein in the first mode the powertrain produces a takeoff power output and in the second mode the powertrain produces a lower, cruising power output, and wherein a maximum power output of the internal combustion engine and a maximum power output of the electric motor are each less than the takeoff power output. 17. The powertrain of claim 16, wherein the maximum power output of the electric motor is less than the takeoff power output and is greater than or equal to the cruising power output. 18. The powertrain of claim 16, wherein the takeoff power output is about 80 kW and the cruising power output is about 50 kW. 19. The powertrain of claim 18, wherein the maximum power output of the electric motor is equal to or greater than maximum power output of the internal combustion engine. 20. The powertrain of claim 1, wherein the electric motor is configurable in an energized state in which it drives the drive shaft and a non-energized state in which it does not drive the drive shaft, and wherein the rotor rotates with the drive shaft and relative to the stator when the electric motor is in either the energized state or the non-energized state. 21. The powertrain of claim 1, wherein the powertrain is selectably operable in a third mode in which the electric motor is de-energized and does not exert a driving force on the drive shaft, the rotor remains connected to and rotates with the drive shaft, and only the internal combustion engine drives the drive shaft. 22. The powertrain of claim 1, further comprising a least one sensor to monitor at least one operating condition of the aircraft and a controller to change between the first and second modes based on signals received from the at least one sensor. 23. The powertrain of claim 22, comprising a flap position sensor for monitoring the position of a flap on the aircraft and wherein the controller changes the powertrain into the first mode when the flap position sensor senses the flap is in a takeoff position, and the controller changes the powertrain into the second mode when the flap position sensor senses the flap is in a cruising position. 24. The powertrain of claim 22, wherein the at least one sensor comprises at least one of a flap position sensor, an altitude sensor, an airspeed sensor, and a throttle position sensor. 25. The powertrain of claim 1, wherein the drive shaft extends directly from the rotor to the propeller whereby the electric motor is directly connected to the propeller in the absence of an intervening transmission member. 26. The powertrain of claim 12, further comprising a battery for supplying power to the electric motor and wherein the battery is disposed within the powertrain housing. 27. The powertrain of claim 1, wherein the internal combustion engine is a piston engine.
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이 특허에 인용된 특허 (3)
Tonkovich, Gregory P., Hybrid aircraft and methods of flying.
Rodriguez, Fernando; Lukic, Srdjan M.; Wirasingha, Sanjaka G.; Emadi, Ali, Hybrid electric conversion kit for rear-wheel drive, all wheel drive, and four wheel drive vehicles.
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